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A GUIDE TO SHIPPING CONTAINER TYPES: DIMENSIONS, CAPACITY AND TECHNICAL SPECIFICATIONS

Choosing the right shipping container depends on the cargo’s dimensions, characteristics, weight and handling requirements. Understanding container specifications helps businesses determine the most suitable equipment and plan cargo loading more effectively. This guide provides a quick reference to 12 container types, covering their dimensions, internal volume and key weight specifications. Key Considerations When Selecting a Shipping Container Check the internal dimensions: Use the container’s internal dimensions to calculate the available loading space. Compare the cargo’s length, width and height against the usable internal dimensions, allowing for the clearance needed for loading and unloading Understand payload and gross weight limits: Payload refers to the maximum cargo weight a container is designed to carry, while maximum gross weight includes both the container’s tare weight and the cargo. For inland transportation, also check the applicable vehicle weight limits and road regulations along the planned route Inspect the container before loading: Check the container’s exterior, floor and doors for damage or signs of water ingress. For refrigerated containers, verify that the refrigeration unit is operating properly and that the required temperature can be maintained for the cargo Note: Specifications may vary by container model and manufacturer. Always check the equipment plate on the assigned container before loading. Contact Vantage Logistics for tailored transport solutions and competitive quotations. Please provide details on cargo type, market, origin, destination, and estimated timeline. Vantage Logistics Corp – South East Asia (S.E.A) Logistics Provider One-Stop Shop For Integrated Logistics Services Head Office Viet Nam – Suite 6.01, Floor 6th, Block A, RiverGate Residence, 151-155 Ben Van Don, Khanh Hoi Ward, HCMC, Viet Nam Branch Thailand, Laos, Cambodia, Malaysia, Indonesia, Singapore Contact Us Email in**@*****om.vn Hotline +84-909-026-261 Website https://vantage-logistics.com Send your shipment enquiry today and receive a tailored transport plan from the Vantage Logistics team.

