Spring 2011 THE FORWARDER - CIFFA.com

THE FORWARDER 

The Voice of Freight Forwarding in Canada 

Canadian Imports – The New Normal 

STCs – Freight Forwarder’s Legal Liability 

2011 CIFFA Scholarship 

Canadian International Freight Forwarders Association 

170 Attwell Drive, Suite 480, Toronto, Ontario M9W 5Z5 

Tel: 416-234-5100 Toll Free: 866-282-4332 Fax: 416-234-5152 Email: admin@ciffa.com 

Spring 2011 

Cargo Security 

A Global Issue

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CIFFA 62nd AGM 

Call to Meeting 

Further to By Laws Article V, Section 4, notice is hereby given of 

the Annual General Meeting to be held May 30, 2011, 13:00 - 

15:00 hours at the Mississauga Convention Centre, Salon C, 75 

Derry Road, Mississauga, ON. 

Please note registration for this event is required for seating 

arrangements. Register online at www.ciffa.com/events_register.asp 

Use the drop down box to choose Annual General Meeting. 

For those that cannot attend, please make sure to send your proxy 

to the Secretariat, properly signed, by fax: 416-234-5152. A copy 

of the proxy is available on the website www.ciffa.com, Members 

Area (Member login is required). 

According to the Association By Laws, Article V, Section 5, a nominating 

committee has been formed and is chaired by Ms. Donna 

Letterio of DHL, Mississauga, who can be contacted at 

Donna.Letterio@dhl.com. 

CIFFA is now calling on Regular Members for nominations to the 

National Board of Directors (NBD). There are 6 positions up for 

renewal consisting of a two year term. 

Current directors who where holding these terms have agreed to 

stand for a further 2 year term, are: 

• M. Bibeau, OEC Overseas Express (Canada) Consolidators 

Inc., Montreal 

• G. Vince , DHL Global Forwarding, Mississauga 

• D. Letterio, DHL Global Forwarding, Mississauga 

• M. Soubry, jas Forwarding Worldwide Inc., Mississauga 

• J. Cullen, Bellville Rodair International, Mississauga 

• B. Rodgers, CEVA Freight Canada Corp., Mississauga 

Any regular Member interested in submitting their name to become 

a Director on the National Board must submit their interest 

to the Nominating Chair as listed above. The nomination 

must outline the name, position/profile and company affiliation 

and be accompanied by five sponsoring signatures of 

current regular Members of CIFFA. 

As per by-laws, Members must submit their nominations to the 

Nominating Chair or the CIFFA Secretariat by May 16, 2011, which 

is no later than two weeks before the Annual General Meeting to 

be held May 30, 2011, 13:00 – 15:00 hours at the 

Mississauga Convention Centre, Salon C, 75 Derry Road, 

Mississauga, ON. 

At A Glance 

5 Cargo Security: A Global Issue 

7 Canadian Imports and the Freight Forwarder: 

The “New Normal” 

10 18,000 TEU Vessels: Is Bigger really better? 

11 Standard Terms: Mistakes and Misconceptions 

13 CIFFA Standard Trading Conditions: 

A Legal Liability and E&O Underwriter’s View 

14 BCCC Marine Mapping Webinar 

14 Mark Your Calendar! 

17 2010 Young Freight Forwarder of the Year 

18 Is Your Child Heading to College or University? 

A CIFFA 2011 Scholarship Could Help 

20 Membership Grows 

20 Preferred Vendors continue to offer value 

to Members 

21 Calgary Members Chill at Networking Event 

21 International Trade and Red Tape 

22 CIFFA Welcomes our National Sponsors 

24 Incoterms ® 2010 – Time to Update 

the Old Forms 

29 Correspondence from around the World 

29 The Forwarder Magazine 2011 

Advertising Rates 

30 Plan your 2012 marketing budget now 

THE FORWARDER 

The Voice of Freight Forwarding in Canada 

Spring 2011 

Canadian International Freight Forwarders Association 

170 Attwell Drive, Suite 480, Toronto, Ontario M9W 5Z5 

Tel: 416-234-5100 Toll Free: 866-282-4332 Fax: 416-234-5152 

Email: admin@ciffa.com 

THE FORWARDER Spring 2011 3

Cargo 

Security 

A Global Issue 

With all the changes concerning 

air and ocean cargo security in 

Canada, the United States and 

Europe in 2010 and the implementation of 

new systems, programs and the like, we 

thought it would be interesting to provide our 

readers with an update on the sometimes 

confusing changes and issues concerning 

cargo security. 

Let’s start with here at home. The CIFFA Secretariat 

has been regularly engaged in discussions 

with Transport Canada and with our 

Members trying to minimize the impact of 

air cargo security issues on our industry and 

businesses. 

With the September 2010 revision to Transport 

Canada’s Air Cargo Security Program, 

and the newer changes to the Security 

Measures Respecting Air Cargo, CIFFA has 

conducted many Cargo Security Coordinator 

and Authorized Cargo Representative training 

sessions with Member firm employees, 

who are anxious to comply with the new 

regulations and struggling perhaps, under 

the vague and obfuscated communications 

from Transport Canada. CIFFA also conducted 

several discussion groups with Member 

Cargo Security Coordinators to discuss 

the impact of the 

September 2010 

revisions. With the 

most recent deadline for 

implementation on April 1, 

CIFFA quickly drafted a new 

‘Cargo Security Form’ to track the 

chain of custody and shared it with the 

Member CSCs, easing the burden on individual 

Member firms and helping implement 

some standardization into the process. 

Needless to say, the past several months 

have been a very busy and changing time in 

the Canadian air cargo security environment. 

This brings us to what the United States is 

doing. The TSA implemented the system for 

cargo loaded on passenger aircraft inside 

the United States with the help of airlines 

and the Certified Cargo Screening Program 

by their deadline of August 3, 2010. The 

screening is done by airlines or in advance 

by their customers who have been certified 

to self-inspect shipments, speeding up processing 

at the airport, preventing possible 

damage by other parties tearing apart consolidated 

loads and avoiding inspection fees. 

On January 14, 2011, the U.S. Transportation 

Security Administration moved the 100% 

screening requirement for inbound international 

cargo transported on passenger aircraft 

to the end of this year (2011) -accelerating 

it’s timetable by more than a 

year from the original 2013 date. The TSA 

faces challenges achieving 100% screening 

on international inbound flights. It simply 

doesn’t have jurisdiction to impose regulations 

on foreign freight forwarders and shippers 

to screen cargo before departure. The 

TSA said it decided to move faster to full 

compliance because airlines are already 

screening a large amount of the inbound 

cargo. The new measures likely would require 

airlines to further adjust their procedures 

for accepting freight at overseas 

locations so that cargo can be screened in 

time before flight departure, the TSA said. It 

recommended that airlines notify freight forwarders, 

shippers, ground delivery companies 

and other partners of the pending rule 

and the potential impact it may have on their 

supply chains. 

cont’d on page 6 


6 

cont’d from page 5 

Events late last year surrounding the terrorist attempts to ship explosives 

aboard cargo aircraft also prompted the TSA to issue an advisory 

with Security Directives and Emergency Amendments in March 

of this year with less than a week’s notice for implementation. This 

ridiculous timeline negatively impacted cargo operations not only in 

Canada – where Air Canada was forced to introduce a short lived 

embargo on cargo flown to the USA - but around the world. The air 

cargo industry scrambled to sort out the new security directive. While 

the TSA order took effect March 11, 2011 the agency has not indicated 

a deadline for enforcement action. 

Around the same time, a new U.S. Government Accountability Office 

report was released and states that there is no technology approved 

or qualified by TSA to screen cargo once it is loaded onto a pallet or 

container, both of which are common means of transporting air cargo 

on passenger aircraft. This leaves doubt over air carriers’ ability to 

screen air cargo effectively on such wide-bodied aircraft. 

