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A bill of lading API is a connection that lets shippers, carriers and forwarders create, update, retrieve or extract bill of lading data between systems instead of on paper.
The bill of lading is the document that ties the cargo, the parties and the carrier’s obligations together. In LTL it is the shipping instruction and the receipt; in ocean freight it can also be the document of title. Moving it from paper and PDF into structured data is one of the slower shifts in freight, because standards, carriers and legal frameworks all have to move at once. This guide explains the types of BOL API, the two standards that matter (NMFTA’s eBOL and DCSA’s Bill of Lading), the fields a BOL carries, and where the BOL sits in a booking made through the ExFreight freight API.
Key takeaways
- “Bill of lading API” covers four different tools: eBOL creation, OCR extraction, trade-data lookup and ocean carrier B/L APIs. Know which one you need before you evaluate vendors.
- In U.S. LTL, the NMFTA Digital LTL Council’s eBOL API standard is the reference; in container shipping, it is the DCSA Bill of Lading standard.
- The BOL must match the booking. Weight, piece count or class that differs from what was quoted is a frequent reason for a re-invoice.
What a bill of lading API does
Search results for “bill of lading API” mix four tools that solve different problems. The comparison below separates them.
| eBOL creation | OCR extraction | Trade-data lookup | Ocean carrier B/L | |
|---|---|---|---|---|
| What it does | Creates, updates or cancels a BOL with the carrier | Reads a scanned or PDF BOL into structured data | Returns shipment records by B/L or container number | Exchanges shipping instructions and the transport document with an ocean carrier |
| Input | Shipment data from your TMS or ERP | Image or PDF | A B/L or container number | Shipping instructions |
| Output | BOL and PRO number | Fields such as shipper, consignee, weight | Parties, ports, dates, cargo description | Draft and final B/L data, status |
| Typical user | Shippers and 3PLs booking LTL | AP teams and auditors processing paper | Analysts and sales intelligence | Forwarders, NVOCCs, large exporters |
| Reference standard | NMFTA eBOL API | None | None | DCSA Bill of Lading |
For a shipper, the first and last columns are the ones that change daily operations. OCR extraction is useful when paper still arrives from suppliers, but it digitizes the problem rather than removing it.
eBOL standards: NMFTA and DCSA
LTL: the NMFTA eBOL API standard
The National Motor Freight Traffic Association’s Digital Standards Development Council runs the Digital LTL Council, which publishes the Electronic Bill of Lading (eBOL) API standard. Version 2.1 lets a shipper create, update and delete eBOLs, and it supports nine-digit ZIP codes and the Standard Carrier Alpha Code (SCAC) for precise shipment identification. The same council publishes a Pickup Request and Visibility API for scheduling and following pickups. The point of a shared standard is that a shipper or TMS builds one eBOL integration and reuses it across carriers that adopt it, instead of one custom build per carrier.
Ocean: the DCSA Bill of Lading standard
In container shipping, the Digital Container Shipping Association publishes the Bill of Lading standard, built on open APIs and covering both original bills of lading and sea waybills. The shipper submits shipping instructions; the carrier returns a draft transport document for approval and then issues the final one. The harder part is the original B/L. Because it is a document of title, an electronic version needs a platform that can transfer control from one holder to the next, and legal recognition that depends on the governing law of the contract. Our explainers on the original bill of lading and the express sea waybill cover when each document applies.
Fields a BOL request needs
The fields below appear on a standard domestic straight bill of lading and map closely to the data elements in eBOL standards. Names are conceptual; each standard and carrier defines its own schema.
| Field | Example | Why it matters |
|---|---|---|
| shipper name and address | Chicago, IL 60607-xxxx | Pickup location and the party tendering the freight |
| consignee name and address | Dallas, TX 75247-xxxx | Delivery location and the party entitled to receive |
| bill-to party and payment terms | Third party, prepaid | Decides who the carrier invoices |
| handling units and piece count | 2 pallets, 48 cartons | Basis for a clean or exception-noted delivery receipt |
| weight | 1,000 lb gross | Billing weight; carriers reweigh at the terminal |
| commodity description and NMFC / class | Packaged hardware | Drives class-based pricing and liability limits |
| hazmat flag and details | No | Regulated freight needs UN number, class and emergency contact on the BOL |
| references | PO 4500231877 | Lets receiver and accounts payable match the shipment |
| special instructions | Liftgate, call before delivery | Tells the driver and terminal what the delivery needs |
| carrier SCAC and PRO number | Returned by carrier | The keys for tracking, updates and claims |
Worked example: one BOL, two numbers
The Chicago distributor’s 2-pallet LTL shipment to Dallas (1,000 lb, 106.7 cubic feet, liftgate delivery) generates two identifiers. The BOL number is the shipper’s own reference, often the order or shipment number. The PRO number is the carrier’s tracking number, assigned at or before pickup. Store both. The PRO is what you track by; the BOL number is what your warehouse and customer recognize. If the driver notes “1 pallet damaged” on the delivery receipt, that exception travels with the PRO, and the claim starts from the BOL and the proof of delivery.
