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Organisation Actors
Summary | Description | |
SEKO 360 DCM (Demand Chain Management) | The management of relationships between suppliers and customers to deliver the best value to the customer at the least cost to the demand chain as a whole. Demand-chain management is similar to supply-chain management but with special regard to the customersOffers a comprehensive solution for managing your supply chain from Purchase Order to Final Delivery. | |
Cargowise (CW1) | is a global logistics platform | |
Shipper | The manufacturer & supplier of goods to their clients | |
Vendor | Supplier who may have agreements with other suppliers for manufacture of particular items. Could be Buying Shop who contracts suppliers to produce certain items, with no interest where or how it is manufactured.. For the purposes of SEKO, synonymous with the Shipper | |
Consignor | The organisation equivalent to, or an affiliate of, the Shipper / Vendor, to appear on all official documents in relation to a shipment | |
Shipper's Client | The client of the Shipper, to whom the Shipper is ultimately supplying the goods (but need SEKO to manage the collection & delivery of those goods) | |
Consignee | The organisation equivalent to, or an affiliate of, the Shipper's Client, to appear on all official documents in relation to a shipment. Alternatively it may be a Sales Office of the Consignor, acting on behalf of the Shipper’s Client. | |
Branch | A SEKO organisation that is part of the SEKO group, typically distinguished by origin country (for the Shipper) and destination country (the Shipper's Client) | |
Client | A client of SEKO. This could be the Shipper requiring SEKO's freight forwarding services (the client of the SEKO Branch at origin country), and/or the Shipper's Client (the client of the SEKO Branch at destination country, or the Shipper's Client wishing to use SEKO's systems for PO / DCM management) | |
Supplier | A supplier of shipment / freight services (e.g., Carrier, co-loader, partner Agent). Note that where a SEKO Branch itself performs activities as part of a Shipment, that SEKO Branch is a special form of Supplier in this context. For the purposes of this document, it should be remembered that the term ‘Supplier’ is meant from SEKO’s perspective i.e., a supplier of services allowing SEKO to effectively manage the end-to-end processes of a Shipment. It should not be confused with the concept of ‘the supplier of goods’, for which the terms ‘Shipper / Vendor / Consignor’ are reserved. | |
Agent | A partner Freight Forwarding or Carrier company to whom SEKO subcontracts its services. It is a special form of Supplier in the context of Shipments management | |
Customs Broker | The Supplier who performs the function of ensuring that import & export compliance processes and documentation is correctly and fully carried out. This is a special type of Supplier, which could also be a SEKO Branch at origin or destination | |
Global logistics platform/International Forwarding services which Integrates data to Seko360 DCM from Vendor Booking to Delivery | ||
Client | Seko 360 Customer responsible for Creating Purchase Order, Authorizing Shipments and Managing final delivery | |
Vendor | Supplier of the Client who manufactures the goods and responsible for Arranging Booking of goods. Also acts a the “ Shipper” | |
Origin Agent | Seko360 Agent who arranges shipments from Vendor/factory to arrive at the Origin Port and Destination Port | |
Destination Agent | Seko360 Agent who is responsible for managing shipments from Destination Port to Final Delivery. | |
Branch | SEKO local Origin office | |
Shipper/Consignor | Sender of the shipment to appear in the Shipping documents | |
Consignee | Recipient of the shipment to appear in the Shipping documents |
Key Business Terms
Term | Description | ||
Purchase Order (PO) | is a document issued by a buyer to a supplier, detailing the specific goods or services to be purchased. It outlines the terms and conditions of the transaction, including quantities, prices, delivery dates, and payment terms. | ||
Booking | An instruction or request received by a SEKO branch from one of its SEKO clientsorigin from Vendor, requesting a movement of goods | ||
Shipment | A sequence of operational activities that SEKO branches need to manage and oversee, in moving goods and fulfilling client Bookings, on behalf of a given Consignor / Consignee | ||
Supplier Shipping Instruction (SI) | This is an instruction sent by SEKO to external suppliers (e.g., Carriers, Co-loaders, Agents etc) to carry out the tasks and activities of the Shipments | Back-to-Back | This is a Supplier Instruction which assigns ALL the activities of a given Shipment to that Supplier i.e., a Client Booking was received, a Shipment is created to manage it, and the entirety of that Shipment's activities is handed off to a SupplierVendor includes Shipping details, documents and Final Packing |
FCL | Full Container Load. Goods within an individual Shipment for a given consignor/consignee take up all the space in a Container. This term is officially applied to Sea and Rail shipments, although the concept also exists for Air freight | LCLLess Than | |
Container | Load. Goods within an individual Shipment for a given consignor/consignee would not be enough to fill a whole Container. Rather than consignor or consignee bearing the cost of an entire Container, they expect SEKO to consolidate more than one shipment (either from the same consignor, or from multiple consignors) into a single Container to obtain better costs efficiency. This term is officially applied to Sea and Rail shipments, although the concept also exists for Air freight.|||
FTL | Full Truck Load - the equivalent of FCL, but for Road freight. In this case the truck is fully loaded at the Shipper's factory and makes the entire road journey for one official Shipment to one Consignee's warehouse | ||
