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The cookie is a session cookies and is deleted when all the browser windows are closed. FAS can only be used for ocean cargo and loading cost into vessel must be under sellers account.
Because of restricted times available on wharf, time and location are extremely important when negotiating under FAS. This term is also common when buying liquids and ships must deploy hoses for transfer goods i. This term is only used for water transportation either sea or inland water. If both parties do not agree to have goods delivered on board, then FCA is the term to be used. When goods are packed in contenerized cargo, then FCA is the most recommended term to use.
Because goods will be delivered in the container terminal prior to be loaded on the vessel. The term is used in commodities like oil, bulk cargo or grain. There is a common misuse of this term when goods are loaded on a truck, in that case FCA is the right term to use. In FOB, origin terminal handling charge and all other cost associated to move the goods on board are paid by the seller.
All cost after loaded on board must be assumed by buyer. Export customs clearance and origin terminal handling charge must be assumed by seller. This term is traditionally created for bulk transportation, where some cargo can be lost during the process of loading i.
It is still the most misused term. In CFR the seller clears goods for exports and delivers when goods are on board. The seller pays for freight to transport the goods until the final port of destination. However, the risk transfer occurs when goods are on board. This term is used in ocean and inland waterway transportation.
The contract must specify the exact port of destination. If shipment is containerized, it is preferred to use CPT. This term is usually applied when goods are in bulk cargo like grains and oil, oversized cargo or cargo that exceeds the normal dimensions to fit inside a container.
Deliver happens in the port of loading, risk for seller ends at port of origin. In addition to this, seller must arrange international freight transportation and provide all documentation to buyer. Seller must also clear exports customs. In summary, seller arranges transportation under buyers risk, therefore it is recommended that buyer gets additional insurance coverage.
This term is exclusively used on ocean transportation. This term is commonly used for agricultural or chemical products where seller has expertise and buying power on loading and transportation until port of discharge. In CIF terms, the seller clears the goods at origin places the cargo on board and pays for insurance until port of discharge at minimum cover.
Even though the seller pays for insurance during the main carriage, the risk is transferred to the buyer at time the goods are on board. The term is used for ocean and inland waterway transportation only. Deliver happens in the port of loading, risk for seller ends at port of discharge and must adquire insurance coverage. This term is commonly used for agricultural or chemical products where seller has expertise and buying power on loading and transportation until port of discharge and capacity to insure goods.
Under CIP terms, the seller clears the goods for export and is responsible for deliver the goods at the agreed place of shipment. The seller must procure the minimum insurance until the named place of destination. The buyer has the option to contract additional insurance.
The risk is passed when the goods are received by the first carrier. This term can be used for any mode of transportation. Seller pays transportation and insurance to destination. Seller pays for minimum insurance which is often acceptable for bulk cargo, but not for manufactured goods or high value merchandise.
Delivery ocurre at origin with first carrier, this means that delivery happens at origin and seller pays for freight until final destination. Seller arranges export clearance and can be used for any mode of transportation. In case of claims, buyer can claim directly with insurance company. Buyer is responsible for customs clearance. In practice, delays caused at origin which incurs in additional expenses are usually a point of discussion between buyer and seller.
Destination terminal handling charges at airport and transfers fees at destination airpot are under the account of seller. Seller arranges insurance. Buyer pays for customs clearance and duties.
In CPT the seller clears goods for exports and delivers to the nominated carrier at the agreed place of shipment at origin. In this point, the risk is transferred to the seller.
The seller is responsible for contracting and paying the main carriage until the agreed named place of destination. The contract of carriage must specify origin and destination.
This term is popular in Ro-Ro and airfreight shipments. If there is more than one mode of transportation, the risk is transferred when goods have been delivered to the first carrier. Seller pays transportation to destination.
The buyer obtains insurance for his own risk. Seller, a reputable electronics company, sells Monitors to Jakarta via ocean. Seller pays for freight from origin to a warehouse located in Jakarta and unloads goods.
Buyer is responsible for insure goods from origin until Jakarta warehouse. In this scenario, even it would be more convenient and easy for buyer to arrange transportation from port of destination to Jakarta warehouse, sellers is in charge of this segment of transportation and expenses via a destination forwarder or a contract of carriage which include all expenses. Additionally, buyer pays for customs clearance plus duties and taxes.
