Logistics

Overview

Logistics is a critical part of any supply chain including the paper supply chain. In fact at our parent company, we believe that logistics makes up a critical part of the sustainability of the product. Logistics is just not shipping! It is more than that! If the mill is very far from the place of final consumption, the logistical cost will make the product unviable, or the customer would have to work on sleeker margin. Also there will be a lot more carbon emission to get the material there! There by even if you are using the best environmental practices at your plant, are you truly sustainable.

Logistics is the detailed organization and implementation of a complex organization. In our industry logistics can be broken into three main parts:

As converters or consumers of the finished form of the paper or board we use, we believe that we should only be bothered about the part that impacts us. But what we chose to conveniently ignore is that the process is seldom independent of the previous! Our industry is tightly knit and thus every part of the process is critical and important!

If the pulp is not supplied adequately to the mill, the mill cannot convert, and if the mill does not convert what will the convertor consume, and if the convertor does not convert efficiently will he be able to supply the market aptly? Thus, it is a completely integrated process.

Since HYPA is dedicated towards the convertors and consumers, let us focus on the same. Taking the example of the tissue industry here is a general process flow of goods in the industry:

Thus to make a simple toilet roll, you can imagine where the raw material would travel from. Imagine it is not an integrated mill based in Muzaffar Nagar (A prominent paper making belt in India). The pulp might come from an Indonesian supplier to Nava Sava, from where the product is cleared and railed to ICD Moradabad and then trucked to the mill. The raw materials and chemicals are imported from China, and since these make up for 10% of the conversion, lets take the same in account for illustration. The mill has produced the paper and now we would like to reach a converter based in Okhala, which is a part National Capital Region (NCR) of India and a major converting hub. A Toilet Roll might way 100 grams, and thus would be 0.03% of the weightage again for illustrative purposes. The converter aspires to sell the same in Delhi in case 1 and in Bangalore (A major city in the south of India) as Case 2. The same is only to imply the importance of logistics. Do not take the values as definitive or factual.

Part of the Supply Chain

Kms. Travelled

Getting the pulp into Nava Seva

5715
From Nava Seva to ICD moradabad

1602
ICD moradabad to Muzaffarnagar

143
Getting the Raw Materials from China into Nava Seva

9360 (10%) = 936.1

Getting the same to ICD moradabad

160.2
Getting the same to the factory

14.3
Taking the finished rolls to the converter in okhala

132
Taking the converted roll to Delhi (Case 1)

0.006
Taking the converted roll to Bangalore (Case 2)

0.6393
Total

Case 1

Case 2

8703.24

8703.87

What we are trying to illustrate is that there is a lot of movement of goods done to get the roll to the end destination! Sometimes pulp is local, or made from wood, etc. and there is different weightage on the distances taken. But the industry is heavily dependent on efficient movement. The slightest change in logistics can hamper the entire supply chain. Also, in the industry as we move down the supply chain though the impact of weight of the cargo reduces, as products get bulkier, but simultaneously the impact of volume and bulk impact the cost. Which is why in many parts of the worlds, water companies and FMCG distributors distribute tissue, as tissue is light and bulky, and can be used as a filler! 

Supply Chain

Going through the paper supply chain of taking a container of Tissue from the mill to a converting plant in brief in three instances, assuming that the converting plant is based in UAE: 

Mill in India (> 350kms from a Sea Port)

  1. A paper mill in India with a distance in excess of 350 kms from the seaport, and having access to a nearby Inland Container Depot (ICD):