The Department of Homeland Security (DHS) also began establishing 

a “risk-rating” system for air cargo similar to the type used in the 

maritime cargo environment. Cargo rated as a “high-risk” is subjected 

to additional scrutiny, while lower risk cargo moves through 

the supply chain quicker. DHS intends to make this risk rating-system 

for air cargo a priority, but progress has been slow. DHS has not yet 

found data elements that are both available in a timely manner (well 

before take-off) and that produce useful risk ratings; furthermore, 

even DHS is not sure what to do or who should do it – with cargo 

that exceeds the risk threshold. 

Further to shippers, freight forwarders and carriers having to comply 

with the Canadian and U.S. regulations, they now also have to comply 

with the new mandatory EU customs import control system (24-hour 

advanced manifest rule) that was implemented earlier this year. On 

January 1, 2011 it became mandatory to report all freight travelling 

into the European Union. Again, airlines, ocean carriers and freight 

forwarders had to introduce procedures to file all the necessary information 

required. There are various methods to transmit the data 

and many carriers (air and ocean) introduced fees associated with 

the filing. The ICS or similar requirement is already established in 

some countries, such as the USA and India and the concept is similar 

to our inbound air cargo subject to Advanced Commercial Information 

(ACI) filing requirements. The EU opted for a single ENS (security entry 

summary declaration) filing system which puts the ultimate responsibility 

for the security declarations on the carrier, i.e. the person who 

physically brings the goods into the European Community. The primary 

purpose of the new regulation is to ensure that an entry summary 

declaration (ENS) is submitted electronically to the first customs 

office of entry of the goods to the European Union within the time 

limits specified in the regulation. The time limit is typically 24 hours 

before any containerised cargo is loaded onto the vessel in the non- 

EU port, as is the case in the US 24-hour rule, to allow for Customs 

Authorities to carry out a security risk analysis and to have sufficient 

time to issue a ‘Do Not Load’ message, if required. 

THE FORWARDER Spring 2011 

“ 

The Department of Homeland 

Security (DHS) also began 

establishing a “risk-rating” 

system for air cargo similar to 

the type used in the maritime 

cargo environment. ” 

The rules for breakbulk cargo, short sea shipping, air transport, rail, 

inland waterway and road transport differ in the time limits for the 

submission of the ENS. For long haul flights of more than four hours’ 

in duration, the ENS must be submitted at least four hours before arrival 

at the first airport in the EU. The regulation states that if a vessel 

leaves an EU port and calls at a non-EU port before returning to an 

EU port with the same cargo on board, a ENS must be submitted for 

that cargo prior to each call at an EU port. The regulation also specifies 

who can file ENS declarations, the ENS data requirements and 

rules governing amending ENS declarations and shipment diversions. 

We might see some streamlining in global air cargo security programs, 

advance filing, e-commerce and other issues related to the 

industry with the newly formed Global Air Cargo Advisory Group 

(GACAG). The four founding member associations include FIATA (the 

International Federation of Freight Forwarders Associations) the International 

Air Transport Association (IATA), The International Air Cargo 

Association (TIACA) and the Global Shippers' Forum (GSF). The members 

said the advisory group's role will be to establish a vision and 

strategy for the global air cargo supply chain and to present joint industry 

positions to third parties, including inter-governmental organizations 

such as WCO and ICAO. 

Members may wish to consider the situation that the new requirement 

will create from a business point of view and not only from a regulatory 

point of view. Ever-changing security regulations seem here to stay 

and will mean a new way of doing business for many.

CANADIAN IMPORTS AND THE FREIGHT FORWARDER 

The “New Normal” 

Just when freight forwarders think they have the global logistics marketplace 

figured out, new challenges sprout up to make life in the 

industry a little more interesting. 

Customs agencies around the world continue to add new measures to 

further support security of international trade. “Health,” “safety” and “security” 

are the new buzzwords in the movement of freight across international 

borders. The days of just transporting the shipment have 

become a thing of the past. In fact, the transfer of data and documents 

has now become as important as the movement of the goods (perhaps 

even more important). If information (data) does not precede the arrival 

of goods, shipments are turned away from the border or denied loading 

into/onto the conveyance. This has caused many shippers and service 

providers dealing with international trade to review their entire business 

processes. 

Adding to these complexities is the industry’s vulnerability to a wide range 

of security risks: the handling of hazardous materials, product and food 

safety, theft and potential terrorist threats. The onus for safety and security 

is on the industry as a whole, including all parties involved in the shipment 

process. Everyone in the process must take the necessary steps to ensure 

cargo is safe and secure against terrorist and criminal activities. 

Integral to taking those steps is having technology in place to enable the 

electronic exchange of data that provides real-time visibility into the 

movement of goods, and supports standardization and automation. 

Security Initiatives are Driving Change 

We have all seen a number of security initiatives implemented by regulatory 

bodies and government agencies. Some of these include increased 

cargo inspections, heightened physical security of cargo facilities, 

security training for cargo workers, and stricter controls over access to 

cargo carriers, containers and operations areas. 

Meeting these initiatives requires better coordination and visibility within 

the trade community as well as the development of new relationships 

with government agencies and international regulatory bodies. 

Increasing compliance requirements also demand standardization. Air 

and marine freight stakeholders have to automate and standardize 

shipment management processes so that both carriers and freight 

forwarders around the world do not reinvent the wheel every time a 

shipment occurs. 

It is evident that processes and requirements are becoming increasingly 

complex. Therefore, shippers and logistics service providers need to 

develop a vision for the future and they need to have the right tools in 

place to prepare themselves for the evolving regulations, mandates and 

process requirements. 

The Canadian Border Services Agency (CSBA) 

and the Freight Forwarder 

Canada is no exception, and along with the USA and the EU has made 

security a priority. In the middle of the last decade, Advanced Commercial 

Information (ACI) for Marine and Air came into force and has become the 

foundation for the CBSA’s risk assessment and enforcement activities. 

Since then, new regulations have arrived. The current ACI Phase III, the 

use of e-manifests, is now here with eManifest Highway being implemented 

on a voluntary basis since October 31, 2010 at the border. 

The CBSA’s focus is now on the Canadian freight forwarder. A draft Electronic 

Commerce Commercial Client Requirements Document (eCCRD) 

has been prepared and made available to outline the new requirements 

for e-reporting. Many CIFFA Members participate in the CBSA’s eSPN 

Housebill Technical Design Working Group where they review and provide 

input to this critical new initiative. 

Highlights of the “New Normal” 

• Under the CBSA’s new expectations, Canadian freight forwarders will 

be more accountable and will present the Housebill data -- not 

paper -- 8000 series deconsolidation data -- prior to loading. The 

housebill data will be similar to the current ACI data set – with a few 

additional data elements. Expect this ‘secondary’ reporting to replace 

the current ACI security reporting requirements in the Air and Marine 

modes. Basically, the freight forwarder will be deconsolidating electronically 

before the goods are loaded overseas. 

• In the near future a new CBSA web portal for freight forwarders will 

be developed to enable small and medium sized companies to meet 

the new reporting requirements. 

• In the next few years, the CBSA will implement Advance Trade Data 

(ATD) (similar but not identical to the USA 10+2 requirements) in the 

Marine environment (for now). Pre-Arrival Review System (PARS) in 

the Marine and Air modes will be actively encouraged. 

• All health, safety and security examinations will be conducted at the 

first point of arrival. 

• Expect new requirements for all carriers, terminal and warehouse 

operations to get on board with e-reporting of cargo arriving in Canada 

through the Release Notification System (RNS). This will also facilitate 

the PARS processing. 

• With PARS processing and the above new arrival capabilities (RNS) in 

place, the ability to release freight a first point of arrival will be attractive 

to various industry sectors and is something the CBSA is exploring. 



