How to Transport a Metal: The Logistics Roadmap
Picking up a parcel of refined metal or concentrate and putting it in front of the buyer is a multi-disciplinary problem: packaging, mode, documentation, Incoterms, insurance and safety regulations all interlock. This page distils the standard playbook into five phases and seven roles. Pick a metal form, a route and a service level to get a realistic plan with primary-source references to IMO, ISO, UNECE, ICC, LME, LBMA, OTIF and FIATA — no aggregator content.
01Phases of the metal logistics journey
02Who does what — RACI matrix
| Role | P1 Pre-ship | P2 Packaging | P3 Loading | P4 Transit | P5 Final mile |
|---|---|---|---|---|---|
| Seller / Shipper | R+A | R | A | C | I |
| Buyer / Consignee | C | I | I | C | R+A |
| Freight forwarder (FIATA) | R | C | R | A | R |
| Carrier (line / rail / road) | I | I | R | R+A | C |
| Surveyor (independent) | R | C | R | C | R |
| Cargo insurer (ICC) | I | C | I | R | I |
| Customs broker | I | I | R | I | R |
R Responsible — does the work · A Accountable — signs off · C Consulted · I Informed
03Incoterms 2020 — risk & cost transfer (FCA)
EXW — Ex Works (any mode)
Seller's sole obligation is to make goods available at its premises. Buyer arranges loading, export clearance, transport, import. Highest cost & risk for buyer; almost never appropriate for international metal shipments because the buyer cannot easily clear export.
Common pitfall
Buyer-side export declarations expose foreign buyers to local exchange-control and VAT-refund issues. ICC explicitly recommends FCA instead of EXW for cross-border trade.
FCA — Free Carrier (any mode)
Seller delivers cleared-for-export goods to the named carrier at the named place. Risk transfers when goods are loaded on the buyer's transport (or made available at seller's premises if FCA Seller-Premises). Modern default for containerised metals.
FCA + on-board Bill of Lading note (2020 update)
Incoterms 2020 adds an optional clause: the buyer instructs the carrier to issue an on-board BL to the seller, enabling letter-of-credit settlement under FCA — historically a problem because container goods rarely got a true on-board BL.
FOB — Free on Board (sea only)
Seller delivers when goods pass the ship's rail at the named port. Risk transfers at the ship's rail. Suits bulk (concentrate, ore) loaded by ship loader / grab — but not containers (use FCA).
Documentation
Bill of Lading marked "Shipped on Board"; Mate's Receipt issued at the time of stowage; surveyor's tally of weight (draft survey for bulk) endorses gross/net.
CIF — Cost, Insurance and Freight (sea only)
Seller pays cost, freight and minimum-cover (ICC C) marine insurance to the named destination port. Risk transfers at origin port. Combined with CFR (no insurance) and CIP (any mode) — three close cousins.
Insurance level
CIF requires minimum cover (ICC C — limited named perils). Buyers of high-value cathode usually request ICC A (all-risks) via warehouse-to-warehouse clause; upgrade should be agreed in the contract.
CIP — Carriage and Insurance Paid To (any mode)
Like CIF but works for container, rail, road, multimodal. Insurance level upgraded to ICC A (all-risks) by default under Incoterms 2020 — material change from 2010.
Risk transfer
Risk passes at handover to the first carrier (place of dispatch) — not on arrival. Buyer carries arrival risk despite seller paying carriage.
DAP — Delivered at Place (any mode)
Seller delivers ready for unloading at the named destination. Buyer handles import clearance & duties. Common for European inland deliveries to industrial buyers.
Risk transfer
Risk passes when the conveyance arrives at the named place, ready for unloading. Demurrage at destination is a buyer cost.
DPU — Delivered at Place Unloaded (any mode)
Renamed from DAT (Delivered at Terminal) in 2020. Seller delivers goods unloaded at the named place. Only Incoterm where seller is responsible for unloading.
When it makes sense
Useful when the seller controls the unloading equipment (e.g. seller-owned warehouse near port, or seller has terminal contract). For metal coils the unloader needs a coil rack / proper handling kit.
DDP — Delivered Duty Paid (any mode)
Seller takes 100% of cost & risk including import duty & tax at destination. Maximum convenience for buyer; seller needs strong customs network.
Practical limit
If seller cannot directly clear import in destination country (e.g. needs a local Importer of Record), DDP is impractical — DAP or DPU + buyer-side clearance is the workaround.
04Detailed phases
Phase 1Pre-shipment preparation (3–10 days)
Lock down quality and quantity before any movement. For refined metal, the seller issues a Mill Test Certificate per EN 10204 (3.1 inspection certificate is industry default) or an LBMA/LME-aligned assay. For concentrates and ores, an independent surveyor draws the moisture/assay sample at the load port. A weighbridge ticket captures gross/tare/net before any further handling.
