Delivery terms refer to a set of rules defining obligations of the parties: the buyer and the seller. They explain who and from which moment incurs the cost and risk related to the delivery, as well as the cost of cargo insurance. Among the most commonly used delivery terms are Incoterms 1990, 2000, Combiterms, and Amended American Definitions in International Trade. However, the most popular are Incoterms interpretations. All detailed information concerning obligations of the parties according to Incoterms 2000 can be found here: http://www.chg.home.pl/incoterms_en.php

Integral franchise is a sum indicated in the General Agreement, up to which the insurer does not bear liability, provided that the value of damage does not exceed this sum.
In the case of C. Hartwig Gdynia S.A. and CIGNA STU S.A., the issue of the franchise is regulated in the following way:

• cargo worth max. 3000 USD – without franchise
• cargo worth more than 3000 USD – franchise is 200 USD
  

The franchise sum is converted into PLN according to the average NBP (National Bank of Poland) exchange rate set on the day damage is incurred.

Pursuant to the provisions of the Polish General Forwarding Rules 2002, a forwarder insures a cargo only when he receives a clear order to do so. If not agreed otherwise, a forwarder is not obliged to apply for a cargo insurance against transport risks on behalf of a client. Insurance of a cargo being transported is connected with the necessity to pay an insurance fee. So, if a forwarder insures a cargo without a prior consent of his client, he could be accused of exceeding his authorization and of exposing his client to additional costs. This situation looks different at C. Hartwig Gdynia S.A., where cargo insurance is included in the price of the service. If you entrust your goods to C.Hartwig, they are usually covered by this insurance, with some restrictions resulting from the general cargo insurance agreement. Even if a client has already insured his goods in another insurance company, that does not have any influence on the price of the forwarding services provided by C. Hartwig Gdynia S.A., as they are automatically covered by the company’s standard insurance.

This term refers to the transport of goods using at least two different means of transport on the basis of a single multimodal transport agreement covering multimodal transport from a place located in one country, where goods are taken care of by a multimodal transport operator, to a marked destination place located in a different country.

These are dual-use goods and arms. Control of dual-use goods is regulated by the EU law, while control of arms is regulated by the state law.

Dual-use goods are goods including software and technology which can be used both for civil and military purposes. This term includes also all goods of non-explosive application, as well as those which can be used in making nuclear weaponry or other devices for nuclear explosions. (List of dual-use goods specified in Council Regulation (EC) no. 1504/2004 of 19.07.2004, amending and updating Council Regulation (EC) no 1334/2000…)

Arms include weapons, ammunition, explosives, wares, their elements and technologies defined in the list issued pursuant to an ordinance of the Minister of Economy (a list of arms specified in the Ordinance of the Minister of Economy on the list of arms of 28.09.2004 (Journal of Law, No. 221, item 2248)).

Consolidation means putting together a few smaller loads being transported in the same direction. For this purpose, the forwarder makes a separate bill of lading for every consolidated cargo, and, additionally, one overall bill including a loading list. In the overall bill, the sender is the forwarder consolidating the cargo, and the receiver, the forwarder deconsolidating it. The carrier has access only to the overall bill.

This term refers to the forwarding of loads smaller than the loading space of a vehicle – container or trailer. They are commonly defined by means of the following abbreviations: LCL (less than container load), LTL (less than trailer load).

This abbreviation refers to European Agreement concerning the International Carriage of Dangerous Goods by Road. This agreement regulates the terms and conditions of road transport of such goods in order to guarantee the highest safety level. The ADR agreement is also applied to domestic transport.

Dangerous goods are those whose transport is prohibited pursuant to the provisions laid down in annexes to the ADR agreement, or acceptable, but only pursuant to the regulations included in the above-mentioned annexes.

Rate per 1 tone or per 1 m³. Higher value is taken for calculations.

IMDG code (International Maritime Dangerous Goods Code) does not have a character of an international convention, so it is not legally binding. However, it is commonly accepted and used in accordance with the practice.

Through endorsing (guaranteeing) – signing the reverse of a consignment note, all the rights resulting from it are transferred to a different person.

Letter of credit is a form of payment for goods used in international trade. It is a bank's obligation towards the exporter, taken on importer's order, to pay the exporter a defined amount of money in return for submission by him of a fixed-term letter of credit. This is a convenient and common form of payment in international trade, which secures businesses, especially in export.