8 


Preparing for New Compliance Regulations 

To meet the demands of changes to compliance requirements in an 

electronic security-focused environment, shippers will need to work in 

conjunction with global trade compliance service providers to find new 

and innovative ways to move data and business documents around the 

world faster and more efficiently. Data requirements will be higher than 

ever. More collaborative business relationships with foreign agents and 

even with owned or affiliated overseas offices will be important. These 

combined efforts will be critical to achieve the speed and data 

compliance that will be mandated by eManifest. 

Strategic Planning 

Of course, making the process work won’t just happen - it will need significant 

strategic planning. The electronic movement of information, documents, 

and such critical trade data such as permits, certificates, 

invoices and bills of lading becomes essential to ensure information is 

delivered to the right place, and at the right time, for smooth and fast 

border crossing. How can this information be moved electronically when 

a shipper’s trading partners have different proprietary or off-the-shelf 

systems? In order to facilitate the timely exchange of information, 

systems need to talk to each other passing relevant data among the 

trade chain players in a highly secure and expedited manner. In order to 

avoid costly penalties and delays, shippers and their trading partners 

will also need to be networked together to: 

- automate and standardize business processes, 

- share vital data for immediate and automatic integration with their 

business systems, and 

- comply more easily with required regulations. 

Because this approach requires a high level of collaboration, new and 

sometimes non-traditional alliances must be developed to ensure that 

all the links are made and the responsible parties are defined according 

to who will provide what data and when. This demands clearly defined 

data elements as a means to establishing accountability for participants. 

Given the changes to come—and the increased demand for collaboration 

in the supply chain execution industry—organizations must be 

prepared to invest in processes that will ensure the trade chain can 

continue without interruption. A solid vision, good strategic planning and 

a communications infrastructure within a trading community will be the 

keys to future success. 

You can expect to see the Canadian International Freight Forwarders 

Association (CIFFA) organizing live detailed seminars in major centres 

across Canada, with webinars for those located in smaller communities, 

to provide you with the most recent and updated information available. 

Watch for the CIFFA bulletin for dates and times. 

Oryst Dydynsky is a 30 year veteran of the CBSA and a Descartes 

Systems Group / DAP International Trade consultant. 

Contact: odydynsky@descartes.com 

THE FORWARDER Spring 2011

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10 

18,000 TEU 

VESSELS 

Is bigger 

really better? 

Maersk Line’s stunning order of 10 ships, each with a 

capacity of 18,000 TEUs, and an option of 20 more has certainly generated 

a slew of headlines and commentaries across the world. With the exception 

of one oil tanker, these will be the largest ships ever to plow the seas of our 

world.The ten Triple-E class vessels — standing for Economy of scale, 

Energy efficiency, and Environmentally improved — are to be built in accordance 

with standards of the classification society ABS. Deliveries are 

scheduled for 2013-2015. The vessels will be built for the Asia-Europe 

trade. Interestingly, North American ports – at this time – are not equipped 

to unload ships and move the containers of such numbers in a cost efficient 

manner. Their ports are not deep enough and their cranes are not 

high enough. 

The proposed vessels are more than a third larger than the biggest container 

ship presently afloat, itself a Maersk ship known as the Emma 

Maersk with a capacity of 13,000 TEU. A decision to commit to possibly 

30 of them reflects enormous faith in the ability of the container shipping 

market to absorb equally enormous volumes. And Maersk is not alone: 

Many shipping lines have ordered new vessels of between 8,000 to 

13,000 TEUs implying a resumption of the flood of new capacity that just 

began to hit the market in 2008 when the whole sector was shaken by 

one of the most severe downturns for decades. 

No doubt, the size of the new vessels gives Maersk an advantage in terms 

of productivity over lesser sized ships. It is also expected that the unusual 

twin engine design will lower fuel consumption. The extra 

carrying capacity is due to their u-shaped hull, as opposed to the current 

v-shape of most ships today. The ships’ environmental credentials are also 

impressive: the Triple-Es will produce 50% less carbon per container 

moved than the industry average on the Asia-Europe trade lane. A smaller 

engine will produce a lower top speed of around 19 knots, a heat recovery 

system will capture and reuse energy from the engine exhaust gas for 

extra propulsion. Maersk Line is also introducing a ”cradle-to-cradle passport” 

for the Triple-E ships. This means all the materials used to build them 

will be documented and mapped, so when they are retired from service, 

the document will ensure all the materials can be recycled or disposed of 

in the safest, most efficient manner. This may potentially offer the shipper 

an opportunity to receive environmental credits for carbon emissions. 

These are all key competitive factors to be sure, but this economy of scale 


also comes at a price. Vessels as large as this can only be used on a few 

routes between China and Europe. Presently there are only about three 

European ports capable of handling such volume: Rotterdam, Bremerhaven, 

Felixstowe (and possibly Southampton and Hamburg). And whilst 

some ports will be capable of efficiently handling such added volumes, 

the question begs whether or not hinterland facilities are sufficient to 

move such volume efficiently off to its final destination. There is also 

concern that there will be an increase in trans-shipment and cause 

congestion at the ports due to the time it will take to discharge and 

re-load the ships – issues that could be exaggerated if other carriers 

arrive simultaneously with large sized vessels. How will this affect service 

levels and transit times for those shippers whose goods will need to be 

trans-shipped? Shippers cannot afford to risk waiting for connecting 

vessels that might call four or five days after arrival at the trans-shipment 

point. It is interesting to note here, there seems to be consensus that ports 

will need to step-up and increase berth productivity, something Maersk 

recently indicated was an area of concern. 

Ultimately, the Maersk fleet will be less flexible than one composed of 

smaller vessels. What would Maersk do if the present patterns of world 

shipping changed? There are a lot of indications that this will be the case. 

China is presently re-focusing its economic policies with a more inward 

looking tendency rather than to more export growth. Alternatively, think 

of the new emerging economies of India, Vietnam, Cambodia, Indonesia, 

Malaysia etc. These smaller economies have huge growth potential for 

goods formerly produced in China. The answer will be more feeder 

services to bigger ports, less direct services and the need for more hub 

and spoke systems. All factors that may negatively influence Maersk’s 

rather optimistic cost projections and lay it open to problems as big as 

those seen in 2008. 

George Kuhn, former Executive Director of CIFFA, currently provides 

management and consulting services to the industry. Reprinted with 

the permission of LQ Magazine.

Standard Terms: Mistakes and Misconceptions 

When was the last time you reviewed the 

terms on the reverse side of your own 

transport documents? Do you think your 

customers review them more frequently than 

you do? You might think that cargo damage 

is the cause of most claims involving 

forwarders, but in fact most cargo claims 

(like most claims generally) settle without 

litigation. It is not the damage itself but a 

dispute over the terms of the arrangement 

that costs parties time and money in Court. 

Although standard contract terms have been 

around even longer than bills of lading, many 

forwarders – even forwarders with many 

years of experience – have not taken the 

time to read and understand their own terms 

and conditions, much less those of the parties 

with whom they do business. Here are 

four common mistakes and misconceptions: 

Conditions Borrowed from Carriers 

Many forwarders and NVOCC’s will ‘borrow’ 

standard trading terms from the reverse of an 

ocean carrier’s bill of lading, and trust that the 

terms drafted by the carrier’s high-priced 

London and Hong Kong lawyers will protect 

them too. But those lawyers charged good 

money to draft terms that would protect their 

client in that particular client’s business. 

Canadian Forwarders will not want to litigate in 

Hong Kong, for example, nor will they want to 

incorporate COGSA as part of their standard 

documentation, both common provisions on 

large carrier bills of lading. And they will certainly 

not want carrier’s terms applying on a 

transaction in which they acted as agent only! 