LTL | Less Than Truck Load - the equivalent of LCL, but for Road freight. A Road Shipment does not have enough goods to fill a trailer on the truck. In this case, rather than there being consolidation into Containers at a freight station (as for Sea / Rail / Air), the 'consolidation' is typically handled by the Supplier (Carrier) who may either do a 'milk run' between multiple origin factories (either for the same Shipper, or for different Shippers), or may wait until several different Shipments at the Shipper's factory are all ready for collection and then turn up to collect. In either case, the single truck would then be effectively carrying multiple Shipments. The carrier may then need to do multiple delivery drops at the Destination end, if the Shipments cover multiple Consignees or multiple warehouses for a given Consignee. | ||
Container | For Sea / Rail, this will be an official solid box of several different shapes and sizes, with tracked serial numbers and identifiers as part of Supplier Instructions, to be loaded onto the Vessel or the goods train. For Air, this will be an official box called a 'ULD' (Universal Load Device), shaped specifically for cargo holds of aircraft, with its own serial numbers and identifiers, and can only be loaded by approved Agents at a freight station. For Road transport, the trailer containing the goods is not typically deemed a 'container'; instead, the general information about the truck itself (e.g., registration numbers) is captured as part of Supplier Instructions. | ||
SOP | Standard Operations Procedure... usually set up as part of client onboarding and standard processes. These will also be used to further inform how Shipments and Suppliers are set up once Client Bookings have been received (note that Bookings may only contain minimal information and therefore Shipment setups need to also be informed by the defined SOP). | ||
Shipping containers are large, strongly built metal boxes that are used to transport goods over long distances. | |||
Consolidation | Processing and loading of goods from multiple Shipments into one Container or trailer for the purposes of a Consol | ||
Consol | This is another kind of Shipment, representing Goods from more than one LCL or LTL Shipment consolidated into a single container (or truck). Activities within a Consol are then booked in external Supplier Instructions e.g., a Sea / Rail / Air / Road Carrier for the main transit phase between origin and destination | ||
Buyer's Consol | The SOP for a given Vendor / Shipper may require that where their Shipments are LCL, more than one of them are to be consolidated into full containers comprising a mix of goods, but all for that one Shipper; therefore, the cost of the entire container is borne by that Shipper or their Shipper's Client (depending on incoterms) | ||
Agent's Consol | The Agent (SEKO) looks for opportunities to consolidate multiple LCL Shipments, regardless of their Shippers, into full containers. The cost of the entire container is then allocated to each Shipper or Shipper's Client (depending on incoterms) based on the proportion of the space each Shipment is using inside the from different Suppliers/Vendor into one Container | ||
Origin | A term representing a very broad location of activities, geographically located at or near the Shipper's factory with the freight stations, container yards and ports, in the Shipper's country | ||
Destination | A term representing a very broad location of activities, geographically located at or near the Consignee's delivery warehouses with the freight stations, container yards and ports, in the Consignee's country | ||
Origin Agent | Also known as a freight forwarder, the origin agent is a person or company that facilitates cargo movement and arranges shipments for arrival at the origin port. | ||
Destination Agent | Also known as a freight forwarder, the destination agent is a person or company that facilitates cargo movement and arranges shipments for arrival at the destination port. FCL | Full Container load | |
LCL | Less Than Container Load | ||
CY/CY | An (container yard to container yard) or Vendor Load shipment is an FCL shipment , where the packed containerised cargo gets picked up collected at the container yard at of one origin port and would get delivered at destination port Container Yard to the consignee. In this case, the carrier liability starts at CY of origin port and ends at CY destination port. Such shipments are also referred to as FCL/FCL shipments and will have a single Shipper and Consignee. | CFS/CFS | is delivered to the container yard of the destination port. |
CFS | (Consolidation and Forwarding Station) A shipment, where the goods are delivered at CFS for grouping (consolidating) them together for a specific destination. Usually, this occurs in case of LCL shipment. The goods are delivered at the destination CFS where they are de-consolidated. Such shipment are called LCL/LCL shipments and will have multiple Shippers and multiple consignees. | ||
CFS/CY | This is usually a buyer consolidation shipment. The cargo is consolidated or grouped together at a CFS at Origin port (LCL). However at the destination, the delivery of the container happens at a Container Yard (FCL). Hence such shipments are also called LCL/FCL shipments and have multiple shippers and single consignee. | ||
CY/CFS | When cargo is picked up from Container Yard at origin port (FCL) but delivered to a CFS at the destination port (LCL) for de-consolidation, the term mentioned on the B/L is CY/CFS. Such shipments are also referred to as FCL/LCL shipments and will have single shipper and multiple consignees | ||
MSDS | Material Safety Data Sheet is a document that contains information about the potential hazards of a product and how to safely handle, store, and dispose of it. |
iHub Services & CargoWise Integration
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