FAQs

The cost of air freight transport depends on various factors and must be determined on a case-by-case basis. Basically, the distance of the route to be covered, the desired transit time as well as the size and weight of the individual consignment influence the total costs. The gross tonnage and the volume weight are compared and the higher value is used as the basis for the calculation.
Furthermore, supply and demand on the global market also plays a role in the cost calculation.
The cost of an air freight transport are therefore always dependent on the following parameters:
- Relation
- Size and weight of the shipment
- Nature of the goods / commodity
- Market situation at different times of the year / peak season

There is no minimum quantity for transport by air freight. However, there are certain flat rates that are more significant in percentage terms for smaller, lighter consignments than heavier ones.
As a general rule, the air freight rate per kg decreases as the weight of the shipment increases in the individual weight classes.

Yes, we offer both full and partial Air Freight Charter solutions for your air freight transport. There is also the possibility of using passenger aircraft converted into freighters, a so-called "Prachter".
Together with our partners, it is possible for us to organise such a solution from any airport and make you a tailor-made offer.

Of course, we organise your transports by air freight worldwide. With our own stations and the help of a strong network of reliable partners, your global delivery by air freight is possible for us. Find contact persons from our network at 30 different locations now. 

The transit time depends on the distance covered, the number of stops and the service level chosen.
In most cases, the transit time from one airport to another is between 2 and 7 days.

Both refrigerated deliveries and hazardous goods transports can be organised. Appropriate equipment, such as loading units, dry ice, thermal blankets, insulation boxes or data loggers are available in our warehouses or via the airlines.

The cost of air freight transport depends on various factors and must be determined on a case-by-case basis. Basically, the distance of the route to be covered, the desired transit time as well as the size and weight of the individual consignment influence the total costs. The gross tonnage and the volume weight are compared and the higher value is used as the basis for the calculation.
Furthermore, supply and demand on the global market also plays a role in the cost calculation.
The cost of an air freight transport are therefore always dependent on the following parameters:
- Relation
- Size and weight of the shipment
- Nature of the goods / commodity
- Market situation at different times of the year / peak season

From 1 kilogram to a full charter (120to).

Depending on the region between 20 - 120 hours.

Our network covers all major economic regions.

We are able to cover all Incoterms.

Both refrigerated deliveries and hazardous goods transports can be organised. Appropriate equipment, such as loading units, dry ice, thermal blankets, insulation boxes or data loggers are available in our warehouses or via the airlines.

An On Board Courier - also known as a Hand Carry Courier or Flight Messenger - takes the item(s) to be transported onto a scheduled flight as his or her luggage. This ensures that the consignment is always guarded and can be acted upon immediately should any hurdles to onward transportation arise.

Typically, important contracts and other documents, essential components, urgently needed spare and production parts (aircraft overhaul (AOG), automotive industry, etc.) or special valuables.

The costs for a door-to-door air cargo transport with an OBC depend on various factors and are to be determined depending on the individual case.

Only appropriately packaged goods that are accessible to the courier are transported. The transport of dangerous goods is excluded (exceptions are regulated in table 2.3 of the IATA dangerous goods regulations). All deliveries are subject to the usual security checks.

This depends on whether it is transported in the aircraft cabin or as baggage. As hand luggage: maximum 55 x 40 x 20 cm (1 bag in Economy, 2 bags Business/First Class). Maximum weight: 8 kg per bag. As checked baggage: width + length + height in total maximum 203 cm. Maximum weight: 32 kg.

The freight must be suitably packed and accessible at all times - screwing, nailing or sealing is not permitted. If required, we offer a packing service at a charge.

We offer extensive insurance options for you. Our trained staff will be happy to advise you and work with you to determine which options are suitable for your specific needs.

Essentially, there are two different ways to transport your cargo in a container:

• FCL (Full Container Load) offers you the option of transporting your freight in a container that is provided only for your cargo. This option is suitable for large freight volumes, sensitive or valuable cargo.
• LCL (less than container load) is loaded into a consolidated container. Your goods share the container's capacity with other goods. This means you use exactly the space you need for your cargo. Röhlig can advise you on the right option for your sea transport.

Simply put, FCL is suitable for larger volumes and LCL is the better option for smaller volumes.
However, there are other factors that can influence the decision. The value of the goods, the customer's storage capacity and the required shipping frequency, as well as general market conditions, can all influence which type of sea transport is best. In any case, flexibility is key, and what is the right decision for your business today may change tomorrow. Our sea freight experts can help you make the right decision!

Yes, organising worldwide transports of dangerous goods by sea freight is a common service Röhlig offers its customers.
For dangerous goods transports, additional documentation is required to ensure that all parties involved understand the requirements for the cargo and that the sea transport is safe for people and the environment. A surcharge is usually levied to cover the additional activities required to comply with global environmental regulations.

Yes, refrigerated/heated deliveries by sea freight can be arranged.
Special equipment ("reefer container") is used for refrigerated shipments. Reefer containers (also called refrigerated containers) are insulated containers equipped with a unit that can be used to cool the container to a certain temperature. Sea freight rates for reefer transport differ from those for general cargo.

Of course, we offer you door-to-door sea freight solutions worldwide. This is possible thanks to our own locations and our strong network of reliable partners. Here you will find a list of our branches in over 30 countries.

No, we work for companies of all sizes, regardless of their industry. For example, we transport goods from industries such as electronics, textiles, furniture, automotive, food, chemical products, sports equipment, plant and mechanical engineering or even household appliances.

For FCL shipments, the standard minimum is one container per shipment. For LCL shipments there is no minimum, but customers should keep an eye on the costs as LCL shipments usually have minimum charges for one cubic metre. Depending on the route, an air freight option may be cheaper than LCL.

The costs for sea freight transport depend on various factors and must be determined on a case-by-case basis. Basically, the container mode (LCL or FCL), the trade lane (origin and destination), the desired transit time as well as the size and weight of the individual consignment influence the total costs.

In addition, supply and demand on the world market also play a role in the cost calculation. Here you can get an individual offer online or contact our staff at one of our local branches.

Yes, we offer both full and partial ship charter solutions for your sea freight transport. Together with our partners, it is possible for us to organise such a solution from any port and provide you with a tailor-made offer.

In principle, all sea freight containers that comply with ISO standard 668 can be used for FCL. There is a whole range of different containers that are used depending on the goods and individual requirements (e.g. maximum weight, required volume). The most common container sizes are 20 feet or 40 feet containers. You can find an overview of different container sizes and types here.

If you compare the two transport options, a whole range of factors can determine whether you opt for FCL or LCL!

• Costs: FCL is only economical above a certain fill quantity. Smaller freight volumes are generally cheaper by LCL sea freight. It is not possible to make a general assessment of the load level at which the pendulum swings in favour of FCL, as many variable price factors can have an influence. These include the current freight rates for LCL and FCL. Especially for full container loads, the costs can vary greatly depending on demand.
• Time factor: FCL is faster than LCL because the time-consuming consolidation processes are eliminated - both at the origin CFS (Container Freight Station) and at the destination CFS. Indirect LCL routes can even be split and re-bundled several times. (Direct LCL freight routes or our "accelerated LCL" are faster alternatives here). In principle, the freight duration of an FCL transport can be better planned, but the ongoing challenges within the logistics industry worldwide make this more difficult.
• Fragility and/or value of cargo: With FCL, you enjoy the privilege of being the sole "owner" of the container's contents. Sealing from origin to destination provides security for valuable cargo. The elimination of frequent movements of goods as part of general cargo consolidation reduces the risk of damage. The risk of contamination from inadequately packed goods from third-party shippers is also eliminated.
• Availability: When demand for containers is high, for example before public holidays in the Far East (e.g. Golden Week in China), bottlenecks can occur in the availability of full containers. Planning ahead can counteract this. Our recommendation: Book the containers with us at least 14 days in advance so that we can arrange prompt shipping.