CIFFA Conditions on Bills of Lading 

Many readers will be CIFFA Members and 

hope to be protected by the CIFFA STCs, 

which are the property of CIFFA and are 

licensed for use by Members only. But the 

CIFFA STCs are drafted to protect Forwarders 

in their role as Forwarder, and not in their 

role as carrier. The CIFFA STCs are not 

conditions of carriage and will not serve to 

protect you properly if you are acting as 

contractual carrier: they should never be 

reproduced on the reverse of a bill of lading. 

Conditions on invoice 

How would you feel if a contractor tried to 

set or change the conditions of your arrangement 

after the work was done and the 

invoice prepared? You might think it was a 

bit too late – and you’d be right! Contractual 

terms and conditions must be agreed before 

a contract is formed, not after it is performed. 

If they’re not part of the agreement, they’re 

not part of the contract. Make sure your 

trading conditions are communicated to 

potential customers before you agree to 

handle their business, or they will not protect 

you after something goes wrong. 

Battle of Forms 

Many of your suppliers and contractors will 

also try to protect themselves with standard 

terms. When disputes arise between these 

parties, the case may centre on which set of 

terms – if either! – will apply, and the Courts 

will take a wide range of facts and circumstances 

into account when making a decision: 

search Forwarderlaw.com for “Battle of 

Forms” to learn more. To paraphrase Sun 

Tzu: “If a forwarder knows his own terms and 

his clients’, he need not fear the outcome of 

a hundred claims. If a forwarder knows his 

own terms but not his clients’, for every 

claim won one will be lost.” 

And of course if a forwarder knows neither 

his own terms nor his clients, he will keep 

his lawyer very busy! 

Gavin Magrath is a partner with Magrath 

O’Connor LLP in Toronto, CIFFA’s legal 

counsel, and the General Editor of 

Forwarderlaw.com. gavin@magrathoconnor.com 

• Protecting your Business with the CIFFA Standard Trading Conditions • 

Online Workshop – April 27-28 

Prepared by CIFFA’s legal counsel, Gavin Magrath, and 

delivered by Executive Director, Ruth Snowden; this workshop 

will benefit your sales, operations, and management staff. 

Learn when and why CIFFA Members limit their liability in a 

thorough discussion of the STCs from the convenience of your 

office or home over two 1.5-hour sessions (1-2:30 pm EST 

on each day). 

Explore real life case studies and learn steps to take to protect 

your business. 

Vancouver, May 6 

Incoterms 2010 (AM) 

Letters of Credit (PM) 

• Purchase CIFFA STCs • 

CIFFA has stock of the new STCs in 

packages of 100 (each), either in English 

or French. The cost per package is $25.00 

plus $10.00 shipping & handling and 

applicable taxes. The title page has 

enough room for Members to overprint 

their company name and details. 

To order the 2010 STCs, please email your 

request to membership@ciffa.com 

Also available this spring: 

Online, May 17-18 

Incoterms 2010 

(1-2:30 pm EST on each day) 

Register now! 

www.ciffa.com Education Register online 


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CIFFA Standard Trading Conditions: 

A Legal Liability and E&O Underwriter’s View 

The standard Freight Forwarders Professional Legal Liability and E & O 

Insurance policy in Canada is based on the CIFFA Standard Trading 

Conditions. The other major document outlining your liability is your bill of 

lading, if you use your own. Your bill of lading must be reviewed by a marine 

lawyer to ensure it properly responds to the changing regimes in Canada 

and other countries. (Remember, the Rotterdam Rules may be coming). 

If you do issue your own bill of lading you must also submit it to your 

insurance underwriter for approval, in order to be covered by your policy. 

The CIFFA STCs are the basis for your protection when you operate as a 

freight forwarder within its definitions. You should therefore ensure your 

client is aware of these terms by referring to the CIFFA STCs on your 

letterhead, web site, invoice, quotation forms etc. You must make it clear 

to your client what “rules” you play by. 

So now as a CIFFA Member you have the CIFFA STCs, a proper bill of lading 

and a Freight Forwarders’ Professional Liability and E & O Policy covering 

your operations as a Freight Forwarder. You are prepared and protected. 

Scenario 

One day you receive a letter from a Canadian lawyer enclosing a “statement 

of claim” holding you responsible for a $250,000 cargo loss on a 

machine weighing 300kg, and an additional claim of $500,000 for loss 

of market as the shipment was delayed. He represents a foreign marine 

insurance underwriter who has paid this loss in Hong Kong on a shipment 

which arrived damaged, which you forwarded. The local lawyer is 

subrogating against you for his client, the foreign underwriter who paid 

the damage claim to your client’s consignee in Hong Kong. 

Immediately, you send the lawyer’s letter, including the “statement of 

claim” to your insurance broker who in turn sends it to your underwriter. 

This must be done quickly as you usually only have 30 days to respond 

or a judgement could be made against you, without a defence. (ie. you 

will lose). The most important feature of your Forwarder’s Policy is “defence”. 

It will defend you even if the case is frivolous. Your underwriter 

contacts you asking you to send all important documents from your file 

and to engage a marine lawyer to respond to the writ, within the time 

allotted. The underwriter then reviews your file, discusses it with your 

staff and prepares a defence, which can in most cases include negotiations 

with the plaintiff’s lawyer. If then it does go to court your underwriter 

defends you and pays the claim if you are held legally liable in this 

loss. He will also pay any costs such as investigators, surveyors or 

experts needed in your defence. 

This is the quick scenario, but as everyone knows, most claims have 

many twists and turns which can lead to lengthy and costly stories. 

The main point here is that the CIFFA STCs (and your Forwarders 

Professional Liability and E&O policies) have protected your position. The 

claim was brought against you in Canada, clause 21, not Hong Kong. 

You are able to limit your liability to 2 SDR per kilo, in this case only 

approximately $ 470.00, clause 15. Also the loss of market claim for 

delay for $500,000 was rejected by the courts because of clause 15 (b). 

Unfortunately the STCs and the bill of lading can’t always protect you; 

this could be a topic for another day. 

All the above greatly depends on your insurance broker and underwriter 

coming together to write a policy that best insures your operations. 

Bernie Cissek, is the President of Eagle Underwriting Group Inc. in 

Toronto, vice Chairman of the International Union of Marine Insurance 

and past President of CBMU. www.eagleunderwriting.com 


14 

BCCC Marine Mapping Webinar 

L 

As a part of its leadership through Advocacy mandate, CIFFA continues to provide guidance and to protect interests of its Members at each level of Government. 

With an increased focus on security and changes to safe levels of chemicals, ocean container inspection issues spiked in 2008 – 2009. Since then the Container 

Examination Subcommittee of the CBSA’s Border Commercial Consultative Committee has made significant progress towards a cross-industry solution. 

Last winter, a Container Examinations Webinar, jointly presented by CIFFA and the CBSA, provided an update on the work of the Container Examination 

Sub-Committee, the results of the process mapping, and some highlights of where the Sub-Committee will focus over the next months. 

The CBSA’s Eric McCrossin and CIFFA Director Chris Gillespie (our representative “ on the Sub-Committee) shared the results of Phase 2 of the Mapping 

Exercise and the Dashboard. 

Job wel 

Following the webinar, we received this comment: “I found the webinar very insightful and of great value, for myself and the two staff who joined 

me for the presentation. Job well done.” 

For those of you who weren’t able to join the webinar, the PowerPoint slides are posted on the CIFFA’s website: www.ciffa.com/news/2011/02_11_01.asp 

93:02 91:29 

Ground – Port Terminal 

Release from 

Examination Bay 

Vancouver Dashboard Phase 2 Summary Findings 

1:32 1:10 


Vessel Arrives Positive 

16:21 9:29 112:30 

33:33 23:05 

April 14/11 Central Region FCA 

June 2/11 Eastern Region Graduation 

June 7/11 Central Region Graduation 

June 8/11 Western Region Graduation 

June 16/11 Central Region Boat Cruise 

June 16/11 Eastern Region FCA 

Container Examination 

Facility 

Examination Bay 

Return to Terminal 

12:28 1:20 

$1,347 

Mark Your Calendar! 