- Issue Mill Test Certificate (EN 10204 3.1) or assay certificate
- Independent sampling and moisture determination (if concentrate/ore — vs IMSBC TML)
- Weighbridge ticket; gross / tare / net captured
- Packing list with parcel-level marks & numbers
- Determine if SOLAS Verified Gross Mass (VGM) declaration is needed (containerised)
Phase 2Packaging and unitisation (1–5 days)
Match the package to the form. Refined cathode goes in 2 t bundles strapped with steel banding on hardwood dunnage; ingots and T-bars are stacked on chemically-treated pallets (ISPM 15) and shrink- or stretch-wrapped. Powders (lithium carbonate, cobalt hydroxide) ship in FIBC big bags lined with VCI paper; ferro-alloys in FIBC or steel drums. Concentrates and ores load straight from grab into the hold (bulk) — no packaging, but trimming & moisture control matter under the IMSBC Code.
- Refined cathode / ingot: steel strap (ISO 4031) + hardwood dunnage (ISPM 15 stamp)
- Powders / battery feedstock: FIBC (ISO 21898) or octabin (ISO 8611) + VCI paper
- Coils: cradle / coil rack, edge protectors, dunnage wedges, lashing straps
- Drums: UN-approved if hazardous (e.g. cobalt hydroxide as UN 3077)
- LME-warranted parcels: apply LME stencil with brand & warrant data
- Bolt or cable seal (ISO 17712 H high-security) for containers
Phase 3Loading and documentation (1–3 days)
The carrier issues the transport document (Bill of Lading for sea, CMR for European road, SMGS for the Russian-rail/CIS block, CIM for the OTIF block, Air Waybill for precious-metal airfreight). A Mate's Receipt records condition at the time of stowage; the BL is endorsed against it. SOLAS-VI/2 VGM is declared at least 24 h before loading. Customs broker files the export declaration; the Certificate of Origin (chamber-of-commerce-stamped for free-trade-agreement use) and Inspection Certificate are attached.
- Bill of Lading or Sea Waybill (sea); FIATA Multimodal BL (FBL) for through movements
- CMR consignment note (road, Europe) under UNECE CMR Convention
- SMGS (OSJD block) or CIM (OTIF block) consignment note for rail
- Mate's Receipt for break-bulk loadings; surveyor draft survey for bulk
- VGM declaration to carrier (SOLAS VI/2)
- Certificate of Origin (chamber-stamped); FTA preference document (e.g. EUR.1, REX)
- Phytosanitary certificate (ISPM 15) for wooden packaging
Phase 4In-transit risk and compliance (3–45 days)
Marine insurance is the default risk transfer mechanism. Institute Cargo Clauses (LMA) — A (all-risks), B (named perils incl. listed casualties) or C (minimum cover) — are the standard wording, usually warehouse-to-warehouse. For concentrate cargoes the IMSBC Code dictates moisture limits (TML), trimming and ventilation. Lashing & securing follows the IMO Code of Safe Practice for Cargo Stowage and Securing (CSS Code). For dangerous goods (lithium batteries, some battery precursors) IMDG, ADR (road) or RID (rail) apply.
- Institute Cargo Clauses A / B / C — default warehouse-to-warehouse
- IMSBC compliance for solid bulk: Group A (TML), Group B (chemical hazard), Group C (neither)
- Lashing & securing per IMO CSS Code; cargo securing manual onboard
- IMDG (sea), ADR (road), RID (rail), IATA DGR (air) for hazardous metal cargoes
- Watch demurrage / detention; track via carrier EDI or forwarder TMS
Phase 5Final mile and discharge (1–10 days)
At destination port, an outturn surveyor records discharged weight & condition; this is the document the buyer uses to claim against the insurer or carrier if there is a shortage. Customs clearance happens via the appointed broker; bonded warehouse (Free Trade Zone or general bonded) is used if duty is deferred. Then container stuffing/unstuffing at the warehouse, last-mile road or rail delivery, and signed delivery receipt — closing the chain.
- Outturn survey (carrier and/or buyer-appointed surveyor)
- Customs clearance with import declaration, Certificate of Origin, MTC
- Stuffing / unstuffing at bonded warehouse if used
- Last-mile delivery — road (flatbed, lowbed for slabs, tank for liquid)
- Proof of delivery (POD); LME warehouse warrant transfer if entering / leaving LME inventory
05Reference packaging and infrastructure
FIBC big bag (ISO 21898)
Flexible Intermediate Bulk Container — 500–2,000 kg woven polypropylene bag with four lifting loops. The default unit for ferro-alloys, lithium carbonate, cobalt hydroxide and other powdered feedstock. Type B / Type C variants for static-sensitive cargo.
Octabin (ISO 8611)
Eight-sided heavy-duty corrugated container, ~1 t capacity, with VCI liner for corrosion-sensitive powders. Common for nickel sulphate and refined battery precursors. Stackable in 40-ft containers.