Whether you use FCL, LCL or even our expedited LCL depends on many individual factors. Our competent logistics consultants will help you make the optimal choice and will be happy to provide you with an individual, tailor-made offer!

Various factors are included in the calculation of your FCL sea freight rates. These include, among others:

• Container transfer from consignor to port (pre-carriage) or from port to consignee (on-carriage)
• Container loading and unloading (if not carried out in-house)
• Terminal handling for origin and destination port
• Sea freight
• Sea freight surcharges (e.g. BAF, PSS, war risk etc.)
• Costs for the use of the container within the terminal beyond the free period. This includes storage (payable to the terminal for the occupied space) and demurrage (payable to the shipping company for container hire).
• Charge for late return of containers or late delivery outside the terminal or depot beyond the free period (detention)
• Costs for empty journeys from the container depot to the packing station or from the packing station to the container depot
• Costs for customs clearance of the consignment of goods

Some of the services and costs mentioned can also be bundled, such as the handling costs at the terminal with the sea freight rate.

Under certain conditions, the transport of dangerous goods in full containers is also possible. This depends on the route chosen and the hazard classification. The dangerous goods must be declared and relevant documents provided, along with appropriate, secure packaging.

Reliable packaging is essential for LCL sea transports. Insurers may refuse to settle a claim if your goods have been inadequately packed. Double-walled crates that can safely carry the weight of the contents are recommended. Secure the crates with high quality materials. Products inside the crates should also be securely packed.

Goods that are sensitive to moisture should be protected accordingly - for example, by wrapping in plastic. Moisture-absorbing desiccants are also recommended. Otherwise, try to ensure the package is fully filled to avoid damage during transit.

If you use pallets for your LCL freight, distribute the boxes evenly in terms of weight and avoid goods protruding beyond the pallet.

When it comes to choosing the appropriate mode of transport, there are several criteria to consider:

• Costs: LCL sea freight is undoubtedly a favourable transport option. The smaller and lighter the freight (up to a minimum of one cubic metre), the greater the cost advantage over a full container (FCL). As the quantity increases, there is a break-even point at which even an FCL that is not completely full can be cheaper. Furthermore, freight rates for LCL and FCL can fluctuate, the latter being particularly volatile.
• Time factor: LCL is slower than FCL, as more time is needed to bundle and split consolidate multiple shipments from different shippers. On indirect LCL freight routes, the shipment can be reconsolidated several times. Expedited LCL can be a good alternative for time-sensitive shipments.  
• Nature of the goods shipped: Apart from the time factor, the more frequent "handling" and moving of cargo during consolidationscan pose a risk to sensitive goods. With FCL, you use the container exclusively. Your goods do not come into contact with anyone else‘s, minimising the risk of damage.
• Availability: During peak periods, such as the period leading up to China's Golden Week, FCL capacity can be more likely to be exhausted than LCL transport options.

Obviously, the trade-off between FCL and LCL depends on what works best for your business. You can rely on personalised advice from our experienced staff who prepare a tailor-made offer for every enquiry.

On direct LCL routes, the container, once consolidated, remains intact until it reaches its destination. Röhlig offers you over 2,500 direct LCL sea freight connections within its network. With indirect LCL, the cargo may be reconsolidated several times during transport, which costs additional time.

Various factors are taken into consideration when calculating your LCL sea freight rate, for example:

• CFS reception
• Container transfer from CFS to port or port to CFS
• Container loading and unloading
• Terminal handling at port of origin and port of destination
• Sea freight
• Sea freight surcharges (e.g. BAF, PSS, war risk etc.)
• CFS goods release

Some services can also be combined, such as the handling costs at the terminal with the sea freight rate.

Dangerous goods can be transported by LCL under certain circumstances depending on the route and the hazard classification of the goods. Dangerous goods must be declared and documented accordingly and appropriately packed. 

Reliable packaging is essential for LCL sea transports. Insurers may refuse to settle a claim if your goods have been inadequately packed. Double-walled crates that can safely carry the weight of the contents are recommended. Secure the crates with high quality materials. Products inside the crates should also be securely packed.

Goods that are sensitive to moisture should be protected accordingly - for example, by wrapping in plastic. Moisture-absorbing desiccants are also recommended. Otherwise, try to ensure the package is fully filled to avoid damage during transit.

If you use pallets for your LCL freight, distribute the boxes evenly in terms of weight and avoid goods protruding beyond the pallet.

For freight, both the weight (expressed in metric tonnes) and the dimensions (cubic metres = length x width x height in metres) are considered. The larger value is always used to calculate the costs.  The reason for this is that a container can hold a maximum volume, which is in relation to a maximum weight. Thus, a container can hold approx. 3 times as much volume in cubic metres as weight in metric tonnes. Depending on which size is reached first, the container is considered to be fully loaded. Accordingly, the unit of measurement with the higher factor is always used to calculate the freight costs.

Calculating freight weight mainly depends on the transport distance. In addition, different cost components may have different calculation bases.

The expedited LCL option is available for routes that traditionally have multiple consolidation/deconsolidation points. The fastest deploying expedited LCL routes are for imports to the USA. However, the expedited LCL option can be set up for all routes.

Yes - expedited LCL has a higher carbon footprint as slower parts of the transport by rail/ship/sea are replaced by truck transport, emitting higher levels of CO2 per kilometer travelled.

Yes. For most routes, this limit is based on the maximum weight and volume of a 40' HC container, but it can be lower, depending on the specifics of the cargo and the trade route.

Yes, our expedited LCL rates can be quoted in KG to compare with air freight. They can also be quantified in weight/measurement for easy comparison with conventional LCL services.

Yes, dangerous goods can generally also be transported, depending on the respective route and the goods (hazard classification).

In general, the more data available about the shipments, the greater the chance of finding the ideal configuration for consolidation. The data elements include:

• Shipment frequency per shipper
• Average shipment volume per shipper
• Average shipment weight per shipper

Not necessarily, because the costs depend very much on the consignment frequency, the consignment origin, and the size of the consignments. At Röhlig Logistics, we thoroughly analyse customer data and make recommendations as to which consignments should be included in consolidation and which should be sent by traditional general cargo.

Yes, most consolidation concepts include the option to switch the transport mode to air freight. As part of our customised transport solutions, you can choose this option if required!

Yes, generally dangerous goods can be included in the consolidation, however, depending on the region, there are also specifications for mixed loading that must be taken into account. On some trade lanes, it is not advisable to include dangerous goods in consolidations, as disproportionately high additional costs are incurred.

In buyer's consolidation, LCL consignments are bundled from different suppliers who have a common consignee. The originally separate shipments are collected at a consolidation center, loaded into a shipping container and sent to their destination as FCL (Full Container Load).

In seller's consolidation, several shipments of the same origin are loaded into a container by the supplier or seller as FCL. The container is then sent to the destination port, where the individual consignments are deconsolidated and sent to different recipients or buyers.