    1. The goods are produced at the Paper Mill 
      1. A Commercial Invoice is generated from the mill 
      2. A Packing List is generated stating the exact content and the weight of the goods placed in the container
    2. Empty containers are picked from the Inland Container Depot for stuffing in the mill and then the filled containers are returned to the Inland Container Depot. 
    3. The container undergoes export clearance at the ICD 
      1. The Certificate of origin (COO) is issued. The COO is issued from an international chamber of commerce stating the origin of the material 
      2. Some shipping lines can also issue a Received for Shipment Bill of Lading (RFS BL) stating the goods have been received for shipment
    4. The container is railed to the Port of Loading 
    5. The container arrives at the Port of Loading (POL) and is then placed at the terminal awaiting its turn for sailing 
    6. The container is placed on the ship and a manifest is filed with the origin port stating contents of the ship and who the goods were sent by and who is receiving the same.
      1. The Shipped-on Board Bill of Lading (BL) is issued at this stage. Stating that the consignment is on board the vessel that has departed to the destination port. 
    7. The ship arrives at the Destination port (POD) and files the manifest with the destination customs stating its content and who are the owners of the goods as well as who sent it. The customer at this stage clears the goods using the shipping documents 
    8. Post customs clearance the customer the customer takes the good via a trailer to his warehouse and returns the empty containers back to the line. 
      1. If the converting factory is far from the port and the country has the infrastructure to carry containers by rail, the containers are then railed to the ICD
      2. Post clearance the containers are emptied in the converting factory and the empty containers are returned to the ICD
    9. The converting mill converts the same making it into attractive consumer products 

Mill in India (< 350kms from a Sea Port)

  • A mill based in India with a distance less than 350 kms from the seaport:

    1. The goods are produced at the Paper Mill 
      1. A Commercial Invoice is generated from the mill 
      2. A Packing List is generated stating the exact content and the weight of the goods placed in the container
    2. Empty containers are picked from the Port for stuffing in the mill and then the filled containers are returned to Port of Loading (POL)
    3. The container undergoes export clearance at the port
      1. The Certificate of origin (COO) is issued. The COO is issued from an international chamber of commerce stating the origin of the material 
      2. Some shipping lines can also issue a Received for Shipment Bill of Lading (RFS BL) stating the goods have been received for shipment
    4. The container is placed on the ship and a manifest is filed with the origin port stating contents of the ship and who the goods were sent by and who is receiving the same.
      1. The Shipped-on Board Bill of Lading (BL) is issued at this stage. Stating that the consignment is on board the vessel that has departed to the destination port. 
    5. The ship arrives at the Destination port (POD) and files the manifest with the destination customs stating its content and who are the owners of the goods as well as who sent it. The customer at this stage clears the goods using the shipping documents 
    6. Post customs clearance the customer the customer takes the good via a trailer to his warehouse and returns the empty containers back to the line. 
      1. If the converting factory is far from the port and the country has the infrastructure to carry containers by rail, the containers are then railed to the ICD
      2. Post clearance the containers are emptied in the converting factory and the empty containers are returned to the ICD
    7. The converting mill converts the same making it into attractive consumer products 

    Mill in India (< 350kms from a Sea Port)

  • A mill based in Central China along the Yangtze: 

    1. The goods are produced at the Paper Mill 
      1. A Commercial Invoice is generated from the mill 
      2. A Packing List is generated stating the exact content and the weight of the goods placed in the container
    2. Empty containers are picked from the Barge Port for stuffing in the mill and then the filled containers are returned to barge port. 
    3. The container arrives at the Barge Port and awaits a Barge 
    4. Container is transported from the Barge Port to the Port of Loading (POL)
    5. The container arrives at the POL and post, export custom clearance the container awaits it turn shipping at the port
      1. The Certificate of origin (COO) is issued. The COO is issued from an international chamber of commerce stating the origin of the material 
      2. Some shipping lines can also issue a Received for Shipment Bill of Lading (RFS BL) stating the goods have been received for shipment
    6. The container is placed on the ship and a manifest is filed with the origin port stating contents of the ship and who the goods were sent by and who is receiving the same.
      1. The Shipped-on Board Bill of Lading (BL) is issued at this stage. Stating that the consignment is on board the vessel that has departed to the destination port. 
    7. The ship arrives at the Destination port (POD) and files the manifest with the destination customs stating its content and who are the owners of the goods as well as who sent it. The customer at this stage clears the goods using the shipping documents 
    8. Post customs clearance the customer the customer takes the good via a trailer to his warehouse and returns the empty containers back to the line. 
      1. If the converting factory is far from the port and the country has the infrastructure to carry containers by rail, the containers are then railed to the ICD
      2. Post clearance the containers are emptied in the converting factory and the empty containers are returned to the ICD
    9. The converting mill converts the same making it into attractive consumer products