117:20 

July 7/11 Western Region Golf 

Sept 15/11 Central Region Golf 

Sept 23/11 Eastern Region Golf 

Sept 30/11 Western Region FCA 

Dec 8/11 Western Region Christmas Lunch 

43.13% Fail First Test – Phase 2 

Fumigant Area 

Negative 

56.87% Pass First Test – Phase 2 

Total Processing Times 

CBSA 

Industry 

Average Median 

141:21 146:15 

128:08 123:43 

Total 269:29 269:58 

Total Days 11 11

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2011 Young Freight Forwarder of the Year 

Paramjit Jandu was born in Jandiala, India and immigrated to Canada with his family in October, 1998. He holds an Accounting diploma from Humber 

College, a Bachelor of Commerce degree from Ryerson University, the CIFFA Certificate in International Freight Forwarding and is currently working 

on the CIFFA Advanced Certificate in International Freight Forwarding. 

Paramjit started his career in the transportation industry as a truck dispatcher while going to school. He made the jump to MELLOHAWK Logistics 

Inc. in February, 2005 as the Ocean Import/Export Coordinator. He quickly took on more and more responsibility and today he is the Manager of the 

Ocean Department and Acting General Manager, helping to make MELLOHAWK one of the fastest growing Freight Forwarders in Canada. 

What prompted you to enter the CIFFA Young FF of the Year contest? 

My managing directors Arnon Melo and Peter Hawkins are always promoting continuing education and they made me believe that I had what it took 

to win this contest. I have always enjoyed taking new and exciting challenges at work and in my personal life and, of course, I wanted to make my 

colleagues and my family proud. 

When you were selected by CIFFA 

as our Canadian winner, how did 

you feel? 

I felt very proud and excited when I heard 

that my hard work paid off. Between my 

honeymoon and increasing responsibilities 

at the office I had to struggle to get the 

time to work on the essay. I am very thankful 

to God and my family for supporting me 

to finish this project. 

What were the challenges and 

benefits of writing your dissertation? 

One of the main challenges I thought was 

deciding on the topic itself. Although I 

have a lot of experience with many exciting 

projects at MELLOHAWK, I wanted to 

make it special, where the project helped 

us carve MELLOHAWK’s name in golden 

letters. Writing the dissertation about our 

project in the Bahamas made me realize 

how tricky and fun the project actually 

was. We are planning on using this project 

as one of our manual case studies for 

our future staff members to help realize 

what and how many aspects of shipping 

could be involved in one project. 

CIFFA offers a yearly award to a young freight forwarder who best demonstrates industry 

knowledge and the right qualities to become a true freight forwarding professional. 

After review of the dissertations from several applicants, our review panel is pleased to 

announce that Paramjit Jandu of MELLOHAWK Logistics Inc. is our 2011 Young Freight 

Forwarder of the Year. 

Once he has submitted his full dissertation to the international contest organized by the 

TT Club, FIATA and IATA, Paramjit will receive CIFFA’s $1,500.00 cash award. If he is 

selected as the America’s Regional winner, Paramjit will receive an all expenses paid trip 

to Egypt to attend the October 2011 FIATA World Congress, as well as numerous all expense 

paid trips to attend various training courses around the world, with an estimated 

value of approximately $20,000.00. Good luck Paramjit! 

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18 

Is Your Child Heading to College or University? 

A CIFFA 2011 Scholarship Could Help 

The purpose of the Scholarship Program is to disburse funds annually to children of CIFFA Regular Member employees who are pursuing 

higher learning in an accredited Canadian college or university. 

Eligibility 

• Child of an employee in good standing of a CIFFA Regular Member company as of April 1st of the award year. 

• Letter of employment certifying permanent full time or permanent part time employment of parent at least 20 

hours/week signed by an officer of the company. 

• Student entering any year of undergraduate or graduate studies at an accredited Canadian college or university. 

• Enrolled in international trade, logistics or business course leading to a diploma or degree. 

• Final High school/previous year's transcripts showing marks as of June 30th of the award year 

• Submission of a 500 word essay entitled, “The Value of Higher Education” 

• Three letters of reference from employer, teacher, coach, charitable organization, or other 

• Resume outlining volunteer activities, interests, part-time work etc. 

• Confirmation letter of attendance from institution 

Scoring is based on a matrix. For example, if your child has been accepted into a college diploma program in International Business 

or Customs and Freight Forwarding or Logistics – even though the student will take general courses for the first year or two – that 

student will score higher on the matrix. Similarly, a student who has been accepted into a program such as a Bachelor of Commerce, 

or a Bachelor of Arts with an International Relations/ Business/Logistics/ Commerce/Geography major who takes general courses 

in the first year would score higher than a student without an indicated major in one of these areas. If a child has been accepted 

into a General BA program, without indicating a major in one of our targeted areas of study, it is likely that a more suitable candidate 

may apply – one who has applied in one of our targeted areas of study – and therefore would be scored higher than someone in a 

general program. 

There is no question that CIFFA’s intention is to promote international freight forwarding or, if you prefer, ‘global supply chain logistics’ 

as a career of choice among students. Our industry needs engaged, intelligent, highly educated workers to lead us into the future. 

Our Scholarship program was designed to help get us there. 

Scholarships are in the amount of $3,000 with a minimum of one and a maximum of three scholarships being awarded each year. Scholarships 

are paid in two installments of $1500 during the first and second years of study in an international trade, logistics or business course leading 

to a diploma or degree. 

The scholarships are advertised in The Forwarder and in the CIFFA e-Bulletin from April - July each year. Applications will be accepted 

between June 15th and July 30th each year. The 2011 application is posted on the CIFFA website. 

Support your industry. 

Support your child. 

Apply today for the CIFFA scholarship. 

CIFFA Scholarship Flyer 

Please remove the scholarship flyer inserted in 

this Forwarder and post in your staff lunch room. 

Help encourage employee children to apply 

online: www.ciffa.com 

THE FORWARDER Spring 2011

ONE ALL 

FOR 

ICS via conex is a transmission platform especially dedicated to the Import Control System 

which manages the exchange of EU advance security declaration between operators worldwide 

and the numerous European customs administrations prior to the entry of goods into Europe. 

Our solution is multimodal (Air, Sea, Land), technically flexible (Full EDI, Web application, 

EDI/ WEB mix), multi-country (a single and direct connection to the 27 + 2 EU IT systems). 

ICS via conex supplements the CONEX platform which already manages 60 million messages 

per year to the customs administrations of several countries. Working with a single solution like 

ICS via conex means avoiding multiple system development and removes the need to apply 

personally for country-specific certification. 

Agence Linéal - 33 (0)3 20 41 40 76

20 

Membership Grows 

Even in these difficult economic times, Freight Forwarding companies continue to find value in CIFFA membership. Since our April 2010 issue of 

The Forwarder, CIFFA has welcomed 16 new Regular Members and 14 new Associate Members. 

Regular Members 

5 Continents Global Logistics Inc. 

Albatrans-Robert Groupe Logistique Inc. 

Amaras Inc., Global Logistics 

AP Logistics International 

ContainerWorld Forwarding Services Inc. 

Flying Fresh Air Freight 

HECNY Transportation (Canada) Ltd. 

jas Forwarding Worldwide Inc. 

Kintetsu World Express (Canada) Inc. 

List Transport Inc. 

Logikor Inc. 

North American Cargo Solutions Inc. 

Ray-Mont Logistics 

Thompson, Ahern & Co. Ltd. 

