We're assuming here that shipping by the cheapest means is your goal. After all, if you have enough money, shipping a vehicle can mean nothing more than driving it to an agent and telling him where you want it to go. First you need to find out who sails to your destination. If you have internet access, this is an excellent place to start. But remember, as we enter the internet age it is heretical to say this but, speaking from experience, not everything is on the internet. So it's a good idea to look through the Yellow Pages and contact shipping agents as well.

Other handy sources of information are the newspapers that serve the ports. They appear under a variety of names, such as Shipping Times or Shipping Schedules, and some less-obvious names, such as The Bulletin in Panama. Most are published weekly. If you can't find one of these useful publications, then shipping agents are usually happy to give away last week's copy.

These publications contain a gold-mine of information. Listed are the pier and berth numbers for all ships in port, telling you exactly where each ship is located. Also listed are the departure dates for each ship, their final destinations and arrival dates, the shipping line, its local agent and types of cargo carried. The same information is given for ships at sea that are scheduled to arrive. There's also usually a directory of agents' telephone numbers and addresses. In some countries all this information appears as a weekly supplement to a regular newspaper.

If you want really cheap shipping then you can try accompanying your vehicle as a working passenger. Whenever we did this, our vehicle was taken for free. Regular shipping lines are now quite reluctant to take working passengers but the newspaper will list unscheduled 'tramp' ships using the port - mission boats, training ships, all kinds of 'oddball' one-off vessels - that might take you on board. These ships don't always have agents at the ports, so you may have to contact the captain direct. Where port security is minimal and/or corrupt you can try to enter the docks and speak to the captain personally. Any visual material, such as photos and maps of your journey, are invaluable as an introduction. One good photo can jump the language and cultural barriers and get him interested enough to talk to you. If port security is strict, there is another way. When a ship docks, it is immediately connected to a telephone line. Each berth has a different telephone number. In Sydney, for example, the numbers for each berth are listed in the telephone directory. Consult your shipping journal for the ship's berth, look up the number for that berth in the phone book and you can speak directly to the ship. If the numbers aren't in the phone book, ask at the shipping and port manager's office.

If the captain will not allow you to work your passage then it's not a bad idea at this point to make him a realistic offer of payment. It might still work out cheaper than going through normal channels.

One final, very important point: before going to sea with anyone make sure you feel comfortable about the captain and crew. There are no witnesses and no one to help you once you leave port. Women travelling alone should be especially careful.

If you're on the kind of expedition that can generate publicity for a shipping company, you may be able to offer this in exchange for free shipping for your vehicle. We've sometimes received offers from regular shipping lines to take our vehicle unaccompanied to various parts of the world. For this, approach the operations manager or general manager of the shipping line or its agent. As well as generating your own publicity for the company, you could also offer to send them any number of photographs they can use in their own advertising: pictures showing the company logo on your vehicle as you tackle the next desert or jungle. A nice way of saying "thank you" is to give a talk and slide show for the staff.

If you are going to pay to ship your vehicle, things become more straightforward. Contact the agents that list sailings to your destination and compare freight costs. Shipping freight costs are always based on volume unlike airfreight costs, which are always based on weight. The basic freight rate usually has three surcharges added to it that you need to look out for. They are bunker surcharge, currency adjustment factor and wharfage charges. Bunker surcharge takes account of fluctuating fuel costs, currency adjustment factor takes account of fluctuating exchange rates and wharfage charges are the costs of using the dock. Make sure these are included in any quotes you receive. Sometimes the bunker surcharge and currency adjustment factors can be negative values, and represent a discount.

Countries with weak economies may insist you pay your freight in US dollars. It's advisable to carry enough US dollars (rather than pounds) for this purpose.

Packing your vehicle

Your next concern is how the vehicle will travel. Try to avoid crating it if you can. Crating is either expensive or involves a lot of backbreaking work if you build it yourself. Even in countries where labour is cheap, timber can be costly. It's also inconvenient - you can't drive your vehicle to the ship when it's in a crate. However, having said that, we recently had a crate built for us in Vancouver, Canada. The crate was very cheap and, because timber is so plentiful in Canada, it was fabulously made. The carpenter even used hardwoods in it - hardwoods that were worth a small fortune in our destination, Japan.

Uncrated, the vehicle can go break-bulk, roll-on/roll-off or containerised. Containerised is best. The vehicle is protected from theft and the elements, can't be damaged during loading or unloading and you can leave all your luggage inside. Roll-on/roll-off services are very convenient. The vehicle is driven onto the ship and stored below deck - just like a regular car ferry. But these only operate on certain routes and your luggage shouldn't be left in the vehicle. Break-bulk means it is carried as it is, either in the ship's hold or on deck surrounded by all the other break-bulk cargo.

If you must crate your vehicle, visit an import agent to try and obtain a ready-made crate the right size.