Reliable packaging is essential for LCL sea transports. Insurers may refuse to settle a claim if your goods have been inadequately packed. Double-walled crates that can safely carry the weight of the contents are recommended. Secure the crates with high quality materials. Products inside the crates should also be securely packed.

Goods that are sensitive to moisture should be protected accordingly - for example, by wrapping in plastic. Moisture-absorbing desiccants are also recommended. Otherwise, try to ensure the package is fully filled to avoid damage during transit.

If you use pallets for your LCL freight, distribute the boxes evenly in terms of weight and avoid goods protruding beyond the pallet.

When it comes to choosing the appropriate mode of transport, there are several criteria to consider:

• Costs: LCL sea freight is undoubtedly a favourable transport option. The smaller and lighter the freight (up to a minimum of one cubic metre), the greater the cost advantage over a full container (FCL). As the quantity increases, there is a break-even point at which even an FCL that is not completely full can be cheaper. Furthermore, freight rates for LCL and FCL can fluctuate, the latter being particularly volatile.
• Time factor: LCL is slower than FCL, as more time is needed to bundle and split consolidate multiple shipments from different shippers. On indirect LCL freight routes, the shipment can be reconsolidated several times. Expedited LCL can be a good alternative for time-sensitive shipments.  
• Nature of the goods shipped: Apart from the time factor, the more frequent "handling" and moving of cargo during consolidationscan pose a risk to sensitive goods. With FCL, you use the container exclusively. Your goods do not come into contact with anyone else‘s, minimising the risk of damage.
• Availability: During peak periods, such as the period leading up to China's Golden Week, FCL capacity can be more likely to be exhausted than LCL transport options.

Obviously, the trade-off between FCL and LCL depends on what works best for your business. You can rely on personalised advice from our experienced staff who prepare a tailor-made offer for every enquiry.

If you compare the two transport options, a whole range of factors can determine whether you opt for FCL or LCL!

• Costs: FCL is only economical above a certain fill quantity. Smaller freight volumes are generally cheaper by LCL sea freight. It is not possible to make a general assessment of the load level at which the pendulum swings in favour of FCL, as many variable price factors can have an influence. These include the current freight rates for LCL and FCL. Especially for full container loads, the costs can vary greatly depending on demand.
• Time factor: FCL is faster than LCL because the time-consuming consolidation processes are eliminated - both at the origin CFS (Container Freight Station) and at the destination CFS. Indirect LCL routes can even be split and re-bundled several times. (Direct LCL freight routes or our "accelerated LCL" are faster alternatives here). In principle, the freight duration of an FCL transport can be better planned, but the ongoing challenges within the logistics industry worldwide make this more difficult.
• Fragility and/or value of cargo: With FCL, you enjoy the privilege of being the sole "owner" of the container's contents. Sealing from origin to destination provides security for valuable cargo. The elimination of frequent movements of goods as part of general cargo consolidation reduces the risk of damage. The risk of contamination from inadequately packed goods from third-party shippers is also eliminated.
• Availability: When demand for containers is high, for example before public holidays in the Far East (e.g. Golden Week in China), bottlenecks can occur in the availability of full containers. Planning ahead can counteract this. Our recommendation: Book the containers with us at least 14 days in advance so that we can arrange prompt shipping.

Whether you use FCL, LCL or even our expedited LCL depends on many individual factors. Our competent logistics consultants will help you make the optimal choice and will be happy to provide you with an individual, tailor-made offer!

Yes, we have the ability to track your Cross-Border Trucking load door-to-door.

Röhlig Logistics have access to many types of equipment based on your specific need. For example, Dry Van, Temperature Controlled, Food Grade and many other options.

Yes, in fact, Röhlig Logistics hold two C-TPAT certifications in the United States: Consolidator and Licensed U.S. Customs Broker.

Röhlig Logistics offers air and sea freight shipments in addition to road and rail services for your beverage cargo.

Our solution can cover wine, beer, spirits and non-alcoholic beverages. Your Röhlig Logistics representative will build on exisiting knowledge by getting to know your company's unique requirements. The result is a tailormade beverage solution that you can rely on.

Yes - our teams can be there to handle your international beverage shipments from A to Z, whether by air or sea. What's more, we're present in over 35 countries worldwide, including those of major wine, beer and spirit markets.

Yes. Röhlig Logistics offers air and sea freight shipments in addition to expedited services for your healthcare and pharmaceutical cargo.

Choose from a range of temperature-controlled options with our Healthcare & Life Science solution including reefer containers, cargo blankets, specialised storage facilities. You can even access and export live data using Röhlig TIVE trackers that travel with your cargo.

Yes. There are many temperature-controlled options available including low-energy options like cargo blankets and the latest in reefer container technology. What's more Röhlig TIVE Trackers can help to identify areas of your supply chain where wastage can be reduced.

Röhlig Realtime is our digital logistics platform for every customer. Röhlig Realtime is designed to provide real-time visibility and control over your supply chain. Monitor shipments, receive instant notifications, obtain instant spot quotes, and generate detailed reports, helping you streamline operations and reduce costs.

If you’re an existing customer, your Röhlig representative will help you set up an account. If you are not yet a Röhlig customer, set-up is quick and easy.

Yes, Röhlig Realtime delivers immediate and accurate pricing for your logistics needs. This tool helps you make quick, cost-effective decisions by providing competitive rates whenever you need them.

Yes, always. Röhlig Realtime is a tool to help you simplify your logistics processes and give you easy access to your shipment data. Our expert teams are also available to assist you throughout your shipment process.

Save valuable time spent on manual data entry, repetitive tasks, and information silos. With Röhlig Interfaces, you can easily integrate your ERP system with our TMS for an automated exchange of data. Armed with this comprehensive overview, you can proactively manage your supply chain, mitigate risks, and exceed your customers’ expectations. 

Röhlig Interfaces supports both EDI and API technology, ensuring seamless data exchange regardless of your preferred method. Whether you prefer the established standards of EDI or the flexibility and capabilities of API, our platform accommodates your needs. Our experts will work closely with you to set up the integration, providing guidance and support throughout the process. 

We understand that every business has unique requirements when it comes to data formats. We adapt to your data format, eliminating the need for complex data conversions or modifications. 

Our collaboration includes leading platforms such as Fourkites, Project 44, Shippeo and more. Through our established alliances we can integrate quickly for seamless data sharing tailored to your needs. 

Collaboration between our partners and Röhlig Supply Chain Visibility is already live! Implementation can be a quick as 4-6 weeks. This means that you can start sharing your shipment information globally as soon as you need. 

Nothing. Our solid agreements with leading platforms ensures that our expert team can provide technical assistance and ongoing support, leaving you more time to focus on your business. 

Röhlig Tive Trackers don’t just offer up-to-date information on your air, sea or road or rail shipments. They offer a full diagnosis on the condition of your cargo at any point during the journey, enabling you to address any potential issues and maintain the integrity of your goods.

As your freight forwarding experts, we selected TIVE as our partners in advanced cargo monitoring. A leading technology provider of tracking devices, TIVE’s cutting-edge hardware and software solutions ensure accurate and reliable data capture. Together, Röhlig Logistics and TIVE offer you a seamless tracking and monitoring experience.

Yes, Röhlig Tive Trackers are approved by airlines and carriers, meaning that you can monitor the condition of any kind of shipment at any stage of the journey.

Guided by our straightforward interface, you can navigate Röhlig Insights in just a few clicks. Save time on training with an analytics platform accessible to anyone on your team. From the moment you log in, you can start making data-driven decisions for your business. 