In DAP, Delivery at Place, the sellers is responsible for moving the goods from origin until their delivery at the disposal place agreed with the buyer ready for unloading at destination. It is recommended to agree in the point of destination as clear as possible.
The seller bears the risk until delivery of goods to the named place and should get a contract of carriage that matches the contract of sell until the agreed delivery point.
If there is an extra fee for unloading the goods, the seller cannot charge it to the buyer. DAP, deliver from seller ends unloaded at destination place agreed, it can be used for any mode of transportation.
Seller pays for export customs, buyer pays for import customs clearance, duties and taxes. Contrary to DAT, goods are delivered unloaded from transport vehicle. This term minimizes the risk of seller to deliver goods to the first port of entry, unloaded. It is important for seller and buyer to agree on the place of delivery. By using DAT, Delivery at Terminal, the seller clears the goods for exports and is responsible until the goods have arrived at named terminal on destination.
Terminal can be understood as quay, warehouse, container yard or any road for rail, air or road. The goods must be unloaded and it is important to mention clearly the name of the terminal in detail.
This term is used with any mode of transportation. This term is more specific and used when delivery ends at named terminal on specific port of destination and unloaded. Seller pays all expenses until place of delivery and buyer pays for customs clearance and taxes at destination. As all D-terms risk and delivery happen at the same time at destination. This term was specifically designed to meet airport and port deliveries.
In practice, air cargo which arrives at specific airports are then transported to air terminals and incur in transfer fees and terminal fees from airport to air terminal. For ocean cargo, discharged containers are then moved to specify container yards CY , where containers are stored while in transit to their final destination.
By this means, destination terminal handling charges are under sellers account and buyer only pays for customs clearance, duties and taxes. Under DDU the seller is responsible for all costs associated until the seller delivers the goods to the buyer, cleared for import at named place of destination. In DDP the seller does not pay for unloading the goods.
It is important to mention the exact name of the place of destination. This term can be used for any mode of transportation including multimodal. The term is used under the assumption that the seller is capable of clear customs at destination.
For this term, seller delivers goods until the final point agreed with buyer with customs import clearance paid and goods unloaded. It represents the maximum risk for seller. Seller must pay all duties, taxes, VAT and other destination charges. In practice, seller must know what to do when selling up to final destination with all expenses covered. It is usually applicable for items like courier where the full supply chain cost is under control and with minimum cost variance.
Montezuma on LinkedIn Contact via email. Seller must provide and collaborate with all documentation for export and insurance.
Provision of goods The seller must deliver the goods, provide commercial invoice or an equivalent electronic document, provide evidence of conformity or proof of delivery 1. Payment of the price The buyer must pay the price of goods as agreed in the contract of sale 2. Licences, authorisations and formalities The seller must provide export licenses or local authorisations for exporting goods 2. Licences, authorisations and formalities The buyer must get any export license and import permit for the export of goods 3.
Contracts of carriage and insurance Contract of carriage: no obligation Contract of insurance: no obligation 3. Contracts of carriage and insurance Contract of carriage: no obligation Contract of insurance: no obligation 4.
Delivery The seller must place the goods at the named place of delivery. The seller has no obligation to load the goods on any collecting vehicle. The seller must deliver the goods within the period and time agreed.
It is good practice to name the location, otherwise the seller can select the best point available 4. Taking delivery The buyer must take delivery of the goods when they are delivered.
In some cases, it is common practice to agreed having the shipper to load goods into the collecting vehicle at buyers expense and risk 5. Transfer of risks The seller is responsible until goods are in place as in the agreed time 5. Transfer of risk The buyer bear risk and loss or damaged goods from the time goods are in place until the expiry date 6. Division of costs The seller pays all cost until goods are in place for pick up 6.
Division of costs The buyer must pay transportation and additional cost from goods delivery which includes customs formalities at origin 7. Notice to the buyer The seller must inform the buyer when goods will be ready to pick up 7. Notice to the seller Assuming that seller has informed the buyer about goods ready to be picked up. An intermodal container is a large standardized shipping container, designed and built for intermodal freight transport, meaning these containers can be used across different modes of transport — from ship to rail to truck — without unloading and reloading their cargo.
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