LME-approved warehouse
~600 warehouses in 33 locations worldwide approved by the LME. Holding metal here as an LME warrant makes it tradeable as deliverable inventory. Operators include Henry Bath, Steinweg, Access World, ISTIM.
Bolt seal — ISO 17712 H high-security
Mandatory under CTPAT, AEO and many tender rules for high-value metal containers. Pre-numbered, tamper-evident, capable of resisting basic cutter attacks. Number recorded on Bill of Lading.
Newcastlemax / Chinamax bulkers
Dry-bulk vessel classes for iron ore: Newcastlemax ~210 m beam, ~180–200 kt DWT; Valemax / Chinamax up to 400 kt DWT. Built specifically for the Brazil/Australia → China iron ore trade.
Block train (rail)
A fixed rake of wagons running point-to-point without intermediate marshalling. The standard form for ore from mine sites and for trans-Eurasian container trains (e.g. CN → EU via Kazakhstan, ~14–18 days).
06Reference voyage rates & routes
For per-cargo freight calculation use TCO Pro (Logistics group: 11 Incoterms, FCL / per-MT, BAF / CAF / demurrage, marine insurance, container utilisation). This page only references the public primary sources for the rate inputs you will need. We do not republish or aggregate live freight figures — always check the original publisher on the day you fix the cargo.
Baltic Exchange dry indices
Daily reference for dry-bulk voyage rates: BDI composite, BCI (Capesize, ~180k DWT — iron ore, bauxite), BPI (Panamax, ~75k DWT — coal, grain, some bauxite), BSI (Supramax, ~55k DWT — minor bulks, concentrates), BHSI (Handysize). Published by the London-based Baltic Exchange; widely cited but rate detail behind member subscription.
Carrier sailing schedules
For containerised metal (cathode bundles, palletised ingots, FIBC concentrate, octabin sulphates), get the actual sailing days and box rate from the carrier's eBusiness portal. Major lines: Maersk, CMA CGM, MSC, COSCO, Hapag-Lloyd. Reference TCO Pro voyage-time hints already list Shanghai→Rotterdam 30–35 d, Sydney→Shanghai 14 d, Santos→Rotterdam 21 d.
Vessel size categories
Capesize (no canal transit, iron ore / bauxite long-haul), Panamax (Old Panama Canal lock, ~75k DWT), Newcastlemax (~205k DWT specifically for Newcastle, AU coal terminal), Valemax / Chinamax (up to 400k DWT, BR–CN iron-ore class), Handysize / Supramax / Ultramax (flexible, smaller ports). Picking the right class affects per-tonne freight by 2–3×.
Top dry-bulk routes (Atlas)
The Atlas (interactive map) plots 10 top dry-bulk and concentrate routes for metals — iron ore (AU→CN 730 Mt/yr, BR→CN ~250 Mt/yr, BR→EU ~50 Mt/yr, ZA→CN), bauxite (GN→CN ~100 Mt/yr, AU→CN), copper concentrate (CL→CN, PE→CN), Singapore transshipment hub, BR→Asia mixed. Click a route line to open it directly in TCO Pro with route context loaded.
Port-pair distance
Distance in nautical miles is the basis for any voyage calculation. Free reference: SeaRoutes classic distance tool, SeaRates distance & time. For an official figure check the port-authority publications (e.g. Port of Rotterdam, MPA Singapore) or use your forwarder's route plan.
Surcharges & demurrage
Beyond the base rate, real all-in freight includes BAF (Bunker Adjustment Factor, fuel), CAF (Currency Adjustment Factor), war risk, low-sulphur surcharge (post-IMO 2020), peak-season surcharge, port congestion surcharge. Demurrage / detention follows BIMCO clauses (default GENCON Clause 13). All these are inputs in TCO Pro.
Note. TrueSource Metals does not republish Baltic Exchange index values or carrier rates. The sources above are the publishers; check them directly on the day of fixing the cargo. TCO Pro takes your numbers and runs the math — it does not pull live freight.
Your plan Copper / Ni cathode bundles → Intra-Asia → FCA
- Phase 1 — Issue Mill Test Certificate (EN 10204 3.1) and weighbridge ticket
- Phase 2 — Strap cathode bundles to ISPM-15 hardwood dunnage; mark per LME brand spec if warrant-eligible
- Phase 3 — Forwarder books 20-ft / 40-ft container; declare VGM (SOLAS VI/2); issue FCA Bill of Lading marked on-board where required
- Phase 4 — Buyer arranges Institute Cargo Clauses A insurance; tracks via carrier EDI
- Phase 5 — Container delivered ex-port; bolt-seal (ISO 17712 H) verified at consignee
Indicative transit: 5–15 days · Indicative cost order of magnitude: $120–$250 / t (intra-Asia, container, FCA, no special handling) · Numbers based on public freight indices and carrier tariffs; not a quote.
Live metals logistics & transport news
Filtered for shipping, ports, rail, IMO & tariff news affecting physical metal flows. Refreshed 4× per business day.
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