Quotes are informational and subject to change, and shipments can be re-invoiced if actual details differ. If the BOL shows 1,200 lb and 3 pallets against a booking for 1,000 lb and 2 pallets, the carrier bills what it finds. Generate the BOL from the same record that produced the quote, not from a separate spreadsheet.
Common BOL errors that cost money
- Net weight instead of gross. Product weight from the item master leaves out pallets and packaging; the terminal scale does not.
- Generic commodity descriptions. “Parts” or “general merchandise” invites inspection and reclassification. Describe what the goods are.
- Missing accessorials in special instructions. A liftgate priced at the quote but absent from the BOL means the wrong truck arrives.
- Wrong bill-to. A third-party billing address left blank sends the freight bill to the shipper or consignee by default.
- Unsigned exceptions. Damage seen at delivery but not noted on the delivery receipt weakens any later claim.
Carrier B/L vs house B/L in an API flow
On international ocean freight, two bills of lading usually exist for the same cargo. The ocean carrier issues a master bill of lading to the forwarder or NVOCC that booked the container. The forwarder issues a house bill of lading to the shipper. On an LCL move, such as 4 pallets from Chicago to Rotterdam consolidated into a 40-ft container, the master covers the whole container and lists the forwarder as shipper; each exporter’s house B/L covers only its own pallets.
This matters for integrations. An ocean carrier B/L API deals in master bills; a shipper connecting to a forwarder deals in house bills. If your system pulls data from a carrier API by B/L number, it needs the master number, which shippers on LCL moves often do not see. Ask your forwarder which reference to use for tracking and documents, and store the house B/L number against the order.
Where the BOL sits in an ExFreight booking
ExFreight’s APIs cover quoting, booking and tracking. Bookings on the ExFreight platform include shipment documents, which are uploaded and stored online with the shipment record, alongside online invoices. How bill of lading data and documents are handled for API users is confirmed during onboarding, so the process fits your TMS or ERP from the first live shipment. Customers connecting through an existing TMS connector, such as Pacejet, Banyan or CSA Software, should confirm document flow as part of that setup too. The booking side of the workflow is covered in the freight booking API guide.
- Quote and book. Send shipment data, select a rate, book against the quote reference.
- Prepare the BOL. Use the same shipment record, so parties, units, weight and instructions match the booking.
- Tender at pickup. The driver signs; exceptions are noted on the BOL at that moment, not later.
- Store documents. Keep the BOL, any commercial documents and the proof of delivery with the shipment record.
- Reconcile. Match the invoice to the BOL and booking; investigate any weight or class change.
What ExFreight’s API covers today
Available upon request, with a test environment and assistance. See how the ExFreight freight API works
Freight API series
Frequently asked questions
Can I create my own bill of lading?
Yes, for domestic shipments. Shippers often prepare their own straight bill of lading using a standard form or their TMS, and the carrier signs it at pickup. The data must match the booking. On ocean freight, the carrier or forwarder issues the bill of lading; the shipper supplies the shipping instructions it is built from.
What is an eBOL?
An eBOL is an electronic bill of lading: the same shipper, consignee, cargo and carrier data as a paper BOL, exchanged as structured data between systems. In U.S. LTL, the NMFTA Digital LTL Council's eBOL API standard defines how shippers create, update and delete eBOLs with carriers in one common format that TMS platforms and 3PLs can reuse.
What is the difference between a BOL number and a PRO number?
The BOL number is the shipper's reference for the shipment, often the order or shipment number. The PRO number is the carrier's tracking number, assigned at or before pickup. Track by the PRO number and use the BOL number to match the shipment with your warehouse, customer and invoice records. Store both.
Can an electronic bill of lading replace an original ocean B/L?
It can, where the platform and the law allow it. An original B/L is a document of title, so its electronic version must transfer control from holder to holder securely. DCSA's Bill of Lading standard covers originals and sea waybills, but acceptance depends on the carrier, the eBL platform and the governing law of the contract.
