Useful Information

POL	PORT OF LOADING
POD	PORT OF DELIVERY
ETA	ESTIMATE TIME OF ARRIVAL
ETB	ESTIMATED TIME OF BERTHING
ETS	ESTIMATEED TIME OF SAILING
ATA	ACTUAL TIME OF ARRIVAL
ATB	ACTUAL TIME OF BERTH
ATS	ACTUAL TIME OF SAILING
BAF	BUNKER ADJUSTMENT FACTOR
CAF	CURRENCY ADJUSTMENT
THC	TERMINAL HANDLING CHARGES
EXW	EX WORKS
C&F	COST AND FREIGHT
CIF	COST INSUEANCE FREIGHT
FOB	FREE ON BOARD
FOT	FREE ON TRUCK
CMC	CONTAINER MOVEMENT CONTROL
FCL	FULL CONTAINER LOAD
LCL	LESS CONTAINER LOAD
FTL	FULL TRUCK LOAD
LTL	LESS TRUCK LOAD
FI-FO	FREE IN FREE OUT
FI-LO	FREE IN LINER OUT
LI-FO	LINER IN FREE OUT
LI-LO	LINER IN LINER OUT
CBM	CUBIC METTER

The most popular sizes are:

20 foot: 20’ long x 8’ wide x 8 ½’ high external (c. 6.1m x 2.4m x 2.6m)

40 foot: 40’ long x 8’ wide x 8 ½’ high external (c. 12.2m x 2.4m x 2.6m)

Increasingly used by bulk shippers is the Hi-Cube 40 foot, which has a 9 ½’ height.

There are also refrigerated containers, which can be broader at 2.6m width.

Other specialist types that you may encounter include Flat Rack, Open Top, and ‘heavy tested’ 20’ containers that are suitable for heavy machinery.

The maximum payload mass for a 20’ container is approx. 22 tonnes: and for 40’, approx. 27 tonnes.

CNF, CIF & FOB Explained!

When dealing with suppliers from China, you’ll often be offered 3 types of pricing:

FOB – Free on Board (or Freight on Board). This basically means that the cost of delivering the goods to the nearest port is included but YOU, as the buyer, are responsible for the shipping from there and all other fees associated with getting the goods to your country/address.

CIF – Cost, Insurance and Freight. In this case, the price also includes sea freight charges and insurance to deliver the goods to YOUR nearest port. But only to port – from that point onwards, you take the shipment into your hands.

CNF – Cost & Freight (or Cost, no Insurance, Freight). Similar to CIF only this time insurance is not included.

If your supplier quoted you a CNF London price, this means that this price includes shipping of the goods via sea freight to London port. When the goods arrive, you’ll have to organise customs clearance and delivery to your home/office/warehouse.

While the CNF price can look very attractive, keep in mind that there will be other costs involved when your goods arrive in London, such as:

Customs clearance fee
Value added Tax
Import Duty
Port security charge
Fuel surcharge
Docking charge
Warehouse storage fee
Etc.
more example
FOB ,CIF,EX-work,CFR and so on

EX-Works
One of the simplest and most basic shipment arrangements places the minimum responsibility on the seller with greater responsibility on the buyer. In an EX-Works transaction, goods are basically made available for pickup at the shipper/seller's factory or warehouse and "delivery" is accomplished when the merchandise is released to the consignee's freight forwarder. The buyer is responsible for making arrangements with their forwarder for insurance, export clearance and handling all other paperwork.

FOB (Free On Board)
One of the most commonly used-and misused-terms, FOB means that the shipper/seller uses his freight forwarder to move the merchandise to the port or designated point of origin. Though frequently used to describe inland movement of cargo, FOB specifically refers to ocean or inland waterway transportation of goods. "Delivery" is accomplished when the shipper/seller releases the goods to the buyer's forwarder. The buyer's responsibility for insurance and transportation begins at the same moment.

FCA (Free Carrier)
In this type of transaction, the seller is responsible for arranging transportation, but he is acting at the risk and the expense of the buyer. Where in FOB the freight forwarder or carrier is the choice of the buyer, in FCA the seller chooses and works with the freight forwarder or the carrier. "Delivery" is accomplished at a predetermined port or destination point and the buyer is responsible for Insurance.

FAS (Free Alongside Ship)*
In these transactions, the buyer bears all the transportation costs and the risk of loss of goods. FAS requires the shipper/seller to clear goods for export, which is a reversal from past practices. Companies selling on these terms will ordinarily use their freight forwarder to clear the goods for export. "Delivery" is accomplished when the goods are turned over to the Buyers Forwarder for insurance and transportation.

CFR (Cost and Freight)
This term formerly known as CNF (C&F) defines two distinct and separate responsibilities-one is dealing with the actual cost of merchandise "C" and the other "F" refers to the freight charges to a predetermined destination point. It is the shipper/seller's responsibility to get goods from their door to the port of destination. "Delivery" is accomplished at this time. It is the buyer's responsibility to cover insurance from the port of origin or port of shipment to buyer's door. Given that the shipper is responsible for transportation, the shipper also chooses the forwarder.