TransOcean Transport Agency Canada Ltd. 

World Wide Logistics Inc. 

Preferred 

Vendors 

continue to offer 

value to Members 

www.nacora.com 

www.descartes.com www.cargocover.com 

www.beneplan.net 

Associate Members 

AIM Logistics Inc. 

AVEC Insurance Managers Inc. 

Beneplan Inc. 

British Columbia Maritime 

Employers Association 

Fraser Surrey Docks 

Groupe Lafrance 

Harbour Link Container Services Inc. 

McKeil Marine Limited 

Muzz Inc. 

North American Crating Inc. 

Saint John Port Authority 

Summit NW Corporation 

Team Transport Services Ltd. 

Wal-Mart Canada Corp. 

WinsCar Transport Inc. 

Advanced 

Certificate 

is one 

of 

the 

prerequisites 

for the 

PFF 

( Profe 

essional 

Freight 

Forwarder 

Designation) 

and 

FIATA 

Diploma. 

For more information on the benefits of the program please 

visit www.ciffa.com/vendors_benefits.asp. 


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250 

200 

150 

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80 

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Associate Members interested in becoming Preferred Vendors 

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Calgary Members Chill at Networking Event 

It may have been minus many degrees outside, but the atmosphere was 

warm and welcoming inside at the CIFFA hosted networking event in 

Calgary on March 9th. More than 40 employees of CIFFA Member firms 

came in from the cold to enjoy some wings and a beverage at the local 

Toad 'n' Turtle Pubhouse & Grill. 

During his introductory remarks Calgary based Paul Lobas from ITN 

Logistics, a long-serving Director on the CIFFA National Board, 

welcomed everyone, mentioning how great it was to see such a good 

turn out for the party and wondering why more people hadn’t been at 

the CIFFA training workshops earlier in the day. As Calgary is included 

in CIFFA’s Western Region, Paul Courtney, CIFFA’s Western Regional Chair 

who attended from Vancouver was pleased to acknowledge that well attended 

social activities in Vancouver, such as the annual Forwarders 

Choice Awards gala dinner and the July golf tournament, were able to 

generate net revenues that allowed CIFFA to host the evening. 

The applause was loud and sustained as Calgary showed their appreciation 

to their Vancouver colleagues. 

PREPARE FOR A 

CAREER IN LOGISITCS 

MANAGEMENT 

Effective logistics strategies are the 

driving force behind a company’s 

success. As industry leaders move their 

firms into the global marketplace, 

they increasingly need talented 

individuals with a mix of supply chain 

management and logistics knowledge. 

Apply now to Centennial College’s 

new Logistics Management Graduate 

Certificate program and in just eight 

months you could gain the skills 

needed to launch a successful career. 

To find out more, e-mail us at 

business@centennialcollege.ca 

or call 416-289-5000. 

The Future of Learning 

centennialcollege.ca 

Rebecca Nielsen, Kirsty Panneton and Paul Lobas learn how to ‘Protect Your Business 

with CIFFA STCs’ during the ½ day workshop in Calgary on March 9th. 

International Trade 

and Red Tape 

Thanks to Ian Kennedy, President of ITN Logistics Group for arranging 

CIFFA’s Ruth Snowden as keynote speaker at the Swedish-Canadian 

Chamber of Commerce sponsored “Nordic Luncheon” in Toronto on 

March 17th. CIFFA’s presentation outlined how a professional freight 

forwarder can help Canada’s importers and exporters overcome some 

of the hurdles in the competitive global arena of ‘International Trade and 

Red Tape.’ 


22 

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Mississauga, ON L4V 1P3 

Tel: (905) 405-8885 

Fax: (905) 405-8866 

www.nacicanada.com 

CIFFA Welcomes our National Sponsors 

CIFFA’s newly introduced national sponsorship program has been a resounding success! 

Thank you to all of our 2011 sponsors for their continued support of CIFFA. 

Diamond Ruby 

Links to the sponsors’ websites can be found at: 

www.ciffa.com/national_sponsorship_program_current.asp 

Check out the benefits of becoming a Diamond or Ruby CIFFA sponsor: 

www.ciffa.com/national_sponsorship_program_details.asp 

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We invite you to contact 

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Direct your sponsorship questions to 

Marilyn Massoud, Secretary Manager: 

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NORTH AMERICAN CRATING INC.

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If the success of your business is tied to the rest of the world, the Port of Montreal 

can take you there. From reducing transit time between the American Midwest 

and Europe to offering alternative routes to global markets, the Port of Montreal is 

the connection you need. 

www.port-montreal.com

24 

Incoterms ® Time to update the Old Forms 

The International Chamber of Commerce (ICC) released a revised version of 

Incoterms rules that formally became effective on January 1, 2011. These 

publications are exclusively available from The Canadian Chamber of 

Commerce Bookstore, www.chamber.ca. There are a number of 

significant changes included in Incoterms ® 2010 of which all traders – 

whether or not involved in the international sale of goods – should be aware. 

What are Incoterms? 

Incoterms are “international commercial terms” established by the ICC 

that are intended to reflect the practice of parties to contracts for the sale 

of goods. Originally intended solely for international sales, they are now 

intended for both international and domestic contracts. Incoterms are 

short-form abbreviations for a bundle of specific rights and 

obligations allocated as between the seller and buyer. Incoterms are not 

laws, and they do not override domestic laws. Nor are they mandatory. 

Instead, the seller and buyer may elect to adopt an Incoterm or may 

choose to specify in detail all rights and obligations of buyer and seller in 

a detailed contract rather than adopt any particular Incoterm. However, 

Incoterms are limited to certain rights and obligations, chiefly in the areas 

of allocating responsibility for freight costs, transfer of delivery/risk of 

loss, export/customs clearance and, in some cases, the requirement to 

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obtain insurance. As such, Incoterms alone cannot constitute a contract 

but rather form only one part of a contract of sale. 

Principal New Features of Incoterms ® 2010 Rules 

A number of notable revisions have been made to the Incoterms rules. 

They include, among others: a deletion of four existing terms and their 

replacement by two new terms; a change in the presentation of the terms 

into two distinct classes, by mode of transport; the introduction of “guidance 

notes” before each Incoterm rule; and the deletion of the reference 

to “ship’s rail” in the context of the three Incoterms rules that previously 

were premised on this concept. 

Two New Incoterms Rules 

The number of Incoterms rules has been reduced from 13 to 11. Four existing 

terms were deleted and two new Incoterms rules were 

introduced. The four Incoterms rules that were deleted are Delivered at 

Frontier (DAF), Delivered Ex-Ship (DES), Delivered Ex-Quay (DEQ), and 

Delivered Duty Unpaid (DDU). These were replaced by two new Incoterms 

rules, namely, Delivered at Terminal (DAT) and Delivered at Place (DAP). 

The two new rules have made the deleted terms superfluous and are 

simpler to use. 

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26 


For businesses operating with standard forms, it is advisable to review the 

use of Incoterms in old forms, particularly if any of the deleted Incoterms have 

been used. While it is still possible to use the old terms, such use may cause 

confusion and potential disputes. 

Two Distinct Classes Based on Mode of Transport 

Previously, the Incoterms were categorized as “E, F, C, or D” terms. In 

Incoterms ® 2010, the terms are presented in two distinct classes: rules which 

can be used for any mode or modes of transport; and rules solely for sea and 

inland waterways transport. The following seven Incoterms rules can be used 

for any mode or modes of transport, even where a ship is used for part of the 

transportation: EXW, FCA, CPT, CIP, DAT, DAP, DDP. The remaining four terms are 

intended to be used only for sea and inland waterways transport, where the 

point of delivery and the place to which the goods are carried both refer to ports: 

FAS, FOB, CFR, CIF. As an illustration, containerized shipments are inherently 

multi-modal and therefore the water-based terms would not be appropriate 

where containerized shipments are at issue. 