Paperwork

A forwarding agent can do all the paperwork for you, but if money is a consideration you can save quite a bit by doing it yourself. The bureaucracy can often be very confusing, especially in less developed countries, so one way of getting the job done quickly is to team up with a 'hustler' who works for a forwarding agent. These young lads spend all day pushing paperwork through the system. They know where to find port trust offices, the wharf storekeeper's office, main customs building, port customs building, etc. These are buildings and offices that can often be spaced far and wide across the city. They know how to persuade customs officers to inspect the vehicle and wharf officers to certify documents. Better still, they know what kinds of 'tips' are expected down the line. We've always found them friendly, helpful types, with great sympathy towards anyone on the same side of the counter as themselves, pitted against the officials. They've never objected to our tagging along to push our own paperwork through the system. In return, we buy them cold drinks and a good meal each day we're together, and give them a few dollars to thank them for their help at the end.

Be well prepared if you do your own paperwork. Take a dozen sheets of carbon paper, a handful of paperclips (there will be a lot of copies), a good ballpoint pen, some large envelopes and a pocketful of small-denomination notes in the local currency. Commit your passport number, engine and chassis number, vehicle weight and local address to memory so you can double check details as the officials type them out (this is also good practice for any overland traveller when crossing land borders). Remember, if a single digit is incorrect in the serial numbers you will not be entitled to your own vehicle at your destination because it will technically be a different vehicle - and we've been in many countries where a technicality like that is what the local customs officers pray for. People have lost their vehicles this way. We also carry a rubber stamp kit to make up our own rubber stamps. It saves hours filling out forms - especially if you are doing a number of vehicles. It's normal practice in less developed countries to have to buy all the forms you need - either at the port or a stationer's in town.

Preparation

Clean the vehicle thoroughly before shipping (especially under the mudguards where dirt collects) to try to avoid the cost of it being quarantined or fumigated on arrival. In Australia it will probably be quarantined, no matter how clean it is.

From experience, we know not to rely on the crew to tie our vehicle properly. If you are travelling on the ship with your vehicle, here are some things to look out for: four-wheeled vehicles should ideally be lashed on deck with chains and bottle screws, not rope, which can fray and stretch. If only rope is available, a length of flexible hose, cut along one side to enable it to be 'clipped' over the rope, makes good anti- chafing gear. Motorcycles should be off the centre-stand, wheels chocked front and back and the bike tied to a post or railing using wooden spacers. Look ahead and be prepared to take your own rope. We ended up using the guy ropes from our tent and every webbing strap we owned on an Indian ship to tie our motorcycle securely.

Try not to leave a vehicle unaccompanied at the dock. This applies to some airports. Paperwork can be done two days before sailing, then the vehicle is inspected, cleared by customs and loaded the day it sails. In some countries you might want to try and supervise loading. While loading our motorcycle onto a Russian ship recently, we didn't bother to supervise too closely and they ended up breaking the luggage rack. If you can, use rope slings rather than a net. A four- wheeled vehicle should be lifted using pairs of boards or poles chained together under the wheels. If the crew is not set up to load four-wheeled vehicles one solution is to drive the vehicle into an empty container so that it can be lifted on board. To lift a motorcycle, sling a rope through the back wheel and under the steering head.

If your vehicle must be left on the dockside and loaded in your absence, don't leave any luggage with it.

In some countries it can be quite important to stay in the country until you've seen the vehicle leave.

Again, depending on the country, it's a good idea to meet the ship on arrival and confirm your cargo will be unloaded. When we arrived in Malaysia, they told us our bike was scheduled to continue to Singapore. We had a tough time convincing them they were wrong.

Once unloaded, the vehicle will be held in customs until you complete the paperwork to release it. It really ought to go inside a locked shed and it's worth paying to ensure this happens. The port usually charges for storage once the vehicle is unloaded. Sometimes the first few days are free.

Be philosophical about minor damage. Put any dents down to adventure!

Air freight

In recent years, airfreight rates have become quite competitive and are worth looking into for anything that will fit into an aeroplane - such as motorcycles. Sometimes airfreight is the only way of getting somewhere - inland, for example.

In a passenger aircraft, the motorcycle usually lies on its side in the cargo hold. A set of crash bars will support it without damage. It must fly completely dry: no fuel, engine oil, brake fluid, coolant, battery acid or air in the tyres. People worry their battery will be ruined by draining the acid. We've drained ours many times and once left it dry for more than two weeks without any ill effects. It didn't even lose any charge! But don't use it before refilling with acid. Don't plug the breather hole or the whole thing can explode. A wad of cotton wool over the hole will soak up any acid drops and allow it to breathe. Freight charges are based on weight.

Special notes

We have met people who have been obliged to spend a lot of money on anti-pollution devices for their vehicles on arrival in California to comply with state laws. This doesn't apply to everyone, but if in doubt, ship to one of the other 49 states. Amazingly, Florida has no vehicle-inspection or anti-pollution requirements.

On entering Panama, you have to specify the place from where the vehicle will be shipped. If undecided, you might specify 'Colon'. When you've organised your shipping, visit the customs head office at Ancon to make any changes.

Finally, shipping/air freighting really isn't all that bad. Things often go smoother and quicker than you think and there are frequently people who will help you out. If you encounter just a quarter of the potential problems mentioned here you've had an unusually bad time.