24 NOVEMBER 2025 WorldWide Drilling Resource® by Tim Rasmussen, Chairman, Water for Life When it comes to paperwork for an ocean shipment, there are many rules which must be observed. The source of the rules governing sea freight includes various international conventions and legal frameworks. The basic framework of the rules was established about 100 years ago by the Hague international conventions. They established the basics of shipowners’ liability and the liability of the parties involved in a sea freight transaction. In the U.S., the Carriage of Goods by Sea Act (COGSA) governs rights and responsibilities between shippers and shipowners which reflect the Hague Rules, but with some increased protection for USA cargo owners. These rules and conventions ensure a standardized approach to sea freight, facilitating international trade and providing clarity on the responsibilities of parties involved in shipping operations. It probably does not need to be stated, but the paperwork must be correct. There is no margin for error and any casual approach to the paperwork is likely to result in loss or damage. Early in Water for Life’s history, we were less rigid about the paperwork. For example, we once ignored a caution about motorcycles and, as a result, a very nice older donated Honda trail bike was seized and we were given the choice of shipping it back to the U.S., destroying it, or just losing it. We chose the last option. We suspect someone connected to the importation process ended up with a very nice older Honda trail bike. One of the troubling aspects of this process is that in Guatemala, the rules change without notice. If we were shipping containers very often, we would probably have a better way to receive notice of changes but, since we ship only once or twice per year, we get surprised. For example, we used to ship things strapped to wooden pallets, but now the pallets must be plastic. Another rule is the containers must be up to a certain grade for ocean shipping. (This is probably to make sure they sink rather than float and become a navigation hazard if they fall off the ship.) The paperwork items we deal with are the Booking Confirmation, Dock Receipt, and Bill of Lading. The first sets out who the parties are, the shipping company and name of the ship, commodities being shipped, identification numbers of the cont the cargo, and the ports of origin and destination. The Dock Receipt, which recites much of the same information, includes the sea Lading, which contains a detailed description of the contents of the container and the weight of each item or group of items. The document which is our entire responsibility is the Bill of Lading. Gary keeps careful track of the weight of each item, pallet, and box a certain weight based on the container size and type. The trucking company also depends on these figures for charging us and to Transportation regulations for the size and number of axles on the trailer and truck. We are also charged for the length of time it take It is interesting that the movement of the container from Spokane to the dock in Seattle, which is about 250 miles, costs us about tainer from Seattle to the dock in Guatemala, which is about 4000 miles, costs us about $3000. In all, the shipm age is an interestin this, we have learne must not do, but it of all our volunteers possible. Most of a guidance, and pro an item. If Gary Tim Rasmu michele WTR See WFL at Booth 1654 at Groundwater Week 2025 in New Orleans Enter for a chance to win this unique miniature Bucyrus-Armstrong 24-W Rig (All proceeds go to the Water for Life efforts to bring clean water to people in Guatemala.)
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