13/10/2026

Blog, Logistics

What is DDP? Who Pays Duty and Tax in International Shipping

What is DDP? DDP (Delivered Duty Paid) is an Incoterm where the seller delivers goods to the buyer’s destination and pays all costs, including transport, import duties, and taxes, while the buyer simply receives the goods. DDP places maximum responsibility on the seller. It is the opposite of EXW and represents the highest level of service – and risk – in international trade. How DDP Works The seller manages the entire journey, from factory to final destination, including the import process in the buyer’s country. Seller’s responsibilities under DDP: Export packaging and documentation Export customs clearance All transport to named destination Import customs clearance at destination Payment of all import duties, VAT, and taxes Delivery to the named place Bear all risks until goods are delivered Buyer’s responsibilities under DDP: Unload goods at the named destination (unless otherwise agreed) Receive the goods Risk transfer point: When goods are placed at the buyer’s disposal at the named destination, ready for unloading. Key Differences Between EXW, DAP and DDP EXW DAP DDP Export clearance Buyer Seller Seller Main transport Buyer Seller Seller Import clearance Buyer Buyer Seller Import duties & taxes Buyer Buyer Seller Unloading at destination Buyer Buyer Buyer Seller’s risk level Lowest Moderate Highest Buyer’s risk level Highest Low–Moderate Lowest See also: What is DAP? | What is EXW? | Incoterms 2020: Complete Guide When DDP Makes Sense DDP works best in specific, limited scenarios – not as a default arrangement for regular commercial trade. DDP is appropriate for: Low-value shipments where import duties are minimal and predictable Replacement parts and spare parts deliveries Free samples and marketing materials Situations where the buyer has no import experience and the seller has an established legal presence in the destination country E-commerce fulfilment where the seller operates cross-border logistics infrastructure DDP is not appropriate for: Regular high-value commercial imports Shipments where the seller has no legal entity in the destination country Any situation where the seller cannot legally act as importer of record Shipments into markets with complex, unpredictable, or frequently changing duty structures What DDP Actually Costs the Seller DDP is often quoted as a single all-in price, but several hidden cost drivers affect the final cost: Import duties volatility Tariffs may change after pricing is agreed, increasing seller exposure. VAT exposure In many markets, import VAT must be paid upfront and may not be recoverable for foreign sellers, making it a sunk cost embedded in the price. Importer of Record (IOR) requirement To clear goods, the seller must act as – or appoint – the Importer of Record. In many countries, this requires a locally registered entity, adding cost and compliance complexity. The Risk Buyers Often Miss DDP reduces operational workload – but does not eliminate legal exposure. Buyer may still be liable Customs authorities may hold the importer accountable for classification, valuation, and compliance – even if duties were paid by the seller. DDP in Practice: China–Viet Nam Shipments For Vietnamese importers sourcing from China, DDP is widely marketed by Chinese forwarders as a simple, all-inclusive service. It works well for small or infrequent shipments. For regular commercial imports: The seller or their agent must act as importer of record Import VAT (typically 8–10%) is embedded in pricing Classification differences may create duty discrepancies For recurring shipments, DAP (Delivered at Place) or FOB (Free On Board) with a local customs broker often provides better cost control and compliance visibility. Decision Insight: DDP vs DAP vs FOB If you prioritise convenience and have low shipment value, DDP simplifies operations. If you need cost transparency, compliance control, and scalability: DAP or FOB is usually more effective than DDP for regular commercial imports FAQ Is DDP the same as door-to-door shipping? Not exactly. Door-to-door is a service description – it tells you about the physical journey. DDP is a trade term – it defines who pays for what and who bears risk. A door-to-door service can be structured under several Incoterms, including DAP or DDP. Can the seller exclude VAT from DDP? Yes. It can be structured as “DDP (VAT unpaid)” if agreed. What is the difference between DDP and DDU? DDU (Delivered Duty Unpaid) was a term under Incoterms 2000, replaced by DAP in Incoterms 2010. Under DDU, the seller delivered to destination but did not pay import duties – which is the same structure as DAP today. DDU is no longer a valid term under current Incoterms rules. Who is the importer of record under DDP? The seller or their appointed agent. See also: What is FOB? | What is CIF? Vantage Logistics advises on Incoterm structuring for cross-border shipments across ASEAN, including China – Viet Nam routes where DDP, DAP, and FOB carry different cost and compliance implications. Contact our team for a practical assessment of your shipping terms and total landed cost. — VANTAGE LOGISTICS South East Asia (S.E.A) Logistics Provider One-Stop Shop For Integrated Logistics Services CONTACT US Head Office: Suite 6.01, Block A, RiverGate Residence, 151-155 Ben Van Don, Khanh Hoi Ward, HCMC, Viet Nam Email: in**@*****om.vn Phone: +84-28 382 67312 – Hotline: +84-909-026-261 Website: https://vantage-logistics.com