    What we are trying to illustrate from the above instance is that the supply chain of just getting the parent rolls or sheets from the mill to the printer, converting factory or the stockiest itself includes various steps and all of the same adds on to become a significant cost in the entire operation. Tissue being bulky occupies a lot of roll. In general, in a 40 ft High Cube container we can only fit in 12 – 14 MT of parent rolls depending on the size. 

    Coming down the supply chain even more, lets have a brief snap shot at how a converter distributes: 

    As mentioned before a convertor either supplies to commercial outlets where the consumption happens or through a retail or distribution channel where the consumer buys the products for consumption. In simpler terms for example a packet of napkin. If the customer is paying the price of the napkin for his personal consumption, it is generally considered as a retail sales, whilst if the business is procuring the napkin to enhance the experience of the customer or use it in their process it is considered as Away from Home. 

    Some companies have a distribution outlook where they like to sell to and interact directly with the customer either through van sales or having depot sales spread across their geographies. Whilst on the other hand, some distribute their product directly with large retail chains such as Carrefour, Big Bazar, Target, Walmart amongst others, and others might use a distributor to facilitate the same. Smaller retail shops have a much smaller requirement, for example a shop where our office is located consumes only 10 boxes of Facial Tissue per week! Thus making it practical to service the said customer through a distributor who can club and supply his requirements. 

    Same is the case in Industrial or Away from Home, where a distributor might be appointed to deliver and ensure financial compliance delivering in all the branches of the institution they would be servicing. Some institutions have a central warehouse where they procure and distribute amongst branches by themselves. If the consumer has a decent sized requirement, the customer also supplies him directly avoiding the costs associated with the distributors. 

    The above is a general and macroscopic view of the downward supply chain, with it getting more complicated and simplified based on each company’s strategy. Some only supply through e-commerce. 

    Usually whilst we come down the supply chain there is an addition in value to the product but also a reduction in transactional value. For example, a paper mill will supply $100 worth of paper to a distributor who might supply $40 worth of the goods to the printer. The printer then might service the end customer by $2 worth of printed goods and supply multiple such converter.

    Sea Cargo

    From ancient time, mankind has relied on transporting goods using the riverways and seaways. The sea has connected the world closer by allowing rapid and efficient transport of goods in a sustainable and cost effective manner. Earlier on we had sail boats, which were then modernized to modern day Barges, and mega carriers!

    Here is a video demonstrating the different kind of container ships available:

    Whilst cargo movement by land will be dependent on the rules and regulation of the country and its treaty and pact with the neighboring countries incase of international transit. However the governing rules for Sea Freight is universal, with customs rule and documentation varying from country to country.

    Types of Containers

    We would like to briefly touch upon the kind of containers available: 

    1. Dry Storage Containers: These are the most used container, enclosed on three sides having a single door. They are available in various sizes standardized by ISO. They are used for the shipping of dry materials and come in sizes of 10, 20 and 40 feet. The dimensions of the containers are below: 

    Type

    Length (ft. inches)

    Width (ft. Inches)

    Height (ft inches)

    Door Opening (ft inches)

    Cubic Capacity (cu ft)

    20 Foot

    19’3”

    7’8”

    7’9 7/8”

    Height: 7’5”
    Width: 7’8”

    1165

    40 Foot

    39’5”

    7’8”

    7’9 7/8”

    Height: 7’5”
    Width: 7’8”

    2350

    40 Foot HC

    39’5”

    7’8”

    8’9 15/16”

    Height: 8’5 1/2”
    Width: 7’8”