Röhlig Insights goes beyond providing raw data. We've pre-defined KPIs that matter most to your logistics operations. These KPIs allow you to gauge performance, identify trends, and make informed decisions. Whether you're focused on transit times, delivery reliability, or cost analysis, this analytics platform can provide the metrics you need to track and measure success. 

Join other Röhlig Logistics customers and take advantage of user-friendly analytics platform to access, analyse, and leverage your air and sea freight shipment information. Whether using historical or current data, you can be sure that you’re making evidence-based decisions going forward. 

Use Röhlig Track & Trace to track key milestones throughout your shipment. Get estimated and confirmed dates of departure, arrival, customs clearance, and delivery, as well as transport mode.

Open Röhlig Track & Trace from the Röhlig Logistics homepage or via direct link using any mobile device. Enter your bill of lading or unique Röhlig Logistics reference number to find your shipment information. A mini program version of Röhlig Track & Trace is also available in the WeChat app under 'Röhlig Quick Track'.

Anyone with your bill of lading code or unique Röhlig Logistics reference number can access your basic shipment milestones. This means you can share your shipment information with your team, partners or customers if needed.

You can create a quote at any time and from any device. Simply enter the most important information about your shipment and you will receive a complete offer, which you can book immediately or save for later.

We would like to present you with an offer with the highest transparency regarding the costs that are included in the price. Check our terms and conditions when you get your quote.

The quotations from our tool include all costs incurred by the transport services. This includes handling fees, loading fees and documentation processing. Additional special charges might apply, but our customer service team will brief you upfront.

You can ask us for special value added services, such as customs brokerage fees and insurance fees.

The quotes you see are correct and will not change unless you change your shipping information. The prices quoted are based on the information you provided in your quotation request. If there are discrepancies between your original entries and the actual shipping (e.g., collection time changes), this may affect the accuracy of the quote and result in a price change. The final price will be confirmed with the booking confirmation that we provide when accepting the booking.

Please also note that customs duties or other official fees may apply, for which the seller is not responsible and which are not included in the offer.

There are often many unknowns in logistics. However, we always strive to pass on pricing as transparently as possible.

If you do not see any offers for your transport,  we might need some more information from you or our carriers. Our customer service team will take care and reply to you shortly.
We would be happy to help you in such a case with an individual consultation. Please contact our freight experts here.

Our quotations are typically valid for one week, subject of a final confirmation with the booking confirmation document.

We can offer instant quotations for any standard shipment. You can also request spot rates for all other shipments including oversized, hazardous, and refrigerated goods and we will find an individual solution for you.

Clear, globally valid and proven standards simplify international as well as national trade transactions and minimise potential misunderstandings regarding the individual obligations of the contracting parties. Incoterms can be included in sales contracts and do not have to be detailed and negotiated. A clear system of clauses from EXW (Ex Works) to DDP (Delivered Duty Paid), which gradually shifts obligations and costs from the buyer to the seller, helps in deciding on which Incoterm to agree. The grouping according to the initial letter (from E- to F- and C- to D-clauses) also supports systematisation. For example, all D-clauses are "arrival clauses", where the seller bears transport costs and risks up to the country of arrival.

In principle, yes, because they are not laws, but proven delivery clauses that regulate the tasks and responsibilities of the contractual partners. They only become effective if they are included in the purchase contract by mutual agreement, and thus a supplement or variation to the "standard scope" can also be made by mutual agreement. This is made possible by the principle of "freedom of contract", provided this does not run counter to mandatory existing regulations. In practice, there are a number of adaptations which - worked out with a sense of proportion and appropriate experience - can bring added value. As a rule, however, it is not advisable to modify Incoterms, as their usefulness as a generally valid and unambiguous standard is lost, and amendments to the text can lead to different interpretations.

Every goods transport involves risks. Whether it is a damaged pallet during loading, a container that goes overboard on the high seas, the spoilage of insufficiently cooled goods, delivery to the wrong recipient or even loss through theft - there are a wide variety of ways in which goods can come to harm. At the moment of the transfer of risk, these risks and thus the bearing of possible consequences are transferred. Unless otherwise agreed, the carrier is responsible for damage, deterioration and loss as long as they transport the goods. Exceptions to this are, among others, damage over which the carrier could not have had any influence or also due to inadequately packed goods by the seller.

Important: If the seller has knowledge of a damaging event that could occur after the transfer of risk, they remain responsible (e.g. knowledge of an upcoming general strike). The damaging event must be beyond the seller's knowledge, reach and control.

For the E, D and F clauses of the Incoterms 2020, the transfer of risk and cost occurs at the same time, which is why they are also referred to as one-point clauses. For all C-clauses, these differ from each other ("two-point clauses").

First of all, Incoterms are a matter of negotiation between the two contracting parties. Which Incoterm is agreed upon may depend on the "market power" of the parties or the market conditions. In a seller's market, the seller is more likely to be able to set terms that transfer costs and risks to the buyer early (e.g. EXW or FCA). In a buyer's market, on the other hand, the buyer is more likely to be able to enforce "arrival clauses" from the D group. On the other hand, the seller may also have an interest in retaining as much control over the process as possible by taking on an Incoterm with far-reaching responsibilities. Example: In the EXW (Ex Works) agreement (which actually favours the seller), he is dependent on the buyer taking delivery of the goods on time (and thus realising the turnover). Also, the loading processes within one's own factory premises are not always willingly left in the hands of third parties. The choice of a carrier (e.g. in the case of C-clauses) can also serve the purpose of quality assurance. Another question can be whether the buyer or seller - beyond the specific order - has better possibilities to organise logistics processes rationally and favourably.

Yes, the Incoterms 2020 explicitly point this out in their introduction. They are deliberately designed to serve the typical needs of buyers and sellers in as many countries around the world as possible - not only in international trade, but also in transactions within a country.  

The International Chamber of Commerce (ICC) is the world's largest private business organisation based in Paris. It is active worldwide to promote international trade, among other goals. To this end, it sets voluntary rules or standards, which only become valid when they are included in contracts. Furthermore, they support arbitration proceedings (e.g. through the ICC Rules of Arbitration). The ICC was founded in 1919 by entrepreneurs, merchants and financiers to promote international cooperation and economic relations against the background of a disrupted world order after the First World War.

Incoterms are not the only standardised terms. Below are examples of other important standard clauses.

FIDIC: This community of engineers, founded by engineers, has developed standards for different types of contracts, with a focus on construction and facilities. The terms are recommended by the World Bank and used in its standard contracts.

ECE clauses: In order to promote pan-European economic integration, the United Nations Economic Commission for Europe has developed general terms and conditions of supply, which are mainly used in the export of machinery and equipment.

RAFTD: Standard clauses have existed in the United States since 1919; in 1941 they were reissued as "Revised Foreign Trade Definitions", or RAFTD for short. They have a large overlap with the Incoterms, but there are also deviations in detail in clauses with the same name (e.g. FOB). To avoid problems, one should therefore combine abbreviations with the source (e.g. Incoterms 2020). Even if the use of Incoterms is recommended and the RAFTD are no longer to be used, they are still used in the USA.

Although Incoterms are a registered and protected trademark of the ICC, it is not necessary to use the trademark symbol in sales contracts.

The FAS Incoterm is only intended for sea and inland waterway transport, and here it is primarily suitable for the transport of general cargo and bulk goods. A different Incoterm such as FCA should be selected for the transport of containers (see above for more information). FCA comes closest to the FAS Incoterm in terms of the distribution of costs and risks between buyer and seller.