Free in and out and free stowed. It is used in agreements between the forwarder and charterer. In and out, as well as stowing costs are paid by charter.

This is the period for taking a full and returning an empty container to the harbour. After the free period is over, charges on the account of demurrage and detention are calculated. Charges on the account of demurrage cover the period after the free period from taking the container from harbour. Charges on the account of detention cover the period from the moment of taking an empty container to returning it to harbour. The length of demurrage and detention charges free period can vary and results from the regulations in ship-owner tariffs, as well as individual agreement terms with ship-owners.

20-feet container (20ft) – 5883mm x 2330 x 2355 (length x width x height)
40-feet container (40ft) – 12010mm x 2337 x 2371 (length x width x height)

ETD – estimated time of departure
ETA – estimated time of arrival

Cbm- cubic meter

In a 20-feet container - 11 euro-pallets
In a 40-feet container - 23 euro-pallets

Feeder is a kind of a ship which carries smaller series of goods to/from ocean harbours from/to smaller harbours. E.g. from Gdynia to Hamburg/from Hamburg to Gdynia.

Pursuant to the provisions of the general agreement concluded between C. Hartwig Gdynia S.A. and the insurance company INTERRISK S.A., the insurable value is the real value of the cargo in the place and at the time of loading, specified on the deliverer’s invoice, plus 10%, as well as the customs duty paid by the insured in the target country or in transit. Insurance up to this value is included in the price of the forwarding service, and it can be paid out up to this value. Additionally, subject to an additional fee, freight and the VAT and excise tax can be included in the insurance amount. Top line of a damage is the sum of insurance, which, depending on the type of transport, amounts to:

• in the case of land transport - USD 500,000
• in the case of sea transport - USD 1,000,000
• in the case of air transport - USD 500,000
  

Institute cargo clauses (A) – the so-called all risks clauses, provide for goods insurance against all risks of loss or damage to the subject of insurance – except for these, which are expressly specified in the aforementioned clauses. Application of A clauses to cargo insurance provides a wider policy coverage – in contrast to institute cargo clauses (B) and (C), that is the so-called “named peril” clauses. In view of interpretations of INCOTERMS 2000 regulations – particularly CIP and CIF – that is regulations which expressly define the obligation to insure goods, the seller fulfils his contractual obligation by insuring transported goods against named perils. Therefore, C. Hartwig Gdynia S.A., by concluding the general agreement including cargo clauses (A), allows its clients, selling their goods on the basis of CIP or CIF, to fulfil their contractual obligation in a broader scope than provided for by INCOTERMS. More information at  http://www.chg.pl/incoterms_en.php

The term Non Vessel Operating Common Carrier refers to forwarders who do not have their own vessels, but provide forwarding services on the basis of forwarding contracts signed with vessel operators, using their own consignment notes. The NVOCC category exists in American law, which regulates the terms on which American and international companies can get a license to operate as NVOCCs in transport to/from USA. The body responsible for implementing and enforcing the NVOCC regulations is the Federal Maritime Commission (FMC). Commonly, NVOCC is a category used in sea transport all over the world, and defines a forwarder, who by making out his own consignment note, takes responsibility for a given load, pursuant to the terms of such consignment note.

Door-to-door means a full forwarding service from the moment of collecting goods from the sender to the moment they are delivered to the receiver, including all necessary formalities.

Despite the fact that all the mentioned companies have common roots and date back to 1858, when Carl Hartwig established his company, today they are totally unrelated. C. Hartwig Gdynia S.A. has its branch offices in the following cities:

• C. Hartwig Gdynia S.A. Warsaw Branch Office,
• C. Hartwig Gdynia S.A. Katowice Branch Office,
• C. Hartwig Gdynia S.A. Szczecin Branch Office.
  

C. Hartwig Group includes also:

• Poznań Branch Office,
• Łódź Branch Office,
• Kraków Branch Office,
•  Wrocław Branch Office, and a subsidiary dedicated to road forwarding:
• C. Hartwig Transport Service Sp. z o.o. and international companies:
• Amerpol International Ltd. in USA
• PSA Transport Ltd. in Great Britain
• Poltrans Internationale Speditiongesellschaft mbH in Germany.
  

C. Hartwig Gdynia S.A. was the first of the group of companies bearing the name of Hartwig to become a private company. C. Hartwig Warszawa S.A. and C. Hartwig Katowice S.A. are still owned by the State Treasury, but are to be privatized.