    2694

    Type

    Length (cm)

    Width (cm)

    Height (cm)

    Door opening (cm)

    Cubic Capacity (m3)

    20 Foot

    589.74

    234.8

    238.44

    Hight: 234
    Width: 233.68

    33

    40 Foot

    1219.2

    234.8

    238.44

    Height: 234
    Width: 233.68

    67

    40 Foot HC

    1219.2

    234.8

    269.24

    Height: 259 Width: 233.68

    76
    1. Apart from the above we have open top containers, where the loading of the containers happens from the top. The container is later sealed using a tarpaulin material. Flat Rack containers are suitable where the loading needs to take place from the top or the sides. Apart from this there also refrigerated and garment hanger containers also for carrying specialized and perishable cargo. 

    At HyPa, we aren’t touching on Air Cargo, as Tissue and Packaging goods are seldom transported by air. Sea is the main choice of transport used. It is important to understand the width and height and cubic volume of a container to maximize the loading and increase the efficiency in logistical movement. The more you can load in a container and optimize the space, you save on local clearing charges, reduced carbon foot-print, reduced ocean freights. 

    Instruments

    A key part of the supply chain is the documentation. Since the cargo changes hand frequently and the liability constantly shifts from the mill to the customers place, the documentation of the goods needs to perfect! Again, we aren’t doing land transport as the documentation varies from country to country. We will be going over Sea Cargo. We will be touching base on the following documents commonly used. Bill of Lading (BL), Certificate of origin (COO), Invoice and Packing List. These are generally the documents required across the globe. Some country’s have special requirement in documentation to either protect the consumer or the environment.

    Let us go through the documentation process as the documents are released:

    Invoice and Packing List:

    When the shipper loads the container either at the mill or at the port, they generate an invoice and packing list. The invoice mentions the value of the cargo loaded whilst the packing list mentions the cargo in the container. Sometimes there is also a detailed packing list, mentioning the itemized weight (net and gross)  of every reel/bundle/pallet in the container. The same is essential as the consignee can verify the material they have received. 

    Insurance:

    A marine insurance is issued by the shipper or the consignee based on the inco term used. The marine insurance covers the damage of the goods caused due to the following: 

    1. Natural Disasters 
    2. Man – made disasters 
    3. Collision, overturning or derailment of the land conveyance 
    4. Sinking or Stranding of Ships 
    5. Discharge of cargo at point of distress or damage caused by jettison 

    The insurance covers the transits through a combination of any of the following: 

    1. Water 
    2. Air 
    3. Road or Rail 

    However, the exact cover would depend on the policy taken by the insurer. Marine insurance does not cover: 

    1. Loss or damage due to willful act of negligence and misconduct 
    2. Loss or damage due to delay 
    3. Loss or damage due to improper packaging 
    4. Financial default of the operator of the vessels 
    5. Loss or damage due to strike, riot and civil commotion 
    6. War Risk 

    Again, these are common exclusions, whilst it would vary from the policy had. Broadly the policy covers the goods from transit damages from the factory to the consignee’s place of unloading. 

    Certificate of Origin: 

    The Certificate of Origin (COO) is a critical document as it mentions the country of origin of the goods. The document is critical, as governments, use the same to analyze the trade between their partner countries. Some countries have agreements amongst them promoting trade, whilst some are restricting the import from certain countries, to maintain an equilibrium in trade. For example:

    If the goods are produced in China, and are consigned to the USA, and the goods fall in the taxable or dutiable list, the goods would attract the appropriate duty. Even if the shipper imports the goods, in a tertiary country such as Vietnam, but does not add sizable value on the cargo, the goods still carry the COO of Chinese origin. The reason the United States had imposed a duty on Chinese goods, was to maintain a trade balance. Since the US had a sizeable import with export limited to certain automobiles and agriculture products there was a trade deficit that they wanted to balance. 