Responsibility for (further) transport costs and risks (loss, damage, etc.) is transferred to the buyer at the point in time when the seller delivers the goods alongside the named transport vessel at the predetermined loading point in the named port in accordance with the contract. This also applies if the designated transport ship has not yet arrived, has unexpectedly left earlier or refuses to accept the goods.

The seller is responsible for all formalities and costs incurred if a customs border is crossed. This includes, for example, export licences, security clearances, pre-shipment inspections and other official authorisations. The buyer, in turn, is responsible for import clearance and any transit through third countries. Both parties are obliged to support the other party with documents and/or information necessary for export, transit and import if required and upon request.

The seller is obliged to bear the costs of all necessary inspection procedures (measuring, weighing, counting, etc.) The seller is also responsible for standard commercial packaging (not all goods are typically packaged).

CFR stands for ‘Cost and Freight’. The seller is responsible for the organisation and costs of transport to the named port of destination.

The CFR Incoterm is suitable for sea transport or inland waterway transport where general cargo or bulk goods are shipped. Other Incoterms are more suitable for containers, such as the Incoterm CPT, as the transfer of costs and risks are clearly regulated.

The risk of loss or damage to the goods is transferred to the buyer as soon as the goods are delivered at the port of shipment, even if the seller organises the transport to the port of destination. It is advisable for the buyer to take out insurance for this part of the transport.

The seller is responsible for the transport costs to the port of destination, export costs and any pre-shipment inspections. They must also pack the goods for transport. They pay for all necessary documents that arise in connection with their obligations.

The buyer is responsible for all import and transit costs, customs duties, taxes and unloading, including quay charges and lighterage costs.

The more details you include in an Incoterm, the lower the chance of misunderstandings.

With CFR, we recommend listing the port of shipment as well as the port of destination. The port of destination should also state the exact location where the transfer of costs takes place. It should be clear who pays for which services at the port of destination.

• If you want the seller to insure the transport to the port of destination, choose the Incoterm CIF (Cost, Insurance and Freight).
• For multimodal transports where different means of transport are used, choose Incoterms that can be used universally. These are all other Incoterms in addition to the trade terms CIF, CFR, FOB and FAS, which are only intended for sea and inland waterway transport.
• The Incoterm CPT is preferable for container transport (see FAQ 1 above). Here too, the variant including insurance is possible with CIP - the seller also takes out insurance.
• If the buyer is to pay for the transport from the first carrier, choose FCA or - for conventional sea transport - also the Incoterms FOB and FAS.

As soon as the seller has delivered the goods onboard the named ship in accordance with the contract - or has procured the existing goods - the costs and risk are transferred to the buyer. Put simply, as soon as the goods touch down on the planks or deck of the ship, the buyer is responsible. From now on, they pay for the further transport and bear the risks involved. Either the buyer organises the transport themselves, or - as is often the case - they commission the seller to do so (but at their own expense).

The traditional Incoterm FOB, which is used exclusively for inland and ocean shipping, is best suited to general cargo and bulk goods. The problem with containers in connection with the Incoterm FOB (and likewise FAS) is that the seller does not control and manage the handling of the container themselves. Instead, they leave the container at the terminal. The seller also has no control over the provision of goods for an LCL container and the subsequent logistics processes. However, as they still bear the risk until the goods are onboard, it is in the seller's interest to choose a different Incoterm.

In practice, you often come across formulations such as ‘FOB ex works’, ‘FOB factory’, ‘FOB airport’, ‘FOB truck’. Avoid these and instead only use the FOB definition from the ICC, which clearly regulates costs, risks and obligations.

With genuine FOB, the exporter delivers the goods to the ship export-free and assumes all customs and export formalities as well as all costs up to this point. From this point onwards, the importer determines the further course of transport and is responsible for it. The buyer concludes the transport contract at their own expense.

In the case of non-genuine FOB, on the other hand, the seller instructs their supplier to handle the shipment, including the transport contract and the costs incurred. This is often referred to as ‘FOB shipped’. Here too, please only agree a genuine FOB as regulated by the ICC.

Since Incoterms 2000, the seller's responsibility only ends when the goods are loaded onto the first means of transport. In trade across customs borders, the seller is still responsible for clearance at the customs office of export. The contracted carrier then transports the goods abroad via customs.

Depending on the named place of delivery, the delivery may be completed at different times. If the delivery is made to the FCA plant, the delivery is completed when the goods are loaded onto the lorry and the risk is transferred to the buyer. In the case of delivery to the airport, freight station or free port, the seller already fulfils their obligation to deliver when they make the goods available to the carrier or other agent unloaded.

With the FCA Incoterm, the seller bears the costs and risk of packaging and transport until the goods are loaded onto the agreed carrier. This also includes any export-related costs. Thereafter, the buyer bears all costs and risks of delivering the goods, including transit and import (if applicable).

The buyer determines the place of delivery of the goods by the seller. The buyer must notify the seller accordingly (in good time). This is the only way the seller can ensure that the goods are packaged appropriately for transport. This includes the protection of the goods as well as labelling requirements such as dangerous goods, flammable etc.

Specify the location of the goods handover as precisely as possible.

Example: FCA Chicago, Shed 7, Ramp 2

By specifying the place of delivery in the FCA Incoterm, e.g. FCA airport, FCA freight station, FCA free port, FCA warehouse, you usually also define the type of transport.

In most cases, FCA is preferable to Incoterm EXW. This applies in any case when it comes to transport across customs borders. The grey areas surrounding loading and transfer of risk that can occur with EXW can also be avoided with FCA. With FCA, the responsibilities are more clearly regulated.

The main difference is that FCA delivery is completed when the goods are handed over to the first carrier, whereas with CPT (Cariage Paid To) there is a place of handover or delivery (to the first carrier) and a place of destination (only there is the delivery completed, e.g. in a port abroad). With CPT, the seller takes care of the transport to the destination and also pays for it. However, the risk is transferred to the buyer as soon as the goods are handed over to the first carrier - just as with FCA. With both FCA and CPT, the seller can organise the transport and recover the costs from the buyer in some form or include them in the offer beforehand. However, if it is clear from the outset that the seller is also to organise the onward transport, it makes more sense to choose the Incoterm CPT, as this better reflects the situation described.

With these Incoterms, the delivery is also completed by making the goods available or handing them over to the next carrier. With the latter, however, it is a conventional sea freight ship (in contrast to a container ship), whereas with the FCA Incoterm any means of transport can be considered. If it is already clear in advance that a conventional transport ship is to be used - for general cargo and bulk goods, for example - the FOB (Free on Board) or FAS (Free Alongside Ship) Incoterms may be even more suitable regarding the delivery or loading at the first carrier.

In practice, terms such as ‘free forwarder’ are also used for FCA delivery terms. However, it is better to always use and agree on the FCA Incoterm defined by the ICC, International Chamber of Commerce, Paris, as only this clearly regulates costs AND transfer of risk. According to § 376 HGB (German Commercial Code), exceeding a deadline in the sense of a fixed-date transaction can lead to liability for damages due to non-fulfilment. Both buyer and seller should therefore pay close attention to the notification obligations regarding delivery and acceptance modalities and comply with them.

The seller must make the goods available on his premises or at a usual place at an agreed or usual time and notify the buyer so that he can take delivery of the goods. In principle, both contracting parties can determine the place and time of acceptance according to their needs.