CIF (Cost, Insurance and Freight)
This arrangement similar to CFR, but instead of the buyer insuring the goods for the maritime phase of the voyage, the shipper/seller will insure the merchandise. In this arrangement, the seller usually chooses the forwarder. "Delivery" as above, is accomplished at the port of destination.

CPT (Carriage Paid To)
In CPT transactions the shipper/seller has the same obligations found with CIF, with the addition that the seller has to buy cargo insurance, naming the buyer as the insured while the goods are in transit.

CIP (Carriage and Insurance Paid To)
This term is primarily used for multimodal transport. Because it relies on the carrier's insurance, the shipper/seller is only required to purchase minimum coverage. When this particular agreement is in force, Freight Forwarders often act in effect, as carriers. The buyer's insurance is effective when the goods are turned over to the Forwarder.

DAF (Delivered At Frontier)
Here the seller's responsibility is to hire a forwarder to take goods to a named frontier, which usually a border crossing point, and clear them for export. "Delivery" occurs at this time. The buyer's responsibility is to arrange with their forwarder for the pick up of the goods after they are cleared for export, carry them across the border, clear them for importation and effect delivery. In most cases, the buyer's forwarder handles the task of accepting the goods at the border across the foreign soil.

DES (Delivered Ex Ship)
In this type of transaction, it is the seller's responsibility to get the goods to the port of destination or to engage the forwarder to the move cargo to the port of destination uncleared. "Delivery" occurs at this time. Any destination charges that occur after the ship is docked are the buyer's responsibility.

DEQ (Delivered Ex Quay)*
In this arrangement, the buyer/consignee is responsible for duties and charges and the seller is responsible for delivering the goods to the quay, wharf or port of destination. In a reversal of previous practice, the buyer must also arrange for customs clearance.

DDP (Delivered Duty Paid)
DDP terms tend to be used in intermodal or courier-type shipments. Whereby, the shipper/seller is responsible for dealing with all the tasks involved in moving goods from the manufacturing plant to the buyer/consignee's door. It is the shipper/seller's responsibility to insure the goods and absorb all costs and risks including the payment of duty and fees.

DDU (Delivered Duty Unpaid)
This arrangement is basically the same as with DDP, except for the fact that the buyer is responsible for the duty, fees and taxes.

STANDARD CONTAINERS

20’ STANDARD STEEL CONTAINER - 22 G1

INTERNAL DIMENSIONS			DOOR
L	W	H	W	H
5.898 m 19’ 4 13⁄64 ‘’	2.352 m 7’ 8 19⁄32 ‘’	2.393 m 7’ 10 7⁄32 ‘’	2.340 m 7’ 8 1⁄8 ‘’	2.280 m 7’ 5 49⁄64 ‘’

CUBIC CAPACITY	MAXIMUM PAYLOAD	TARE WEIGHT	MAXIMUM GROSS
33.20 m3 1,172.4 Cft	28,260 kgs 62,302 Lbs	2,220 kgs 4,894 Lbs	30,480 kgs 67,196 Lbs

40' STANDARD STEEL CONTAINER - 42 G1

INTERNAL DIMENSIONS			DOOR
L	W	H	W	H
12.032 m 39' 5 45⁄64 ''	2.352 m 7' 8 19⁄32 ''	2.393 m 7' 10 7⁄32 ''	2.340 m 7' 8 1⁄8 ''	2.280 m 7' 5 49⁄64 ''

CUBIC CAPACITY	MAXIMUM PAYLOAD	TARE WEIGHT	MAXIMUM GROSS
67.70 m3 2,390.8 Cft	28,860 kgs 63,625 Lbs	3,640 kgs 8,024 Lbs	32,500 kgs 71,650 Lbs

40' HIGH CUBE STEEL CONTAINER - 45 G1

INTERNAL DIMENSIONS			DOOR
L	W	H	W	H
12.032 m 39' 5 45⁄64 ''	2.352 m 7’ 8 19⁄32 ‘’	2.698 m 8' 10 7⁄32 ''	2.340 m 7’ 8 1⁄8 ‘’	2.585 m 8' 5 49⁄64 ''

CUBIC CAPACITY	MAXIMUM PAYLOAD	TARE WEIGHT	MAXIMUM GROSS
76.40 m3 2,698 Cft	28,660 kgs 63,184 Lbs	3,840 kgs 8,465 Lbs	32,500 kgs 71,650 Lbs

45' Hi-Cube Steel Dry Cargo Container - L5G1

INTERNAL DIMENSIONS			DOOR
L	W	H	W	H
13.556 m 44'5 7/10 ''	2.352 m 7’ 8 19⁄32 ‘’	2.698 m 8' 10 17/64 ''	2.340 m 7’ 8 1⁄8 ‘’	2.585 m 8' 5 3⁄4 ''
NOTE: Inside height is to maxi stowage height.