Rules Applicable to Domestic Sales of Goods 

Some of the changes that were made represent a clear direction by the ICC to 

extend the utility of the Incoterms rules to domestic contracts as well as to 

their traditional use in international contracts. For example, developments such 

as customs unions (i.e., the European Union) result in less of an emphasis on 

“border” issues and payment of customs duties and the need for customs 

clearance. In addition, the repeal in 2004 of the U.S. federal UCC “FOB” terms 

has opened an opportunity for Incoterms rules to reach a wider audience of 

users for both wholly domestic as well as international trade. 

Deletion of “Over the Ship’s Rail” Concept 

In the case of the terms FOB, CFR, and CIF, the seller’s obligation previously extended 

to the loading of the receiving vessel. This was complete once the cargo 

was “over the ship’s rail”. This concept was deleted in Incoterms ® 2010. Now, 

the goods are considered to be delivered by the seller when the goods are “on 

board” the vessel. This adds greater clarity to the point in time where risk of loss 

is transferred from seller to buyer in such cases. 



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28 


Addition of “Guidance Notes” 

Guidance Notes have been added at the beginning of each Incoterm rule, describing 

the main features of each rule and recommendations on when particular 

rules should be preferred over others. The Guidance Notes replace a 

longer “Introduction”, which previously was found prior to the discussion of 

the terms and, like the Guidance Notes, was not considered to form a part of 

the Incoterms themselves. The Guidance Notes are quite clear and readable. 

Planning Considerations 

Incoterms rules represent a bundle of rights and obligations that may, when 

agreed by the parties to a contract of sale, form part of the contract. An Incoterm 

does not have to be adopted in its entirety. Variations from the Incoterms 

rules are possible but, when doing so, parties should be careful to 

clearly specify the deviations from the usual Incoterms rules. In addition, Incoterms 

should not be considered in a vacuum. Other laws and treaties 

which may impact contracts for the sale of goods should also be considered. 

These include the Convention on the International Sale of Goods (which has 

been implemented into Canadian domestic law at both the federal and 

provincial levels), as well as the sales of goods legislation in each province. 

The particular Incoterms rule to be applied to any particular contract for the 

sale of goods is not fixed. The parties’ choice of Incoterms may be determined 

by reference to a number of factors, such as: the type of goods at issue (bulk 

goods, containerized); the mode or modes of transport; the respective bargaining 

strengths and/or capabilities of the seller and buyer, etc. 

When using an Incoterm rule, the parties should strive to be as precise 

as possible in specifying a place or address along with the three-letter 

abbreviation, and should also clearly specify the particular version of the 

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Incoterms rules being applied. An example would be DAP 199 Bay Street, 

Toronto, Ontario, Incoterms ® 2010. 

Conclusion 

Sellers and buyers can benefit from use of Incoterms rules in negotiating 

domestic and international contracts for the sale of goods. Parties should 

ensure that they fully understand the obligations they are undertaking 

when they agree to a particular Incoterm, and clearly specify any variations 

from the term consistent with the bargain they have reached. In this 

way, the parties will better achieve the goal of the Incoterms rules – to 

allow business to function more quickly and efficiently with a minimum 

of uncertainty and misunderstanding between the parties. 

Jointly written by: Greg Kanargelidis is a Partner with Blake, Cassels 

& Graydon LLP: greg.kanargelidis@blakes.com or at 416-863-4306; 

and Roy Millen is a Partner with Blake, Cassels & Graydon LLP: 

roy.millen@blakes.com or at 604-631-4220. 

The Canadian Chamber is the most influential business association 

in Canada - the national leader of public policy advocacy on national and 

international business issues and is focused on fostering a strong, competitive 

economic environment that benefits Canada and improves the standard of 

living of all Canadians. ICC publications available through the Canadian 

Chamber of Commerce are valuable reference tools for bankers, trade consultants, 

shippers, truckers, arbitrators, lawyers, customs brokers, exporters, 

importers, or anyone doing business across the border or around the world. 

CIFFA Members receive a 10% discount on Incoterms® 2010 products!

Correspondence from around the WORLD 

CIFFA has received requests from international freight 

forwarding companies looking for agency relationships 

with Canadian firms, from the following locations: 

Note: CIFFA has not reviewed this correspondence or vetted 

these companies or individuals. Interested members send your 

requests to ciffa@ciffa.com, quoting either Agency or Résumé 

item number being requested. 

Résumés 

The following résumés are available: 

1. Barrie, ON: 2 years experience in import/export, International Business Management post-graduate program Georgian College. 

2. Kitchener, ON: CIFFA Certificate, Dangerous Goods Regulations Category 10 for Load Planner. 

3. Markham, ON: 19 years experience in shipping and logistics. 

4. Mississauga, ON: 9 years experience in marketing/inside sales, CIFFA Certificate. 

5. Mississauga, ON: Over 8 years progressive administrative and operational ocean & air transportation service with CIFFA Certificate. 

6. St. Catherines, ON: Bilingual, 7 years experience in sales and customer services, CIFFA Certificate. 

7. 

Toronto, ON: 10 years of experience in marketing, and two CIFFA Certificates. 

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Nine N i n e years y e a r s of o f accuracy, 

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THE FORWARDER Magazine 

2011 Advertising Rates 

Published bi-annually in the Spring and Fall, with a circulation to 

approximately 1500 recipients, as well as being posted on the CIFFA 

website under The Forwarder Magazine archives. 

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(Per Issue) (plus applicable taxes) 

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Fall Deadline for Artwork: October 3, 2011 

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30 

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Acceptable Format: High resolution PDF. 

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Deadline for artwork is November 18, 2011 

Publication date: February 2012 

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(ABH) Oversize Direct Ltd. 

5 Continents Global Logistics Inc. 

A & A Contract Customs Brokers Ltd. 

A. C. Global Freight Inc. 

A.G.O. Transportation Inc. 

a. hartrodt Canada 

A.W.W. Kyle Logistics Inc. 

AB Forwarding 

ABCO International Freight Inc., 

Subsidiary Cole Group of Companies 

AC Freight Forwarding Inc. 

Academy Logistics Services Inc. 

Adcom Worldwide Canada 

Advance Distribution & Logistics Inc. 

Advantex Express Inc. 

Aeronautic Freight Systems Inc. 

Affiliated agents en douane Ltée. 

AG Logistics 

Agility Logistics, Co. 

Air World Express, Division of Key Mail 

Canada Air-Ship International Inc. 

Air-Ship International Inc. 

ALB Global Solutions Inc. 

Albacor Shipping Inc. 

Albatrans-Robert Groupe Logistique Inc. 

Allfreight Services Int’l Inc. 

Amaras Inc., Global Logistics 

Ameri-Connect Freight Services Inc. 

AMI Logistics Inc. 

Anchor International Freight Services Inc. 

Anything To Anywhere Worldwide Logistics 

AP Logistics International 

AquaMar Shipping Inc. 

Aramex Canada Inc. 

Arrival Air & Sea Transport Inc. 

Atlas International Freight Forwarding Inc. 

AWF Forwarding & Logistics Ltd. 

Axsun Global Inc. 

Axxess International Inc. 

Bali International Inc. 

BAT Transportation Inc. 

BDP Canada ULC 

Beacon International Despatch Limited 

Beler International Forwarding 

Bellville Rodair International 

Beyon Logistics Ltd. 

BGL Brokerage Limited 

Big Freight Systems Inc. 

Branson International Inc. 

Browman Freight Services Inc. 

Buckland Customs Brokers Limited 

C.S. World Cargo 2000 Ltd. 

Canaan Transport Group Inc. 

Can-Tran Intl. Inc. 

Cargo Spectrum Forwarding Inc. 

Cargolution Inc. 

Cargomax International Inc. 