17/04/2026

Blog, Logistics

What is DAP? Delivered at Place Explained with Risks and Examples

What is DAP? DAP is a rule under Incoterms 2020 where the seller delivers goods to a specified destination, ready for unloading. Risk transfers at that point – before unloading begins. The buyer is responsible for import clearance, duties, taxes, and unloading. How DAP Works The seller manages everything up to delivery at the named place. The buyer takes over from arrival. Seller’s responsibilities under DAP: Export packaging and documentation Export customs clearance All transport to the named destination – inland, ocean or air, and delivery to site Delivery of goods ready for unloading Bear all risk during transit Buyer’s responsibilities under DAP: Unload goods at the named destination Handle import customs clearance Pay import duties, VAT, and taxes Arrange any onward transport after the named place Risk transfer point: When goods arrive at the named place, ready for unloading – but before unloading begins. One important detail: the named place must be specific. “Ho Chi Minh City” is not sufficient. “Buyer’s warehouse at [address]” or “Cat Lai Port, Ho Chi Minh City” gives both parties clear reference points for when risk and cost transfer. DAP vs DDP vs DPU: Where the Confusion Starts DAP is often confused with DPU (Delivered at Place Unloaded) and DDP (Delivered Duty Paid). DAP DPU DDP Seller arranges transport to destination yes yes yes Seller unloads at destination no yes no Seller handles import clearance no no yes Seller pays import duties & taxes no no yes Risk transfers Before unloading After unloading Before unloading DAP vs DPU: the difference is unloading. DPU is the only rule where the seller bears unloading risk. DAP vs DDP: DDP requires the seller to act as importer, taking on duties and tax obligations. See also: What is DDP? When DAP Makes Sense DAP works well when: The buyer has a reliable customs broker at the destination country The buyer wants direct control over import duty calculation and payment The seller wants to offer door-delivery service without taking on import tax liability The shipment is to a buyer’s own warehouse or named facility The seller wants to avoid registering as an importer of record in the destination country When DAP Does NOT Work DAP is not suitable when: The buyer has no local customs capability or broker Import duties are complex, high, or unpredictable at the destination The named destination is remote or difficult for the seller’s carrier to access precisely Practical Insights: The Risks That Catch Buyers Off Guard Customs delays become the buyer’s cost. If import clearance is delayed, storage and demurrage charges apply – and these fall entirely on the buyer. Unloading is often overlooked. DAP delivers goods ready for unloading – but the buyer must handle equipment and labour. This becomes critical for heavy or project cargo. Vague destination creates disputes. A general location like “Ho Chi Minh City” creates ambiguity. A precise address or terminal is required to define risk transfer clearly. DAP in Practice: ASEAN Cross-Border Shipments For shipments into Viet Nam, DAP is commonly used for machinery, equipment, and project cargo where the seller – often a European or Chinese manufacturer – arranges delivery to the buyer’s factory or project site. The buyer’s customs broker handles import clearance under Vietnamese regulations. Decision Insight: When to Choose DAP vs DDP If your team has customs capability and wants control over import costs, DAP is usually more efficient than DDP. If not, DDP may reduce operational risk, even if total cost is higher due to supplier pricing. FAQ Does DAP include insurance? No. Insurance is not mandatory. The seller bears risk but is not required to insure the goods. What is the difference between DAP and DDU? DDU (Delivered Duty Unpaid) was the predecessor term under Incoterms 2000. It was replaced by DAP in Incoterms 2010 and remains unchanged in 2020. DAP is the current, valid term – DDU is no longer in use under the current rules. Can DAP be used for sea freight? Yes. DAP applies to all transport modes. Who arranges unloading under DAP? The buyer. This is one of the most frequently misunderstood points. See also: What is FOB? | What is EXW? Vantage Logistics supports cross-border and project cargo shipments across ASEAN under DAP and other Incoterms structures. Contact our team for guidance on structuring your shipment terms and controlling total cost. — VANTAGE LOGISTICS South East Asia (S.E.A) Logistics Provider One-Stop Shop For Integrated Logistics Services CONTACT US Head Office: Suite 6.01, Block A, RiverGate Residence, 151-155 Ben Van Don, Khanh Hoi Ward, HCMC, Viet Nam Email: in**@*****om.vn Phone: +84-28 382 67312 – Hotline: +84-909-026-261 Website: https://vantage-logistics.com

17/04/2026

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Sea cargoes to Australia: What export documents do you need?

Cargoes to Australia require the exporters to prepare a full set of documents for the importers to get the shipment. Essential documents include: Bill of Lading Commercial Invoice Packing List Packing Declaration Certificate of Fumigation (if timber presents in product or packaging of the container) Besides the above, for some specific commodities, additional documents may be required, and this needs to be viewed case by case. For example, for furniture, a storage declaration will be required; for some construction cargos in which steel is popular, an asbestos declaration will be required; Those are to state that the goods are packaged and treated to meet the import requirements set by the Department of Agriculture and Water Resources. Failure to provide these information will result in the container and goods being inspected at an Approved Arrangement site, container being sent for treatment… Delays will occur and expensive charges apply. If eligible, the Certificate of Origin AANZ should be applied for enjoying duty exemption in Australia....

14/11/2018

Blog

The Case of “Con Cung” and The Importance Of Choosing A Right Customs Clearance Service Provider