    Similarly, if the goods are of Indonesian origin, and are shipped to India, most goods fall under the ASEAN treaty, where there is no duty on the import. To ascertain the same, the goods need to have an Indonesian Certificate of Origin. If a shipper in Indonesia, loads Chinese origin goods, without adding value in a container and exports it to India, the consignee in India would be assessed a duty as the goods are of Chinese origin and not Indonesian origin! 

    The Certificate of Origin, is usually issued by the Chamber of Commerce or the Department of Economy, and other similar trade regulating bodies that are members of the International Chamber of Commerce World Chambers Federation (IOC). 

    Bill of Lading: 

    A Bill of Lading (BL) is a document issued by the carrier to the shipper that details the type, quantity, origin and destination of the goods being carried. A BL also serves as the shipment receipt of the goods being carried. There are two types of BLs, such as Master BL (issued by the carrier themselves) and House BL (Issued by the freight forwarder). There are also two points when the BL is issued, Shipped on Board BL (when the container is loaded on the ship) and Received for Shipment BL (When the container is handed over to the shipping line for shipment). Whenever a BL is issued, it implies that the containers have been handed to the carrier for shipment by the shipper and the liability of the container movement shifts to the carrier. 

    The BL is a legally binding document between the carrier and the shipper. It provides the carrier all the necessary information to invoice the charges correctly. A BL comprises of the following parties: 

    1. Shipper: The party shipping the good from the Port of Loading 
    2. Consignee: The party receiving the goods 
    3. Notify Party: The party being notified by the carrier that the goods have arrived the port of destination

    The BL also mentions the following: 

    1. POL: Port of Loading: The port where the container was initially handed over to/loaded on the master vessel. The POL is where the carrier liability begins. 
    2. POD: Port of Destination: The final port the goods are destined to (Can be an inland port or a Sea Port). The POD is were the carriers liability seizes. 

    The BL mentions the description of the goods, the weight and volume, HS Code (Harmonized System Codes, identifying the type of goods, using a 4+4 digit code such as Toilet Tissue Rolls: 4818.1090) and the Freight Pre-Paid or not. 

    As mentioned, the BL can be issued by the Freight Forwarder (House BL) or by the Carrier (Master BL): 

    1. Master BL: A Master Bill of Lading is issued by the carrier carrying the goods shipped. The Master BL (MBL), can be issued to the freight forwarder/ NVOCC (Non – Vessel operating Common Carriers) or to the shipper. A MBL is the most reliable shipping document because it is signed by the carrier themselves, and is handed over to the person who made the booking. 
    2. House BL (HBL): A House Bill of Lading is issued by a freight forwarder or a NVOCC. Usually the freight forwarder or a NVOCC, books significant space on a ship to get the best rates. They then club various bookings of their customers in a single MBL and issue a HBL individually to all their customers. Both the HBL and the MBL contain the same accurate and detailed information about the shipment. The differences between the two documents are detailed below:

    Master Bill of Lading

    House Bill of Lading

    MBL is issued to the shipper or a freight forwarder or NVOCC by the carrier themselves

    HBL is issued to the actual shipper by a Freight Forwarder or NVOCC 

    The Delivery Order (DO) is issued by the master carrier or their respective agents 

    The Delivery order is usually issued by the Freight Forwarder or NVOCC or their partner agent 

    Changes and amendments are expensive, as tariffs for any service is in accordance with published rates. 

    Depending on the company you work with the same can be negotiated. 

    Destination charges are usually more expensive than a Freight Forwarder of NVOCC 

    Destination charges can be negotiated with the forwarder of NVOCC

    Issuance of a new MBL is lengthy and expensive, as the said document is sacrosanct for the shipping line to determine the owner of the goods

    Issuance of a HBL is generally easier than a MBL and again is dependent on the company you work with. 

    Generally the document preferred by banks and other financial institutions financing the transactions  

    The extent of security of the document is determined by the size of the forwarder/ NVOCC. Generally not accepted by the banks under LC or other negotiated terms .