Simply put, the buyer must bear most of the costs in the case of EXW. The seller has already fulfilled their obligations by providing the goods ex works or ex warehouse. They also bear the cost of suitable packaging. Loading, transport and all expenses for outward, through and inward carriage (if applicable) must be borne by the buyer. The buyer must also pay for transport insurance, if they wish to take out such insurance. If the buyer does not accept the goods at the agreed time, they shall bear the associated costs.

The costs and risks are transferred to the buyer when the goods are accepted. This means that even the loading process is at the buyer's expense and risk. The seller may help with loading using a crane or forklift truck, but the buyer bears the risk for this.

EXW is more suitable for national trade in goods than for international trade, as export by a foreign buyer can be difficult. For international trade, it is more advisable to use FCA. EXW is only suitable for buyers if they have several suppliers in the exporting country, for example, and put together a consignment for joint transport.

The seller shall take care of the transport to the agreed destination and shall bear the costs for this, including packaging of the goods and unloading at the destination. In the case of export to foreign countries, the seller is also responsible for the handling and costs of customs clearance. If the transport goes via third countries, the buyer must bear the costs and handling of customs formalities. For the transport (at least) to the place of destination, the seller must take out transport insurance at their own expense, which covers all risks for the goods.

The buyer pays the import of the goods (customs and costs incurred upon receipt of the goods). Furthermore, the buyer bears the transport costs in the country of destination.

The "Institute Cargo Classes" (ICC) serve as orientation for the conditions of the transport insurance. While clause type C was still assumed as standard in the Incoterms 2010, which applies unless otherwise agreed, the significantly more comprehensive clause type A is now required as minimum cover. Clause type C only covers certain explicitly named loss events such as stranding or capsizing, seaquake, fire or general average. Theft and goods being washed overboard during transport, for example, are not included.

The clause type ICC A, on the other hand, covers a wide range of risks. Nevertheless, the designation "all risks" can be misleading, because protection against the consequences of war, strikes or wilful damage is not necessarily included. If the buyer wishes these risks to be covered as well, this is done at their own expense. The sum insured must cover 110% of the contractually agreed purchase price.

As already mentioned elsewhere, Incoterms are not binding (legal) specifications, but proven standards, which can, however, be modified by the contracting parties by mutual agreement. Thus, it is also possible to stipulate insurance coverage in CIP that deviates from clause type A.

The insurance must be taken out with an individual insurer or an insurance company with an "impeccable reputation".

The seller shall organise and pay the costs of transport to the agreed place of delivery or destination. The delivery must be made on time. If necessary, the seller must also take care of export and transit, including formalities and costs. If requested, the buyer must support the seller with the necessary information and documents (costs for which must be reimbursed by the seller). The seller also pays for delivery and transport documents received by the buyer.
The buyer, in turn, pays for the import including customs, import licences, security clearances and other formalities. If they need information or documents from the seller for this purpose, the seller must comply with the corresponding request - but at the buyer's expense.

The risk of transport shall be borne by the seller up to the time when they make the goods available at the agreed destination ready for unloading from their chosen means of transport. If the delivery has been made as planned, the risk shall pass to the buyer.

Unless otherwise agreed in the contract of carriage, the seller is only required to make the goods available on the means of transport used, ready for unloading. The buyer organises and pays for the unloading. If the seller is also to take care of the unloading, the Incoterm DPU (Delivery at Place Unloaded) should be chosen.

When using DAP in shipping, neither the buyer nor the seller must take out transport insurance. Since the risk of transport to the place of destination lies with the seller, the seller (in contrast to the buyer) usually has an interest in covering the transport with insurance. If they need information from the buyer to obtain insurance cover, this must be provided. The costs shall be borne by the seller.

With the Incoterm DPU, the seller pays the costs of packaging and transport to the agreed destination. In addition, they are responsible for the costs and formalities regarding export and transit, if these are necessary. Unloading is also still the responsibility of the seller - this is the specific feature of the Incoterm DPU.

The seller bears the risk until delivery and unloading at the place of destination. As soon as the goods have been unloaded at the agreed place and the buyer has unhindered access to them, the seller has done their duty and the goods are deemed to have been delivered. At that moment, the risk is also transferred to the buyer.

From the buyer's point of view, the Incoterm DPU offers advantages, as transport and even unloading are carried out by the seller at the place of delivery. The seller bears the costs and risk up to that point, and export and transit via transit countries are also carried out by the seller, including the costs incurred.

When it comes to deciding who to entrust with the unloading - the seller as with DPU or the buyer with Incoterm DAP - it should depend on the possibilities and circumstances. Does the buyer or the seller have better conditions for efficient unloading? An additional obstacle when using DPU Incoterms 2020 may be that the importing country requires that import clearance and import customs clearance be carried out before unloading - but this is the responsibility of the buyer! In this case, the choice of Incoterm DAP over DPU ensures a clearer transfer of responsibilities. Incoterm DDP can also be used where the import is the responsibility of the seller but - as with DAP - the goods do not have to be unloaded.

The seller instructs the carrier to organise the transport to the place of destination. For this, the seller receive a continuous consignment note. The carrier, in turn, may commission other carriers for partial sections on their own account, who enter into the contract of carriage originally concluded.

The seller organises and pays for the transport of the goods for CPT export to a named destination. He also pays for customs formalities for transport abroad (but not for any transit countries!). In other words: As of export clearance, the seller is no longer responsible for foreign trade and customs requirements. The buyer pays for the transport from the moment of handover at the destination, including customs clearance. This also includes unloading costs, and in the case of sea transport, terminal handling charges, service charges for LCL, quay charges, etc., if applicable.

The seller bears the costs of packaging for the Incoterm CPT. Any quality checks that may be required (weighing, measuring, etc.) also fall under CPT A8, which regulates the obligations for testing, packaging and labelling. The seller must use packaging suitable for transport: suitable for the intended means of transport, protected against damage and loss. The protection of the carrier also plays an important role.

Especially in the case of sensitive goods, it is advisable for the buyer to make precise specifications with regard to the packaging. This must be done before the contract is concluded so that the seller can include any additional costs in his price calculation. If it is not foreseeable in advance whether special packaging arrangements are required, these can be separated out (e.g. as an addition to the Incoterm CPT "plus packaging costs"). Furthermore, it requires safety instructions such as "Caution glass" or the marking of dangerous goods.

The seller is responsible for all export formalities in order to realise a "successful export clearance". If, unexpectedly, the export is permanently prohibited by the authorities, the buyer can withdraw from the purchase contract. However, the buyer cannot claim damages if the impediment to export was beyond their influence and knowledge. The seller takes care of the goods inspections ordered by the authorities and carried out by third parties ("pre-shipment inspections").

The seller may also be required to obtain a security clearance. This is especially true for shipments to the United States. Since the terrorist attacks in the USA in September 2001, there have been significantly increased requirements for supply chain security.

The buyer - responsible for all aspects of the CPT import and, if applicable, transit of goods - requires a range of information on the goods as well as associated documents such as certificates of origin. This depends on the respective destination and the necessary customs regulations. The seller must provide the required data and documents at the buyer's request and at the buyer's expense.

The seller must notify the buyer as soon as the delivery has been handed over to the first carrier. This will enable the buyer to insure the cargo and prepare for its receipt at destination. The information must be given in a reasonably prompt manner to allow sufficient time for the necessary arrangements to be made (e.g. preparation of the arrival and unloading place at the expected delivery date). The buyer, in turn, must communicate the desired time and period of shipment as well as the intended destination or unloading place in good time so that the seller is able to follow the specifications.