Cargopedia Inc. 

Carson International 

Cavalier International Air Sea 

Freight Ltd. 

CEVA Freight Canada Corp. 

Challenger Logistics Inc. 

Checkpoint Logistics Inc. 

CJL Logistics Inc. 

CMS Shipping 

Colbeck & Clarke Inc. 

Cole Freight Inc. 

Comage Container Lines Inc. 

Conova Logistics Inc. 

Consolidated Shipping Line, Inc. 

ContainerWorld Forwarding Services Inc. 

Convoy Logistics Providers 

Courtney Agencies Ltd. 

CrossBorder Solutions Inc. 

Cyberfreight Systems Inc. 

Damco Canada 

David Kirsch Forwarders Ltd. 

DB Schenker 

Delmar International Inc. 

Destination Logistics Inc. 

Deugro (Canada) Inc. 

DHL Global Forwarding (Canada) Inc. 

Dimerco Express (Canada) Corporation 

Dolbec Y. Logistique International Inc. 

DRT Logistics International Inc. 

DSV Air & Sea Inc. 

Ecu Line Canada Inc. 

Eurofret Canada Inc. 

Farrow International, Division of 

Russell A. Farrow Limited 

Fast Freight Forwarding Co. 

FedEx Trade Networks Transport & 

Brokerage (Canada) Inc. 

Flying Fresh Air Freight 

Freight Partners International Inc. 

Freight Systems (Canada) Inc. 

Freightcan Global Inc. 

Frontier Forwarding Ltd. 

Garroni International Logistics Corporation 

Geo Express International 

Geodis Wilson Canada Ltd. 

Gillespie-Munro Inc. 

Global Freight Solutions Inc. 

GMW Freight Services (Canada) Ltd. 

Golden Jet International Freight 

Forwarders Inc. 

GTI Global Freight Systems 

GTO Global Logistics Inc. 

Guy Tombs Limited 

Harte & Lyne Limited 

Hartwick O’Shea & Cartwright Ltd. 

HECNY Transportation (Canada) Ltd. 

Hellmann Worldwide Logistics Inc. 

ICECORP Logistics Inc. 

Imperial Logistics Inc. 

International Fastline Forwarding Inc. 

International Transportation Group 

Inter-Transport Ltd. 

IPE Logistics (Canada) Inc. 

ITN Logistics Group 

J. René Hébert Ltée. 

jas Forwarding Worldwide Inc. 

JF Hillebrand Canada Inc. 

KB Forwarders Ltd. 

Kelron Logistics Group of Companies 

Kintetsu World Express (Canada) Inc. 

KRG Logistics Inc. 

KTI Logistics Ltd. 

Kuehne + Nagel Ltd. 

Latin America Cargo (LAC) 

LCL Navigation Ltd. 

Euroworld Transport System Canada Inc. LFI Laurentide Forwarders (Canada) Inc. 

Expeditors Canada, Inc. 

List Transport Inc. 

Farrex Freight Systems Ltd. 

Livingston International Inc. 

Locher Evers International 

LOGFRET Inc. 

Logikor Inc. 

Logistics Plus Canada, Ltd. 

Lomas Logistics 

Lyman Container Line, 

Division of LCL Canada Limited 

Lynden Canada Co. 

M.A.P. International Freight Inc. 

M.O.T. Intermodal Shipping Inc. 

Maisliner Logistics 

Maltacourt (Canada) Ltd. 

Manitoulin Global Forwarding 

Mannix Freight Services 

Mantoria, Inc. 

ManX Forwarding Inc. 

Maple Freight Partnership 

Mathers Logistics 

MC Freight Systems 

MELLOHAWK Logistics Inc. 

Mercator Transport International Inc. 

Metras Shipping & Forwarding Inc. 

MFS Mendelssohn Freight Services, (MFS) Inc. 

Mid Forwarding Inc. dba Worldwide 

Animal Travel 

Milgram International Shipping 

MSM Worldwide 

Near North Customs Brokers Inc. 

Nippon Express Canada Ltd. 

North American Cargo Solutions Inc. 

O.T.S. Global Logistics Inc. 

Ocean Transportation Services Freight 

Forwarding Inc. 

Oceanair Cargo International 

Odyssey Shipping Ltd. 

OEC Overseas Express Consolidators 

(Canada) Inc. 

Omnitrans Inc. 

One Blue World Logistics Inc. 

Outaouais Moving Inc. 

Overseas Container Forwarding Inc. 

P & T International Forwarding Ltd. 

Pacific Overseas Forwarding Inc. 

Panalpina Inc. 

Parry International Relocations Ltd. 

Patriot Freight Services Inc. 

Pentagon Freight Services Canada Ltd. 

Perishables International 

Transportation Inc. 

PF Collins International Trade Solutions 

PGA Trading & Shipping Inc. 

Phoenix Bathurst Fret-Freight Inc. 

Polaris Transportation 

Polimex Forwarding Corp. 

Priority Air Cargo 

Project Logistics Consulting Ltd. 

Purolator International Ltd. 

Quad City Port Services, Inc. 

Ranger Express Forwarding Inc. 

Ray-Mont Logistics 

Renaissance International 

Freight Forwarding Inc. 

Ridgeway North America Limited 

Rodmarc Enterprises Inc. 

ROE Logistics Inc. 

Rohde & Liesenfeld Canada Inc. 

Roleco Trading & Forwarding Inc. 

Ronco Freight International 

Rutherford Global Logistics 

Sameday Worldwide 

Savino Del Bene Corp. (Canada) 

SDR International Freight Inc. 

SDV Logistics/Logistiques (Canada) Inc. 

Sea Air International Forwarders Ltd. 

Sea Cargo Air Cargo Logistics Inc. 

Sea Projects Alliance Inc. 

Secure Freight Systems, Inc. 

Shipco Transport Inc. 

Shuttle Freight Logistics Inc. 

Skyway International Freight 

Forwarders Ltd. 

Smaster Logistics Canada Ltd. 

SPI International Transportation 

Strategic Shipping Canada Inc. 

Synergex Logistics Corp. 

Texcom Shipping Inc. 

TFM Global Logistics 

Tier One Transportation Group, dba 

Transgroup Worldwide Logistics 

Canadian International Freight Forwarders Association 480–170 Attwell Drive, Toronto ON M9W 5Z5 

Tel: (416) 234-5100 Fax: (416) 234-5152 Toll Free: 1-866-282-4332 Email: membership@ciffa.com 

�� 

TLS International Inc. 

Toll Global Forwarding (Canada) Ltd. 

Total Logistics Partner Ocean 

Consolidators Inc. 

Trade Link International Ltd. 

Traffic Tech Inc. 

Transera International Logistics Ltd. 

TransOcean Transport Agency Canada Ltd. 

Trans-Pro Logistic 

Tri-Ad International Freight 

Forwarding Ltd. 

Tri-Alliance Freight Services Inc. 

Triumph Express Service Canada Inc. 

UE Canada Inc., Global 

Logistics Services 

Unifreight International Ltd. 

United Cargo Link Ltd. 

Universal Logistics Inc. 

UPS Supply Chain Solutions 

UTC Overseas Canada Inc. 

UTi, Canada Inc. 

V. Alexander Transport Systems 

(Canada) Ltd. 

Viamar Scilla Transport 

International Inc. 

Vinpac Lines (Canada) Inc. 

W. G. McKay Limited 

Weiss-Rohlig Canada Inc. 

Welke Global Logistics Ltd. 

Westport Freight Services Inc. 

Whizdom International Freight 

Services Inc. 

Wide Range International Inc. 

Willson-Green Logistics Limited 

World Wide Logistics Inc. 

YBC Fortis Logistics Inc. 

Regular Members as of: 4/1/2011

Spring 2011 THE FORWARDER - CIFFA.com

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