    There are also other types of Bills of Lading, which is more to do with the time of issuance or the process of release: 

    1. Received for Shipment Bill of Lading/ RFS BL: A RFS BL, is issued by the Carrier or the NVOCC, upon taking possession of the cargo. The same is generally done when the export customs clearance is done at a Inland Container Depots. Whilst issuing a RFS BL, the line or forwarder or NVOCC is stating that the said container is in their possession and will be shipped in accordance. 
    2. Shipped on Board BL: A Shipped-on Board BL, is issued by the Carrier or forwarder/ NVOCC, when the containers have been loaded on the vessel, and the Port of Loading Manifest has been filed by the carrier at the time of sailing. This is the most secure type of BL, ensuring that the goods are on the vessel and enroute to the final destination or POD. A Shipped on Board BL is usually mandatory for any LC Shipment
    3. Telex Release BL/ Surrendered BL: A Telex BL, is where the shipper has submitted all three copies of the original BL, either to the freight forwarder or the carrier and have asked them to release the cargo to the consignee. The said process is the fastest method to release a shipment. Usually the surrendering of the originals take place at the POL, whilst some carrier offer to accept the same through their network branches. Whilst doing a Telex Release, a BL is still generated, and a paper trail is generated showing the handing over and handing back of the documents. Usually after issuing a telex release, the shipper loses ownership of the cargo, and the ownership is now in the hands of the consignee or endorsed party. 
    4. An “order” bill of lading: This is a negotiable form which is addressed “to order” or “to order of [a party]” instead of being consigned to the buyer. The carrier will hand over the shipment to whoever presents this bill of lading, as long as it is endorsed on the back. The holder of the order bill of lading is assumed to be the owner of the goods being shipped. The order bill of lading is commonly used when the purchase of goods is covered by a letter of credit or if the goods are expected to be traded on a mercantile exchange while the shipment is still in transit.

    We hope the above gave you context of the various documents used in the supply chain. Again there are various other documents which are country specific or based on the region council requirements (example GCC, etc.). The above information is an overview on the need and functioning of the document. The legal implications and extents of the documents again vary from country to country. 

    INCO Terms

    The last bit of our Logistics Section is about the INCO Terms. The Incoterms or International Commercial Terms are a series of pre-defined commercial terms published by the International Chamber of Commerce (ICC) relating to international commercial law. They are widely used in international commercial transactions or procurement processes and their use is encouraged by trade councils, courts and international lawyers. A series of three-letter trade terms related to common contractual sales practices, the Incoterms rules are intended primarily to clearly communicate the tasks, costs, and risks associated with the global or international transportation and delivery of goods. Incoterms inform sales contracts defining respective obligations, costs, and risks involved in the delivery of goods from the seller to the buyer, but they do not themselves conclude a contract, determine the price payable, currency or credit terms, govern contract law or define where title to goods transfers.

    The Incoterms rules are accepted by governments, legal authorities, and practitioners worldwide for the interpretation of most commonly used terms in international trade. They are intended to reduce or remove altogether uncertainties arising from the differing interpretations of the rules in different countries. As such they are regularly incorporated into sales contracts or invoices worldwide.

    The first work published by the ICC on international trade terms was issued in 1923, with the first edition known as Incoterms published in 1936. The Incoterms rules were amended in 1953, 1967, 1976, 1980, 1990, 2000, and 2010, with the ninth version — Incoterms 2020 — having been published on September 10, 2019.