23/08/2018 From the case of “Con Cung” Mom and Baby Shopping System Con Cung JSC is one of the largest supermarket chains for mom and baby in Viet Nam. Founded in 2011, Con Cung has specialized in distributing mom and children’s products such as clothing, food, milk, diapers… The company operates 346 retail stores in Vietnam, including 313 Con Cung shops and 33 Toy City stores and focuses on the Ho Chi Minh city and the South market. In 2017, the sales of Con Cung reached over $43 million. In the past days, many of paper and internet newspaper, together with some internet socials, have continously put on public that Con Cung has cheated on the origin of goods, which is a serious violation of the law and regulations on production and business activities. However, The Ministry of Industry and Trade (MoIT), through their Dedicated Inspection team have just officially announced their inspection result. The result clarified that Con Cung did not commit any violation in law of protecting the interest of consumers, product quality and origin, and Con Cung has all the legal and valid import dossiers in compliance with import regulations and the origin of goods. The incident started from a complaint from a customer in HCM City, who claimed that he bought a fabric product from Con Cung with the label “Made in Thailand” “looked like a replaced one”. Journalists and Market Surveillance Agency of HCM City immediately paid big attention to this case. While the investigation was still under conduction, the situation had became more and more noisy and complicated, with various rumours and many contradict opinions poured into the incident, making Con Cung to face a business crisis with lot of negative impact not only on income but also on reputation. Being one of the reputable professional logistics and customs clearance service provider in Vietnam, Vantage Logistics was contracted by Con Cung for customs clearance service. One of the reasons we won Con Cung’s trust is that we always comply with laws and regulations, and proactively consult our clients how to improve their documents and business actitivities to the highest level of compliance. And in this crisis, Vantage Logistics proved that Con Cung had made the right choice. During the whole investigation process, our team have always been closely working with Con Cung’s team, providing all the proofs and documents, all necessary advice related to customs law and regulations. With all the legal compliance that Con Cung and Vantage did for all the import shipments, the investigation conclusion could not be anything else except that Con Cung did not commit any violation in law of protecting the interest of consumers, product quality and origin. To the lesson learned from the importance of choosing right customs clearance service provider. As we know, Customs procedures for each export/import item are different, and various from country to country. It is really complicated and needs comprehensive knowledge to do it properly. Customs procedures often include regulations, circulars, and documents which are intergral with different ministries and authorities, can result in confusion and difficulties for businesses; moreover, the process of Customs clearance of goods must go through many steps from the preparing and checking documents, filing on-line declaration, submission of dossiers at Customs border gates, procedures of goods inspection, procedures of proving product origin, labeling, value of goods… To ensure all steps in compliance is not easy at all. It requires deep and updated knowledge of Customs regulations and procedures. Accuracy in preparing customs documents is also significant. Mistakes can lead not only to delay in the whole customs clearance process, but also to penalty and bad marks in import/export history records with customs. And of course, timeliness. Moreover, the completion of customs procedures in compliance with laws and regulations is not only important at the time the goods are exported/imported but also is a decisive factor in proving that a business is genuine and honest with its customers and Con Cung is a concrete case study. Therefore, choosing a professional and expererienced Customs clearance service provider plays a very important role for businesses in international trading; and businesses need to consider carefully while choosing their long-termed service provider. I think key points to choose Customs clearance service provider are: Professionally proficient Compliance Clear and effective standard working procedure High performance Supportive and providing added values to customers Vantage Logistics with more than 15 years of working in providing logistics and Customs clearance services, has been doing with our best effort to provide the most effective solutions for our customer as our motto – compliance, quick and effectiveness. And the case of Con Cung has again proven it. ...

23/08/2018

Blog

Advice from Expert: Marine Insurance – Not Only For Your Cargo

DID YOU KNOW? >> Last year 2017 about 170,000,000 containers were shipped around the world >> An average of 1,582 containers are lost at sea each year. In 2013 total 5,578 containers lost, including 4,293 containers lost in MOL Comfort’s sinking >> Every two or three days, there is a ship run aground somewhere If your cargo value is low, and just an average 1,582 containers lost in transit per year, is it worth to spend money to buy insurance? Your real lost could be much more than just the cost of your cargo. Not many shippers know that, in maritime law, when you ship your cargo on a vessel, you are actually binded into a kind of “joint venture” with the shipping line and other shippers who have cargo on that voyage. And if the vessel gets into trouble; is lost at sea, needs salvaging, or has to dump containers overboard to save the ship; then you and other shippers with cargo on board proportionally share these costs. Per maritime law, ship owners are able to pass the bulk of their risk on to the shippers who use their service by a precedent called the “general average principle”. Simply put the “general average principle” is where all parties in a sea venture proportionally share any losses resulting from a voluntary sacrifice of part of the ship or cargo to save the whole in an emergency. Even if the loss of your cargo might not be worth that much, your share of the cost for a voyage mishap could be huge. The term “loss” in the “general average principle” applies to any loss on the voyage. So even if your container or cargo is safe and sound on the vessel, you may still being asked to contribute towards the loss of other shipper’s container. This is based on the principle that the other shipper’s cargo was sacrificed to save not only the vessel, but your cargo as well. Potential “general average” scenarios include: Where the vessel runs agrounded in bad weather causing delays; you may be liable for a proportion of the ship damage, salvage costs and damage to other shippers goods Where other shipper’s cargo is dumped overboard to save the voyage but yours is salvaged; if a “general average” is declared by the Ship’s Master, you would have to put up a cash bond or your Insurance puts up a guarantee before your goods would be released. By not taking out marine insurance you are taking the risk that the loss of your cargo worth thousands could end up costing you hundreds of thousands. >>> Advice from Florence Lam and insurance partner, contact at: ...

