The first leg is three hours of road
Nothing here starts at a port. The producers are in Gaziantep, and the lines you order — chocolate, dragées, Turkish delight, wrapped confectionery, spreads in jars — are collected there into one load before anything moves. Mersin is roughly three hours away by road, which keeps consolidation and loading inside one short window.
Where you take the goods over is your decision. On FCA Gaziantep the container is yours at the loading bay. On FOB Mersin that road leg is ours and the handover happens at the port.
No land border, and rarely a direct call
This is an island: the arriving leg is sea or air, with no crossing to drive to and no neighbouring port to finish from overland. The sea leg is rarely a direct call either: a box loaded at Mersin is usually relayed through a transhipment hub, which means two vessels, two schedules and a wait between them.
So the offer names the route and the transhipment point where there is one, instead of quoting a single transit figure, and your forwarder confirms the schedule for the sailing you book.
Four terms, and what each one moves
Terms quoted are FCA Gaziantep, FOB Mersin, CIF or DAP, and what separates them is not price but where cost and risk change shoulders. FCA and FOB leave the ocean booking with you, which suits a buyer who already has a forwarder and a rate. CIF puts the sea leg on our side to a named port of discharge; DAP carries it to a point you name, with the entry still yours.
Whichever you choose is written on the offer beside the price, case weight and lead time for that line.
Who declares, and what travels with the goods
The entry declaration belongs to the importer, and so does the description it carries. Your clearing agent confirms what the file requires on the day; the offer names the origin document and the rules the route carries with it, in the form valid then, rather than a rule printed here that can change before you sail. No regional movement certificate belongs to this route.
From our side: the technical data sheet per product, our certificates — issued for our factory,with the holder identified — the analysis report per line, and (
The label is part of the file, and it is in French
Mandatory content is prepared in French from our technical data sheet: the name of thefood, the ingredient list with allergens, metric net weight, storage conditions, the date marking we print on the pack, and the importer’s name and address. English sits alongside where your customer wants it; if your file asks for Malagasy, say so at the offer stage and the content is prepared for your translator to place.
One rule holds regardless: a line coated in vegetable fat is a compound or a glaze on the data sheet, the pack and the price list, never chocolate. The jar line is a spread.
A season that runs the other way, and the list that starts it
The warm season at the arrival end runs opposite to the one at the loading end. Chocolate and chocolate-coated lines are therefore quoted in a reefer whenever either end is in its summer, with the cold chain booked for the whole journey, not the sea part alone. Turkish delight, dragées and jellies travel dry; both share one container (mixed container).
Send the lines you want priced, the format and quantity for each, the port of entry and the term you prefer; the written offer follows within two working days. Cocoa, couverture, bulk chocolate by the kilo, halva and baklava are sourced on request: we confirm composition and format before quoting. Tell us what the first container should carry.
Does a container from Mersin sail directly to Madagascar?
Usually not. The sea leg out of Mersin is more often relayed through a transhipment hub, so the voyage involves two vessels and a connection between them. The offer names the route, the transhipment point where there is one and the delivery term, and your forwarder checks the schedule against the sailing you book rather than against a figure written in advance.
Which delivery term should we ask for?
It depends on who books the ocean leg. FCA Gaziantep hands the container to you at the loading bay and FOB Mersin at the port, which suit a buyer with a forwarder and a rate already in place. CIF puts the sea leg on our side to a named port of discharge, and DAP carries it to a point you name. The entry declaration stays with you under all four.
Who is answerable for the label content and the declaration?
The declaration is the importer’s, and your clearing agent confirms what the file requires on the day. Our side prepares the mandatory content in French from our technical data sheet, with Englishalongside and Malagasy prepared for your translator if you ask at the offer stage. Certificates are issued for our factory, and the origin document is named in the offer.
