This passing of custody of the shipper’s goods to the carrier before crossing the ship’s rail is the reason for a fundamental difference between a combined transport B/L and most others. A combined transport B/L is a received for shipment B/L. Theoretically, the shipper can demand such a B/L as soon as the consignment passes into the carrier’s control, which could even be at the factory gates. Such demands are seldom, if ever, made in practice because the shipper would then have to return the B/L to the carrier to have it endorsed with the details of being shipped on board. The fact remains, however, that all CT-B/Ls have to be endorsed on the face with confirmation of being shipped with the date of shipment and a signature by the carrier or its agent. The CT-B/L similarly differs from most others because even if it is for a simple door-to-door movement, the B/L is not “spent” when the consignment crosses the ship’s rail at discharging port but remains in force until the goods pass into the consignee’s control in the discharging port CY. Contracts beyond door-to-door stay in force until the goods reach wherever it had been agreed that the contract extends; again this could be at the door of the consignee’s premises. Complications have arisen in this regard because some container operators offer consignees the option of declaring “a change of place of inland destination”. The shipper may have originally consigned the container as a port-to port shipment, thus the destination would appear, for example, as “Felixstowe CY”. Under the option granted the consignee could declare his decision (within the stipulated time) and could agree to pay the amount proposed for the road haulage by the carrying line, after which the container could be delivered to the consignee’s premises in, say, Glasgow.