    A nice video on the same:

    The 7 Inco terms for any mode of transport are:

    1. EXW: Ex Works (Insert place of Delivery)    
    2. FCA  - Free Carrier (Insert named place of delivery) 
    3. CPT  - Carriage Paid to (insert place of destination) 
    4. CIP -  Carriage and Insurance Paid To (insert place of destination)  
    5. DAP - Delivered at Place (insert named place of destination)  
    6. DPU - Delivered at Place Unloaded (insert of place of destination)  
    7. DDP - Delivered Duty Paid (Insert place of destination

    The 4 Inco Terms when the transport is made using sea and inland waterways are:

    1. FAS - Free Alongside Ship (insert name of port of loading) 
    2. FOB - Free on Board (insert named port of loading) 
    3. CFR - Cost and Freight (insert named port of destination) 
    4. CIF -  Cost Insurance and Freight (insert named port of destination)

    The below is a Table understanding the basic liability for each term:

     

    Freight Collect

    Freight Prepaid

    Groups

    Any Mode of Transport 

    Sea and inland Waterways

    Any mode or Modes of Transport

    Incoterms

    EXW

    FCA

    FAS

    FOB

    CFR

    CIF

    CPT

    CIP

    DAP

    DPU

    DDP

    Ex-Works (Place)

    Free Carrier (Place)

    Free Alongside Ship (Port)

    Free on Board (Port)

    Cost and Freight (Port)

    Cost Insurance and Freight (Port)

    Carriage paid to (Place)

    Carriage and Insurance paid to (Place)

    Delivered at Place (Place)

    Delivered at Place Unloaded (Place)

    Delivered Duty Paid (Place)
    Transfer of Risk

    At Buyers disposal 

    On Buyers Transport

    Alongside Ship

    On Board Vessel

    On Board Vessel 

    On Board vessel

    At Carrier

    At Carrier 

    At Named Place

    At Named Place Unloaded

    At Named Place

    Obligation and Charges 

    Export Packaging

    Seller

    Seller

    Seller

    Seller

    Seller

    Seller

    Seller

    Seller

    Seller

    Seller

    Seller
    Loading Charges

    Buyer

    Seller

    Seller

    Seller

    Seller

    Seller

    Seller

    Seller

    Seller

    Seller

    Seller
    Delivery to Port or Place

    Buyer

    Seller

    Seller

    Seller

    Seller

    Seller

    Seller

    Seller

    Seller

    Seller

    Seller
    Export duty, taxes and custom clearance 

    Buyer

    Seller

    Seller

    Seller

    Seller

    Seller

    Seller

    Seller

    Seller

    Seller

    Seller
    Origin Terminal Charges

    Buyer

    Buyer

    Seller 

    Seller

    Seller

    Seller

    Seller

    Seller

    Seller

    Seller

    Seller
    Loading on Carriage

    Buyer

    Buyer

    Buyer

    Seller

    Seller

    Seller

    Seller

    Seller

    Seller

    Seller

    Seller
    Carriage Charges

    Buyer

    Buyer

    Buyer

    Buyer

    Seller

    Seller

    Seller

    Seller

    Seller

    Seller

    Seller
    Insurance

    Negotiable

    Seller 

    Negotiable 

    Seller

    Negotiable
    Destination Terminal Charges

    Buyer

    Buyer

    Buyer

    Buyer

    Buyer

    Buyer

    Seller

    Seller

    Seller

    Seller

    Seller
    Delivery to Destination

    Buyer

    Buyer

    Buyer

    Buyer

    Buyer

    Buyer

    Buyer

    Buyer

    Seller

    Seller

    Seller
    Unloading at Destination

    Buyer

    Buyer

    Buyer

    Buyer

    Buyer

    Buyer

    Buyer

    Buyer

    Buyer

    Seller

    Buyer
    Import Duty, Taxes and Customs Clearance 

    Buyer

    Buyer

    Buyer

    Buyer

    Buyer

    Buyer

    Buyer

    Buyer

    Buyer

    Buyer

    Seller

    Logistics Summary

    We hope we have given you a wholistic view of the logistics involved in the Hygiene and Packaging industry and the downstream value chain. We have given you the information based on the research conducted through multiple channels, and the authenticity and legalities of the same would be best judged by you and your team. We have tried to educate and explain the reason behind using the documents as well as the various Incoterm, so that the next time we are using the same, we know why. We welcome your feedback and you can always contact us at: contact@theconiferous.com