If transport damage is a common occurance, it may be desirable for the buyer to better cushion this risk. If using Incoterms DAP (Delievered at Place), the seller also bears the transport risk up to the place of destination. If the buyer feels that the transport damage is due to the seller's choice of carrier, they can, for example, choose the carrier themselveswhen using Incoterm FCA, but they then must also bear the costs of the transport. These costs can be recovered elsewhere in the purchase contract.

Since the seller organises the transport to the destination, but no longer bears the risk after handover to the first carrier, it makes sense for the buyer to take out insurance. Normally, the seller is responsible for the risks of the transport until handover, but it is often more sensible for both parties to choose continuous insurance cover with corresponding sharing of the costs. If two separate contracts are concluded, there is a risk that disputes will arise as to which insurance company is responsible in each individual case. This can be exacerbated if the place of transfer has not been determined precisely.

In the case of Carriage Paid To (CPT Incoterms 2020), the seller is responsible for preparing suitable delivery and transport documents at their own expense. They must hand over these documents to the buyer or make them available (there is therefore no mandatory obligation to actively hand over specific documents). The transport document identifies the contractual goods and is dated within the period of the shipment. It is important to note that the buyer can use the document to demand the handover of the goods or to resell the goods during transport. The buyer is also obliged to accept a properly drawn up transport document.

The seller pays for the transport of the goods to the named port of destination. These costs also include all expenses around the export (customs clearance, goods inspections etc.) as well as the costs for the fulfilment of transport-related security requirements. In addition, the seller shall organise and pay for minimum ICC C level insurance cover (unless otherwise agreed) for the benefit of the buyer.

Unless otherwise specified, the buyer shall pay for unloading at the port of destination, quay dues etc. as well as import and transit expenses. If they want a higher insurance cover than the minimum standard, they need to cover the additional expenses.

If the buyer or seller requires assistance from the other contracting party in the form of information or documents - for example for customs clearance or the conclusion of insurance - this must be provided, but at the expense of the party responsible for the task.

The Incoterm CIF belongs to the two-point clauses, i.e.: transfer of risk and transfer of costs occur at different points. The risk is already transferred to the buyer as soon as the goods are on board or procured and ready for shipment. The seller organises and pays the transport costs to the port of destination.

The seller shall insure the transport with insurance complying with clause C of the Institute Cargo Clauses (ICC) or comparable clauses. The insurance protects against expressly named risks such as fire and explosions, stranding, capsizing and general average measures. Only companies with "impeccable reputation" are eligible as insurers, and coverage is 110% of the goods' sales price in the respective currency. The insurance extends from the point of delivery to the port of destination. As the seller, you must provide proof of insurance to the buyer.

CIF is often used to transport goods such as bulk cargo, for which a favourable minimum insurance cover of class ICC C is appropriate. Nevertheless, there may be many reasons why better insurance cover is advisable - for example, because the goods are particularly sensitive, fragile or valuable (theft is not insured, for example). Lastly, it is always an individual consideration between insurance costs and potential risk.
 

ICC Clause A is very comprehensive, but be careful: Despite the label "all risks", there are exceptions or gaps as far as the scope of insurance is concerned. Risks such as strikes, wilful damage or consequences of war must be insured separately!

What is attractive about CIF from the buyer's point of view is that one does not have to organise and pay for the transport to the port of destination; moreover, the transport is even insured. If you have a reliable supplier with whom you do not have to fear any unpleasant surprises in terms of costs (ominous additional costs such as CISF, see above!), and if you consider the minimum insurance cover to be sufficient, CIF can be a viable option. However, you have more control over the costs as well as the quality and scheduling of the delivery with Incoterms such as FOB or FCA.

In principle, the seller is responsible for loading. Who bears the costs of unloading should be clearly regulated in the sea freight contract (keyword: "liner terms"). Otherwise, the seller also bears the unloading costs as part of their concluded contract of carriage.

No! Both are to be considered and paid for separately. With Incoterm DDP, it is often overlooked that in addition to customs duties (for example, when importing from a third country into the EU), import sales tax is also incurred, which prevents untaxed goods from being imported into the EU (or other corresponding economic areas).

Under the DDP Incoterm, the seller has most of the responsibilities and incurs most of the costs. The seller pays for and organises the transport and shipment of the goods, including – where applicable – export, transit and import. The seller also bears the risk until delivery.

With DDP, the goods are considered to have been delivered as soon as they have passed through all import formalities, including the payment of customs duties and import sales tax. Furthermore, the goods must be made available, ready for unloading, along with all documents that entitle the buyer to take delivery.

The requirement to comply with deadlines for delivery refers to the time after completion of the import process, including customs clearance and other formalities such as security clearances, goods inspections, etc.

Unlike with DPU, unloading is not the seller's responsibility, but it can of course be agreed as an additional task.

With ‘single-point clauses’ such as the D-group, the risk passes to the buyer at the same time as delivery in accordance with the contract.

None of the contractual partners is obliged to take out transport insurance. It makes sense for the seller in particular, since they organise the main transport and bear the risk here. If the seller wishes to take out insurance, the buyer must provide them with all the necessary documents and information on request (at the seller's expense).

For many reasons – as already mentioned – the Incoterm DDP can lead to problems. There are many difficulties, grey areas and workarounds when it comes to DDP customs clearance and the payment of import sales taxes, which can lead to problems. As a seller, you should not offer a DDP delivery ‘voluntarily’, but rather a DAP delivery, for example. If the buyer requests delivery according to DDP, the seller should check carefully whether they are able to do so, especially with regard to importing the goods into a foreign destination country and the legislation there. Since the recipient is usually entitled to deduct input tax in their own country, importing the goods presents fewer problems for them. The additional costs can be regulated via the selling price.

Röhlig’s Management Trainee Programme is distinguished by its international approach. On this three-year programme, you gain first-hand experience of life and work at various locations around the world. In this process, you not only engage intensively with a range of business areas, but also discover the social and business culture of particular countries and can build up your own international network.

The programme gives you a considerable insight into the operative business in air and sea freight, sales, and the different departments in the company headquarters. You spend six months at the Bremen Head Office, and the remaining two-and-a-half years in two Röhlig subsidiaries. As a rule, you spend twelve months in the operative business and eighteen months in sales, although the exact parameters can vary individually depending on a person’s knowledge, experience and interests.

In addition, all trainees take part in the Blue Step programme which prepares young managers for future executive positions. The Blue Step programme comprises a set of training modules on topics such as leadership, finance, intercultural competences and presentation techniques.

In selecting countries for trainees, we take into account their interests and knowledge of languages as well as the current needs of our subsidiaries.

There is no set start date. Starting dates are arranged individually with candidates. Please note, however, that you must apply early for the programme. 
After confirmed participation in the Management Trainee Programme it may take up to 6 month before you can start at Röhlig.  

You can apply at any time.

Up to three management trainees join the programme every year.

Apply online or post your application to:

Röhlig Logistics GmbH & Co. KG
Christine Kirsch
Corporate Personnel Development
Am Weser-Terminal 8
28217 Bremen

Since the selection process is by personal interview, there is no assessment centre.

No, calling us has no influence on the selection process. Naturally, if you have particular questions about your application, you are very welcome to call us and ask. All other issues will be discussed in detail in a personal or telephone interview.

