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In transportation, freight refers to goods conveyed by land, water or air,[1] while cargo refers specifically to freight when conveyed via water or air.[2][3] In economics, freight refers to goods transported at a freight rate for commercial gain. The term cargo is also used in case of goods in the cold-chain, because the perishable inventory is always in transit towards a final end-use, even when it is held in cold storage or other similar climate-controlled facilities, including warehouses.

Multi-modal container units, designed as reusable carriers to facilitate unit load handling of the goods contained, are also referred to as cargo, especially by shipping lines and logistics operators. When empty containers are shipped each unit is documented as a cargo and when goods are stored within, the contents are termed containerized cargo. Similarly, aircraft ULD boxes are also documented as cargo, with an associated packing list of the items contained within.

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Break bulk / general cargo are goods that are handled and stowed piecemeal to some degree, as opposed to cargo in bulk or modern shipping containers. Typically bundled in batches for hoisting, either with cargo nets, slings, crates, or stacked on trays, pallets or skids; at best (and today mostly) lifted directly into and out of a vessel's holds, but otherwise onto and off its deck, by cranes or derricks present on the dock or on the ship itself. If hoisted on deck instead of straight into the hold, liftable or rolling unit loads, like bags, barrels/vats, boxes, cartons and crates, then have to be man-handled and stowed competently by stevedores. Securing break bulk and general freight inside a vessel, includes the use of dunnage. When no hoisting equipment is available, break bulk would previously be man-carried on and off the ship, over a plank, or by passing via human chain. Since the 1960s, the volume of break bulk cargo has enormously declined worldwide in favour of mass adoption of containers.Bulk cargo, such as salt, oil, tallow, but also scrap metal, is usually defined as commodities that are neither on pallets nor in containers. Bulk cargoes are not handled as individual pieces, the way heavy-lift and project cargo are. Alumina, grain, gypsum, logs, and wood chips, for instance, are bulk cargoes. Bulk cargo is classified as liquid or dry.

Air cargo refers to any goods shipped by air, whereas air freight refers specifically to goods transported in the cargo hold of a dedicated cargo plane.[4] Aircraft were first used to carry mail as cargo in 1911. Eventually manufacturers started designing aircraft for other types of freight as well.

Air freight shipments are very similar to LTL shipments in terms of size and packaging requirements. However, air freight or air cargo shipments typically need to move at much faster speeds than 800 km or 497 mi per hour. While shipments move faster than standard LTL, air shipments do not always actually move by air. Air shipments may be booked directly with the carriers, through brokers or with online marketplace services. In the US, there are certain restrictions on cargo moving via air freight on passenger aircraft, most notably the transport of rechargeable lithium-ion battery shipments.

Many firms, like Parcelforce, FedEx and R+L Carriers transport all types of cargo by road. Delivering everything from letters to houses to cargo containers, these firms offer fast, sometimes same-day, delivery.

A good example of road cargo is food, as supermarkets require deliveries daily to replenish their shelves with goods. Retailers and manufacturers of all kinds rely upon delivery trucks, be they full size semi trucks or smaller delivery vans. These smaller road haulage companies constantly strive for the best routes and prices to ship out their products. Indeed, the level of commercial freight transported by smaller businesses is often a good barometer of healthy economic development as these types of vehicles move and transport anything literally, including couriers transporting parcels and mail.[6]You can see the different types and weights of vehicles that are used to move cargo around .[7]

Less than truckload (LTL) cargo is the first category of freight shipment, representing the majority of freight shipments and the majority of business-to-business (B2B) shipments. LTL shipments are also often referred to as motor freight and the carriers involved are referred to as motor carriers.

Governments are very concerned with cargo shipment, as it may bring security risks to a country. Therefore, many governments have enacted rules and regulations, administered by a customs agency, for the handling of cargo to minimize risks of terrorism and other crime. Governments are mainly concerned with cargo entering through a country's borders.

The United States has been one of the leaders in securing cargo. They see cargo as a concern to national security. After the terrorist attacks of September 11th, the security of this magnitude of cargo has become highlighted on the over 6 million cargo containers that enter the United States ports each year.[10] The latest US Government response to this threat is the CSI: Container Security Initiative. CSI is a program intended to help increase security for containerized cargo shipped to the United States from around the world.[11] Europe is also focusing on this issue, with several EU-funded projects underway.

