ANTICIPATING CONCERNS OF A SUPPLIER

2007-04-10T10:26:00.001+01:00

Knowledge is power if you're an intermediary.

It can often take long, painful experience, to discover all the concerns of your Markets.

But as a FACILITATOR it's critical to identify those concerns in advance and propose solutions to them.

That's how you make money as an intermediary – by proposing solutions to problems and making deals happen.

This means that as an FACILITATOR , we approach similar-sized exporting companies with confidence that by understanding their worries and, more importantly, that we have solutions and have a good likelihood of receiving a hearing from traget markets.

As always, the goal is to increase the market for EXPORTERS products at no risk to them and you want to give the small company owner that warm feeling that you're going to take care of him to TARGET that GOAL

In many cases suppliers and manufacturers never really consider the potential in the global marketplace.

Usually they're so busy with domestic sales and so intimidated by the "problems" involved in selling internationally that they do nothing.

When you show them how they can expand their business at no risk while you handle all the details, you can create a lot of interest.

Are there any more doubts about where to target your sales pitch? CALL ME

351 96008 1510

2007-01-26T06:05:00.001Z

CONTACT --- wabroker@gmail.com

Business Terms and Business Guide : Incoterms, insurance,…

Here is business guide in brief:

From Seller to Buyer: a flow diagram of Incoterms 2000

A diagram illustrating the language of trade: Incoterms 2000.

Bill of lading (B/L)

A bill of lading (B/L) is used for sea shipment and is a
certificate of ownership of goods. It must be produced at the port of
final destination by the importer in order to claim goods.As a document of title, the bill of lading is also a negotiable document
and you may sell the goods by endorsing or handing it over to another
authorized party, even while the goods are still at sea.

Although negotiable bills of lading are in common use, some countries do
not allow them or make it difficult fro them to be used. You have to be
sure that a negotiable B/L is accepted in your country. Otherwise, a
non-negotiable B/L is issued.The B/L is a formal, signed receipt for a specified number of packs,
which is given to the export agent by the shipping line when the
shipping line receives the consignment. If the cargo is apparently in
good order and properly packed when received by the shipping line, the
bill of lading, is deemed as “clean”. The ship owner thus accepts full
liability for the cargo described in the bill.

See sample B/L below:

Insurance certificates
An insurance certificate is a representation of the insurance
policy taken out by the buyer or the seller (depending on the Incoterms)
for a shipment.
• Blank insurance certificates are supplied by the insurer pre-signed
and bearing the open policy number of the exporter. For an air shipment,
an air waybill serves as an insurance certificate.
• For a sea shipment, an insurance certificate is issued as evidence of the existence of the marine insurance policy.
• The marine insurance policy is a contract between the insured and the
insurer which defines the terms of the agreement between the insured and
the insurer.

The packing list

The packing list indicates the number of items in the contents
of each pack, along with individual weights and dimensions. This list
enables you to check that the correct number of units has been received.
Customs authorities can also easily identify a specific pack if they
wish to inspect.

See a sample of a packing list below:

Commercial invoices

A commercial invoice is a bill for the goods from the seller to
the buyer. These invoices are often used by governments to determine
the true value of goods when assessing customs duties. Governments that
use the commercial invoices to control imports will often specify its
form, content, number of copies, and language to be used, as well as
other important details.

Less commonly used Incoterms

DAF – DELIVERED AT FRONTIER
“Delivered at Frontier” means that the seller has delivered when the
goods are placed at the disposal of the buyer on the arriving means of
transport not unloaded, cleared for export, but not cleared for import
at the named point and place at the frontier, but before the customs
border of the adjoining country. The term “frontier” may be used for any
frontier including that of the country of export. Therefore, it is of
vital importance that the frontier in question be defined precisely by
always naming the point and place in the term.
DES – DELIVERED EX SHIP
“Delivered Ex Ship” means the seller has delivered when the goods are
place at the disposal of the buyer on board the ship and not cleared for
import at the named port of destination. The seller has to bear all
costs and risks involved in bringing the goods to the named port of
destination before discharging. If the parties wish the seller to bear
the costs and risks of discharging the goods, then the DEQ term should
be used.
DEQ – DELIVERED EX QUAY (DUTY PAID)
“Delivered Ex Quay” means that the seller has delivered when the goods
are placed at the disposal of the buyer not cleared for import on the
quay (wharf) at the named port of destination. The seller has to bear
all costs and risks involved in bringing the goods to the named port of
destination and discharging the goods on the quay (wharf). The DEQ term
requires the buyer to clear the goods for import and to pay for all
formalities, duties, taxes and other charges upon import.
This term can be used only when the goods are to be delivered by sea or
inland waterway or multimodal transport on discharging from a vessel
onto the quay (wharf) in the port of destination. However if the parties
wish to include in the seller’s obligations the risks and costs of the
handling of the goods from the quay to another place (warehouse,
terminal, transport station, etc.) in or outside the port, DDU or DDP
terms should be used.
DDU – DELIVERED DUTY UNPAID
“Delivered Duty Unpaid” means that the seller has delivered the goods to
the buyer, not cleared for import, and not unloaded from any arriving
means of transport at the named place of destination. The seller has to
bear the costs and risks involved in bringing the goods thereto, other
than, where applicable, any “duty (which term includes the
responsibility for and the risks of the carrying out of customs
formalities, and the payment of formalities, customs duties, taxes and
other charges) for import in the country of destination. Such “duty” has
to be borne by the buyer as well as any costs and risks caused by his
failure to clear the goods for import in time.
DDP – DELIVERED DUTY PAID
“Delivered Duty Paid” means that the seller delivers the goods to the
buyer, cleared for import, and not unloaded from any arriving means of
transport at the named place of destination. The seller has to bear all
the costs and risks involved in bringing the goods thereto, including,
where applicable, any duty (which includes the responsibility for and
the risk of the carrying out of customs formalities and the payment of
formalities, customs duties, taxes and other charges) for import in the
country of destination. This term should not be used if the seller is
unable directly or indirectly to obtain the import license.
However, if the parties wish to exclude from the seller’s obligations
some of the costs payable upon import of the goods (such as value added
tax VAT), this should be made clear by adding explicit wording to this
effect in the contract of sale. If the parties wish the buyer to bear
all risks and costs of the import, the DDU term should be used.

Posted in Business by sharifpour commerce blog

BUSINESS FACILITATOR

ANTICIPATING CONCERNS OF A SUPPLIER

Business Terms and Business Guide : Incoterms, insurance,…