Your application should be written in English, containing a complete résumé, your possible entry date, and a few concise and informative lines about your motivation for joining the programme.

Yes, we will reimburse your travel costs.

Please find a list of all our Chinese branch offices here:

China

Hong Kong

Chinese New Year (Spring Festival)
The longest business interruption of the year: in China, many factories close for up to four weeks.
The Chinese New Year is based on the lunar calendar and falls on a different date each year between the end of January and mid-February.
High freight rates and capacity bottlenecks regularly occur 4–6 weeks before the start of the festival.
Recommendation: Book sea freight by mid-December at the latest, air freight about two weeks before the start of the Spring Festival.
 

Golden Week (1–7 October)
During Golden Week, production in China comes to a near standstill, leading to backlogs in freight traffic.
Recommendation: Schedule deliveries before the end of September or after 10 October if possible.

Strikes & port capacity: Work stoppages in major ports (e.g. Hamburg, Rotterdam) and congested Chinese mega-hubs can cause delays.

Natural disasters: Typhoons in Asia, storms at sea and flooding in logistics centres can significantly disrupt transport.

Geopolitical risks: Tensions in the South China Sea, conflicts in the Middle East and sanctions affect trade routes and transport times.

Piracy & security: Piracy remains a risk for cargo ships, especially in the Strait of Malacca and the Red Sea.

Bottlenecks & congestion points: The Suez Canal is a bottleneck with potential blockages or long waiting times – alternative routes, such as the Silk Road, are only of limited use.

Port efficiency: Handling congestion in Shanghai, Hamburg and other ports is causing delays as many ports have reached their capacity limits.
 

Chinese customs regulations are extensive and change frequently. Violations can lead to delays, additional costs or legal consequences. Careful preparation and experienced partners are crucial.

Important seaports in China are Shanghai, Ningbo-Zhoushan, Shenzhen, Qingdao and Guangzhou. 

Shanghai, Beijing, Guangzhou and Shenzhen dominate air freight.

Please find a list of all our Indian branch offices here.

End of March/beginning of April: 
End of the Indian tax year → Customs and authorities overloaded

May – June: 
Start of the monsoon season, delays at ports possible

Diwali (October/November): 
India's most important festival – production and logistics often come to a standstill

Strikes:
Local port and customs strikes possible (e.g. Chennai, Nhava Sheva), usually at short notice

Natural disasters:
Cyclone risk on the east coast (May–December), particularly affecting Chennai and Visakhapatnam

Geopolitical risks & security:
Diversions via the Cape of Good Hope due to uncertainties in the Suez Canal may extend transit times depending on the trade lane
Piracy risks in the Arabian Sea/Gulf of Aden, currently under control

Many product groups require a registered import licence from the DGFT prior to import.
Mandatory areas include, for example:
– Pharmaceuticals & APIs
– In vitro diagnostics & medical devices
– Special chemicals & hazardous substances (e.g. under Schedule VI of Environment Rules)
– Raw milk, milk powder, poultry products

Product-specific bans & quotas
Poultry, turkey, eggs & pork from the USA are partially banned or severely restricted – partly due to bird flu risks.
Genetically modified foods (GMOs) are only permitted with the approval of the Genetic Engineering Appraisal Committee (GEAC).

Standards and technical requirements
Products must be BIS-compliant (Bureau of Indian Standards) – in some cases, this requires prior product testing in India.
Examples:
– Electronic products (e.g. computers, power supplies, chargers)
– Steel products, household appliances, LED lamps

Phytosanitary & veterinary regulations
Strict controls on fruit, nuts, grain, meat and dairy products.
Certification by the Animal Plant Quarantine Department (APQD) required.
Example: Almonds from the USA require phytosanitary import permits.

Environmental and hazardous substance regulations
Certain chemicals and plastic products (e.g. single-use plastics) may only be imported with environmental approval or are completely prohibited.

Bureaucratic effort & regional differences
Customs procedures are not fully centralised – individual customs offices may apply different levels of scrutiny or impose different requirements.
Processing times vary greatly depending on the port, airport and customs office.
Without an experienced customs agent, delays can easily occur.

Extensive documentation
The Indian authorities require very precise documents, e.g.:
Commercial invoice (with complete HS code),
Packing list,
Bill of Entry (import declaration),
Import licence or product registration, if applicable.
Even minor discrepancies (e.g. typos, missing information) can lead to rejection or additional charges.

Product-specific regulations & licences
Numerous product groups require prior registration or licensing, e.g.:
Electronics: BIS certification (Bureau of Indian Standards),
Pharmaceuticals: Registration with CDSCO,
Food: FSSAI approval.
Without this documentation, the goods may not be imported or cleared through customs, which can lead to long storage times or returns.

Customs tariffs & classification
Incorrect HS codes can lead to incorrect customs duties or penalties.
Customs tariffs in India are complexly structured (basic customs duty, IGST, additional duties if applicable).
Depending on the product, special customs duties or import restrictions may apply – especially for sensitive product groups.

Checks & Inspections
Customs authorities often carry out physical checks on shipments, especially for new importers or complex product groups.
This can lead to delays of several days if, for example, laboratory analyses or conformity tests are necessary.

Digital pre-declaration (ICEGATE)
Use of the Indian Customs Electronic Gateway (ICEGATE) for electronic customs clearance and eSANCHIT (document upload)
Tip: Advance registration with the CBIC is mandatory

EORI number & Importer Code (IEC)
Only registered importers with an Import Export Code (IEC) can import regularly – apply early via DGFT

AEO status (Authorised Economic Operator)
Participation in the AEO programme leads to preferential clearance, fewer checks and “green channel”

Engage customs agents
Experienced CHAs (Customs House Agents) are familiar with local procedures (e.g. in Nhava Sheva, Chennai) and prevent delays in the submission of bills of entry, etc. 
Accredited agents via cbic.gov.in

Avoid red flags
No unclear goods descriptions, missing HS codes, contradictory values in invoices and waybills → otherwise inspection or detention

Nhava Sheva / Jawaharlal Nehru Port (JNP), Mumbai
→ India's largest container port, central hub for western India

Mundra Port (Gujarat)
→ state-of-the-art deep-water port, large share of private transhipment

Chennai Port (Tamil Nadu)
→ most important port for southern India, strong in automobile and machinery exports

Kolkata Port (West Bengal)
→ most important port for eastern and north-eastern India

Visakhapatnam Port (Andhra Pradesh)
→ mixed port (bulk cargo & containers), growing export port

Tuticorin / V. O. Chidambaranar Port (Tamil Nadu)
→ well connected to Southeast Asia, suitable for smaller container services

Cochin Port (Kerala)
→ increasingly relevant for consumer goods and logistics services

Most important international airports in India (for air freight):

Indira Gandhi International Airport (DEL), Delhi
→ India's largest air freight hub, plays a central role for northern India

Chhatrapati Shivaji Maharaj International Airport (BOM), Mumbai
→ second largest cargo airport, strong in the pharmaceutical and electronics sectors

Kempegowda International Airport (BLR), Bangalore
→ Focus on technology and pharmaceuticals, rapidly growing cargo location

Rajiv Gandhi International Airport (HYD), Hyderabad
→ Specialises in temperature-controlled air freight (e.g. biotech, vaccines)

Chennai International Airport (MAA)
→ Central for freight in southern India, also relevant for express/e-commerce

Kolkata Netaji Subhas Chandra Bose International Airport (CCU)
→ important for air freight from eastern India