19/05/2018

Blog

Export Shipment Denied?

How to do when export shipment was denied? Many Viet Nam exporters face the situation of shipment being denied by buyer, common reasons their buyers may raise: Release shipment first, after buyer can sell, buyer will pay later (risky for exporter and agaist what agreed before). Buyers raise some quality problems and request a big discount. Some buyers even do not response at all. Most of exporters when facing such situation will go the below steps: 1/ Requesting carrier to hold cargo. 2/ Trying to convince buyer to arrange payment and pick up shipment. Unluckily, very rare case that shipper succeed. 3/ After too many unsuccessful efforts, exporter either have to agree for a big discount or trying to find another buyer in that country for a desperate sales. Above process take minimum about one month for final decision, and one or two weeks for necessary formalities to carry out that final decision. Per our experience, the average time is sixty (60) days. While the exporter trying to fix the problem, the carrier keep pushing because the storage or container demurrage keep increasing day by day. Take an example, shipment of 1 twenty-feet (1×20’) container to Los Angeles with carrier Cxx, container demurrage in Los Angeles is as follow: Free time: 5 days From 6th day onwards, demurrage USD220 per day. It takes exporter 50 days to solve, the container demurrage fee already reach at: USD220 x (50 – 5) = USD9,900. Most of the cases, under the pressure of increasing cost, exporter must come to agree to sell at big discount (for example, 40 – 50% off the price USD50,000), or desperately sell to other buyer with similar discount level, and exporter surely have to pay the demurrage cost before shipment released by carrier. Exporter suffer double loss here, the cargo price and the costs incurred, loss in this case is USD34,900, not to calculate other costs, for example, brokerage cost. Worse case, if cargo value is not very high and the costs incurred reach at a big percentage of cargo value, buyer may negotiate they take cargo against payment for container demurrage but no payment for cargo. In such cases, if exporter determine to ship cargo back to Viet Nam immediately when they realize initial signs of shipment denied, for example, within 10 days after shipment discharged at Los Angeles port, costs will be: Container demurrage: USD220 x (10 – 5) = USD1,100 Formalities to re-export out of Los Angeles: about USD500 Freight and surcharges: about USD1,000 Total loss about USD2,600 and exporter can bring cargo back to their country, under their control and no more under the cost pressure, they can take time to wait for another good buyer....

04/06/2016

Blog

Advice from Expert: Insured Value or “How much do I insure my goods for?”

The objective of cargo insurance is to put the owner of the goods in the same financial position as if the loss never occurred. With the myriad of charges applying to the movement of freight, over the last 20 years I have witnessed numerous errors that cost owners of the goods that have been damaged or lost in transit. Cargo Insurance will only ever pay to the insurance value noted on the certificate of insurance. Calculating the insured amount has always confused the import / export industry and the following is a simple way to ensure that you have a successful claim payout in the unhappy event of a lost or damaged item. The usual practice is to add the ‘invoice cost’ to the ‘freight cost’ and then add in the ‘insurance premium’ plus 10% extra. Cost + Insurance + Freight is our CIF value and the 10% additional is intended to cover the many ‘additional’ costs that are applied by the transport chain. Examples would be landing charges, bank charges, road transport and customs brokers fees to name few. Sometimes the 10% can still be inadequate depending on the additional expenses that it cost you to transport your goods – another simply example would be high duty on certain goods. You can insure for this higher duty to ensure you do not have an uninsured exposure. I often use the term ‘landed cost’ for the total of all of these charges to get the goods to the final destination. Example – I am exporting a Machine worth $250,000 Cost $250,000 Freight $12,000 Insurance $1,500 Plus 10% = $289,850 If you insured my machine for its cost price only and the truck rolled over to final destination I would be out of pocket $39,850 and obviously unhappy. The premium cost difference between $250,000 and $289,850 is zero. So this error in miscalculating my sum insured would not have cost me any more insurance premium but it has cost substantially in the event of a loss. Advice from James Sparke and network partner Australian Reliance – Leaders in Marine Risk Management...

28/11/2015

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