CUBIC CAPACITY	MAXIMUM PAYLOAD	TARE WEIGHT	MAXIMUM GROSS
86 m3 3040 Cft	25,610 kgs 56,342 Lbs	4,870 kgs 10,858 Lbs	30,480 kgs 67,200 Lbs

OPEN TOP CONTAINERS

20' OPEN TOP STEEL CONTAINER - 22 U1

INTERNAL DIMENSIONS			DOOR
L	W	H	W	H
5,902 m 19' 4 23⁄64 ''	2.350 m 7' 8 33⁄64 ''	2.348 m 7' 8 7⁄16 ''	2.340 m 7' 8 1⁄8 ''	2.280 m 7' 5 49⁄64 ''

ROOF			HEADER
Btw Top Rails	Btw Top Headers	Btw Troughs	Btw Stubs
W	L	L	W
2,252 m	5.674 m	5.378 m	1.640 m
7' 4 21⁄32 ''	18' 7 25⁄64 ''	17' 7 47⁄64 ''	5' 4 9⁄16 ''
Removable swing header capable of swinging 90 degs. to either side.

MAXIMUM PAYLOAD	TARE WEIGHT	MAXIMUM GROSS
28,180 Kgs 62,126 Lbs	2,300 Kgs 5,070 Lbs	30,480 Kgs 67,196 Lbs

40' OPEN TOP STEEL CONTAINER - 42 U1

INTERNAL DIMENSIONS			DOOR
L	W	H	W	H
12.036 m 39' 5 55⁄64 ''	2.350 m 7' 8 33⁄64 ''	2.348 m 7' 8 7⁄16 ''	2.340 m 7' 8 1⁄8 ''	2.280 m 7' 5 49⁄64 ''

ROOF			HEADER
Btw Top Rails	Btw Top Headers	Btw Troughs	Btw Stubs
W	L	L	W
2,232 m	11.798 m	11.512 m	1.940 m
17' 3 7⁄8 ''	38' 8 31⁄64 ''	37' 9 15⁄64 ''	6' 4 3⁄8 ''
Removable swing header capable of swinging 90 degs. to either side.

MAXIMUM PAYLOAD	TARE WEIGHT	MAXIMUM GROSS
26,680 Kgs 58,819 Lbs	3,800 Kgs 8,377 Lbs	30,480 Kgs 67,196 Lbs

FLAT RACK CONTAINERS

20' COLLAPSIBLE FLAT RACK - 22 P3

INTERNAL DIMENSIONS			BTW HEADERS	BTW CORNERS
L	W	H	L	L	W
5.96 m 19' 7''	2.40 m 7' 10''	2.29 m 7' 6''	5.85 m 19' 2''	5.42 m 17' 9''	2.06 m 6' 9''

MAXIMUM PAYLOAD	TARE WEIGHT	MAXIMUM GROSS
37,000 Kgs 81,571 Lbs	3,000 Kgs 6,613 Lbs	40,000 Kgs 88,184 Lbs

40' COLLAPSIBLE FLAT RACK - 42 P3

INTERNAL DIMENSIONS			BTW HEADERS	BTW CORNERS
L	W	H	L	L	W
11.65 m 38' 3''	2.37 m 7' 9''	1.96 m 6' 5''	12.06 m 39' 7''	11.66 m 38' 3''	2.22 m 7' 3''

MAXIMUM PAYLOAD	TARE WEIGHT	MAXIMUM GROSS
44,650 Kgs 98,436 Lbs	5,250 Kgs 11,574 Lbs	50,000 Kgs 110,231 Lbs

REEFER CONTAINERS

20' REEFER STEEL CONTAINER - 22 R1

INTERNAL DIMENSIONS			DOOR
L	W	H	W	H
5.456 m 17' 10 51⁄64 ''	2.294 m 7' 6 5⁄16 ''	2.16 m 7' 1 3⁄64 ''	2.290 m 7' 6 5⁄32 ''	2.264 m 7' 5 9⁄64 ''
NOTE: Inside height is to maxi stowage height.

CUBIC CAPACITY	MAXIMUM PAYLOAD	TARE WEIGHT	MAXIMUM GROSS
28.40 m3 1,002.9 Cft	27,540 kgs 60,715 Lbs	2,940 kgs 6,481 Lbs	30,480 kgs 67,196 Lbs

40' HIGH CUBE REEFER STEEL CONTAINER - 45 R1

INTERNAL DIMENSIONS			DOOR
L	W	H	W	H
11.59 m 38' 0 19⁄64 ''	2.288 m 7' 6 5⁄64 ''	2.40 m 7' 10 31⁄64 ''	2.290 m 7' 6 5⁄32 ''	2.569 m 8' 5 9⁄64 ''
NOTE: Inside height is to maxi stowage height.

CUBIC CAPACITY	MAXIMUM PAYLOAD	TARE WEIGHT	MAXIMUM GROSS
67.50 m3 2,383.7 Cft	29,400 kgs 64,815 Lbs	4,600 kgs 10,141 Lbs	34,000 kgs 74,957 Lbs