Three hours before the sea leg starts
The producers load in Gaziantep, and the first movement never appears on a bill of lading: about three hours by road to Mersin. Buyers rarely ask about it, yet it fixes the date the container is available, because it answers to a production week, not a sailing schedule.
From Mersin the sea leg runs to the port of entry you name — a decision, not a formality: it settles the inland distance and who holds the goods on the last, least visible stretch.
The delivery term is a map of who does what
Four terms are quoted — FCA Gaziantep, FOB Mersin, CIF and DAP — each marking the point on one route where cost and risk pass to you.
FCA hands the cartons to your forwarder at our factory door: road, sea and inland legs are all yours to book. FOB moves the handover onto the vessel; CIF carries it to the port of entry; DAP to the delivery point you name, land border included. The right one is whichever matches who already has a forwarder on the ground.
Two customs moments, not one
A route ending overland means a seaport in one country and the import entry in another: the goods are landed, moved under transit to the land crossing, and the entry is filed there, not at the quayside.
The importer of record files it and answers for the description on it; no supplier holds that position for you. Your clearing agent confirms what applies on the day, and the offer names the origin document and the rules in the form valid that day.
A reefer booked to the quayside is booked halfway
Chocolate and chocolate-coated lines are quoted in a reefer through the warm months; Turkish delight, dragées, jellies and wrapped confectionery travel dry, and both share one container.
What the overland finish changes is how far the cold chain must reach. Booked for the sea leg alone, it ends where the truck begins — the hottest, least supervised part of the trip. So the offer marks which lines are reefer lines and the booking covers the inland leg too.
What travels with the goods, and in which language
The supply file is identical on every load: the technical data sheet per product, the analysis report per line, our certificates. Certificates areissued for our factory, and the holder and certifying body are named perline.
Label content is English: the name of the food, the ingredient list with allergens, metric net weight, storage conditions, the importer’s name and address, and the date marking. For own-label lines it is drafted from our data sheet and checked against your artwork beforeprinting. A coating made with vegetable fat is a compound or a glaze, never chocolate — in the European Union it may not be labelled chocolate at all. The jar line is a spread.
Send the list, and the route gets priced leg by leg
On the mirror figures your shelf arrives through one origin and one border, so a second source is an argument about the number of hands between factory and warehouse, not about price. A route written leg by leg is how that gets settled.
To have one priced rather than described, send the lines you want quoted, the format and indicative quantity for each, the port of entry and the delivery point, and whether the pack keeps our standard pack or carries your brand. One container can be mixed across as many lines as you like. Couverture, bulk chocolate by the kilo, raw nuts, dried fruit, cocoa, baklava, halva, tahini and empty packaging sit outside the range: sourced on request, and we confirm composition and format before quoting. Send the list; the offer comes backin writing, line by line.
There is no seaport here. Which legs are ours and which are yours?
The delivery term settles that, and the offer names it: FCA Gaziantep, FOB Mersin, CIF or DAP. Under FCA everything from our factory door is booked by you; under DAP the inland leg from the port of entry to your delivery point sits with us. Whichever term you take, the offer writes down the port of entry, the term and who carries the inland leg, instead of leaving it to be worked out at the crossing.
Who files the entry, and what do you supply towards it?
The importer of record files the entry and answers for the description given there; no supplier holds that position for you, and your clearing agent confirms what applies on the day. From our side you receive the technical data sheet per product, the analysis report per line, and theproducer’s certificates, which are issued for our factory with the holder and the certifying bodyidentified. The origin document and the applicable rules are named in the offer in the form valid on the day it is written.
Which lines need a reefer if the last stretch is by road?
Chocolate and chocolate-coated lines through the warm months; Turkish delight, dragées, jellies and wrapped confectionery travel dry. Both load into the same container, and the offer marks which lines are reefer lines so the booking covers the inland leg as well as the sea leg — on a route that finishes overland, a cold chain that stops at the port stops too early.