Many ways and materials are available to stabilize and secure cargo in various modes of transport. Conventional load securing methods and materials such as steel strapping and plastic/wood blocking and bracing have been used for decades and are still widely used. Present load-securing methods offer several other options, including polyester strapping and lashing, synthetic webbings and dunnage bags, also known as airbags or inflatable bags.

Cargo Preference is the general term used to describe the U.S. laws, regulations and policies that require the use of U.S.-flag vessels in the movement of cargo that is owned, procured, furnished, or financed by the U.S. Government. It also includes cargo that is being shipped under an agreement of the U.S. Government, or as part of a Government program.

Any department, agency, contractor, or sub-contractor of the Federal Government, administering a program that directly or indirectly involves the transportation on ocean vessels of cargoes. Additionally, all members of the supply chain must comply with Cargo Preference.

FAR 52.247-64 reporting requirements mandate that the contractor submit a copy of the rated master ocean bills of lading (MB/L) to our office within 20 working days from date of loading on all shipments loaded from the United States, and 30 working days for shipments loaded outside the United States. The reporting requirement applies whether cargo moves on a non-USF or USF vessel and is irrespective of cargo origin or destination (including foreign-to-foreign cargo movements).

The prime contractor has ultimate responsibility to ensure that they and all subcontractors comply with Cargo Preference regulations. This includes guaranteeing that Government-impelled cargo move via U.S.-flag vessels and sending the copy(s) of the rated onboard vessel operating carrier's ocean bill of lading for all shipments to the Government Contracting Officer and MARAD. These documents typically contain the carrier's commercial logo and the ocean freight ("rated"). The prime contractor is subject to penalties for any Cargo Preference violations.

On September 27, 2002, the Federal Motor Carrier Safety Administration (FMCSA) published new cargo securement rules. Motor carriers operating in interstate commerce must comply with the new requirements beginning January 1, 2004. The new rules are based on the North American Cargo Securement Standard Model Regulations, reflecting the results of a multi-year research program to evaluate U.S. and Canadian cargo securement regulations; the motor carrier industry's best practices; and recommendations presented during a series of public meetings involving U.S. and Canadian industry experts, Federal, State and Provincial enforcement officials, and other interested parties. The new rules require motor carriers to change the way they use cargo securement devices to prevent articles from shifting on or within, or falling from commercial motor vehicles. The changes may require motor carriers to increase the number of tiedowns used to secure certain types of cargo. However, the rule generally does not prohibit the use of tiedowns or cargo securement devices currently in use. Therefore, motor carriers are not required to purchase new cargo securement equipment or vehicles to comply with the rule. The intent of the new requirements is to reduce the number of accidents caused by cargo shifting on or within, or falling from, commercial motor vehicles operating in interstate commerce, and to harmonize to the greatest extent practicable U.S., Canadian, and Mexican cargo securement regulations.

The new cargo securement rules apply to the same types of vehicles and cargo as the old rules, covering all cargo-carrying commercial motor vehicles (as defined in 49 CFR 390.5) operated in interstate commerce. This includes all types of articles of cargo, except commodities in bulk that lack structure or fixed shape (e.g., liquids, gases, grain, liquid concrete, sand, gravel, aggregates) and are transported in a tank, hopper, box or similar device that forms part of the structure of a commercial motor vehicle.

FMCSA has adopted new performance requirements concerning deceleration in the forward direction, and acceleration in the rearward and lateral directions, that cargo securement systems must withstand. Deceleration is the rate at which the speed of the vehicle decreases when the brakes are applied, and acceleration is the rate at which the speed of the vehicle increases in the lateral direction or sideways (while the vehicle is turning), or in the rearward direction (when the vehicle is being driven in reverse and makes contact with a loading dock). Acceleration and deceleration values are commonly reported as a proportion of the acceleration due to gravity (g). This acceleration is about 9.8 meters/second/second (32.2 feet/second/second), which means that the velocity of an object dropped from a high elevation increases by approximately 9.8 meters/second (32.2 feet/second) each second it falls. FMCSA requires that cargo securement systems be capable of withstanding the forces associated with following three deceleration/accelerations, applied separately: 2351a5e196