Three hours of road before anything is exported
Nothing starts at a port. The producers are in Gaziantep, and the lines you order — wrapped sweets, jellies, dragées, Turkish delight, chocolate lines and spreads in jars — are collected into one load, checked against the packing list and sealed. Mersin is about three hours away by road, so the Turkish end is short and predictable.
Where the load becomes yours is settled in the offer: on FCA Gaziantep at the loading bay, on FOB Mersin at the quay (how we work).
The sea leg ends in a country that is not yours
There is no seaport here, so nothing arrives by sea. The container is discharged in a neighbouring country, then continues overland under a transit procedure — opened at the port, closed at the crossing — before it is entered for home use.
That inland leg is the road your whole shelf already uses. Uganda at 52.0 per cent and Kenya at 41.3 fill almost the whole sugar-confectionery column, India 4.9; chocolate arrives led by Rwanda at 51.7, Kenya 22.8 and Spain 21.1. The difference is not the road but how many warehouses the carton sat in first.
Four terms, and the point where each one stops
The terms quoted are FCA Gaziantep, FOB Mersin, CIF and DAP; what separates them is where cost and risk change shoulders. FCA and FOB leave the ocean booking with you and suit a buyer with a forwarder at the discharge port.
CIF puts the sea leg on our side as far as a named port of discharge — in another country, so here it stops short of your warehouse by a whole road journey. DAP carries the inland leg, and is worth quoting only once the crossing and delivery point are named.
Two declarations, at two different borders
The transit entry at the seaport is made in the country of discharge, by the agent moving the box inland. The entry for home use is made by you, or by your clearing agent in your name, where the goods stop being in transit; the description on it is your responsibility.
So the offer names the delivery term, the port of discharge it is quoted against, the crossing assumed inland, and where our responsibility ends. It names the origin document and the rules in force as they stand on the day; your clearing agent confirms them.
A warm road decides the loading list
The length of that road is a packing decision. Wrapped sweets, chews, jellies, dragées and Turkish delight travel dry and tolerate a warm trailer. Chocolate does not, and a reefer protects it only as far as the cold chain reaches — which here ends before the delivery point does.
Tell us the shipping month and the shape of the inland leg, and we will say which lines to load and which to keep off a first container (mixed container). A vegetable-fat coating is named a compound or a glaze, never chocolate — in the European Union it may not be sold as chocolate at all.
The label in English, and the list that opens the file
English carries the mandatory content, prepared from our technical data sheet: the nameof the food, the ingredients with allergens, metric net weight, storage conditions, the date marking and your name and address as importer. For own-label lines nothing is printed until you approve the artwork against that sheet; certificates are issued for our factory.
Send the lines youwant priced, the format and quantity for each, and the port of discharge and crossing you work through; the offer comes back in writing. Couverture, bulk chocolate by the kilo, raw nuts, dried fruit, cocoa, halva and tahini are sourced on request: we confirm composition and format before quoting. Send the list for the first container.
There is no seaport. How does a container actually reach us?
It arrives by road. The box is discharged at a port in a neighbouring country and completes the journey overland under a transit procedure, which is opened at the port of discharge and closed at the crossing, before it is entered for home use. The offer names the delivery term, the port of discharge it is quoted against, the crossing assumed for the inland leg and where our responsibility ends.
Which delivery term makes sense when the last leg is road?
It depends on who you want holding the inland leg. FCA Gaziantep hands the container over at the loading bay and FOB Mersin at the quay, which suit a buyer with a forwarder already in place; Mersin is about three hours from our factory by road. CIF reaches a named port of discharge in another country and no further, so the road journey is still yours. DAP carries that leg, once the crossing and the delivery point are named.
Who declares the goods, and what does the supplier hold?
There are two entries on this route: the transit entry made in the country of discharge by the agent moving the box, and the entry for home use made by the importer or a clearing agent in the importer’s name. The description on that second entry is the importer’s responsibility. Our side holds the technical data sheet per product, the analysis report per line and; certificates areissued for our factory, and the origin document and the rules in force are named in the offer asthey stand on the day.
