{"id":113,"date":"2026-10-15T14:51:52","date_gmt":"2026-10-15T12:51:52","guid":{"rendered":"https:\/\/www.spedimar.ch\/news\/?p=113"},"modified":"2026-10-15T14:51:52","modified_gmt":"2026-10-15T12:51:52","slug":"sea-freight-fcl-lcl-how-it-works","status":"publish","type":"post","link":"https:\/\/www.spedimar.ch\/news\/en\/sea-freight-fcl-lcl-how-it-works\/","title":{"rendered":"Sea Freight Shipping: How FCL and LCL Work and Which to Choose"},"content":{"rendered":"\n<p class=\"wp-block-paragraph\"><strong>Sea freight<\/strong> carries over <strong>80% of world merchandise trade<\/strong> and is the most widely used mode for imports from China, South-East Asia, the Americas and the Middle East. For companies in Switzerland and Ticino, ocean shipments almost always pass through the major Mediterranean ports (Genoa, La Spezia) or northern European ports (Rotterdam, Antwerp, Hamburg), before reaching Chiasso and the rest of the country by rail or road.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">In this guide we explain how sea freight shipments work, what the FCL and LCL options are, which documents you need and how to optimise costs and transit times.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">How a sea freight shipment works<\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">An international ocean shipment follows a fairly standard operational sequence, but with many variables that affect transit times and costs:<\/p>\n\n\n\n<ol class=\"wp-block-list\"><li><strong>Collection of the goods<\/strong> from the supplier in the country of origin<\/li><li><strong>Road or rail transport<\/strong> to the port of loading<\/li><li><strong>Port loading operations<\/strong>: stuffing the container and, where applicable, export customs clearance<\/li><li><strong>Ocean voyage<\/strong> to the port of destination (from a few days to 5-6 weeks depending on the route)<\/li><li><strong>Port discharge operations<\/strong>: unloading the container and placing it in the yard<\/li><li><strong>Import customs clearance<\/strong> at the port of arrival<\/li><li><strong>Final delivery<\/strong> to the consignee&#8217;s premises (by road or rail)<\/li><\/ol>\n\n\n\n<p class=\"wp-block-paragraph\">Each stage involves different parties (freight forwarder, ocean carrier, terminal operators, customs brokers, road hauliers), and good coordination is what determines whether a shipment succeeds or runs into delays.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">FCL and LCL: two modes, two different approaches<\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">The first important decision is the shipping mode. There are two main options:<\/p>\n\n\n\n<h4 class=\"wp-block-heading\">FCL \u2014 Full Container Load<\/h4>\n\n\n\n<p class=\"wp-block-paragraph\">This means a <strong>whole container dedicated<\/strong> to a single customer. The goods travel on their own, in a container that is full or partly full but reserved exclusively for the consignee.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\"><strong>Advantages of FCL:<\/strong><\/p>\n\n\n\n<ul class=\"wp-block-list\"><li><strong>Faster<\/strong> transit times (no consolidation or deconsolidation)<\/li><li>Lower risk of <strong>damage<\/strong> to the goods (no intermediate handling)<\/li><li>Greater <strong>security<\/strong> (container sealed at origin)<\/li><li>Lower cost per unit when volumes are high<\/li><\/ul>\n\n\n\n<p class=\"wp-block-paragraph\"><strong>When it makes sense:<\/strong> when shipping volumes of around 15 m\u00b3 or more, or when the goods are delicate and should not be handled.<\/p>\n\n\n\n<h4 class=\"wp-block-heading\">LCL \u2014 Less than Container Load<\/h4>\n\n\n\n<p class=\"wp-block-paragraph\">This means <strong>sea freight groupage<\/strong>: goods from several customers are consolidated in a single shared container. You pay according to the volume (m\u00b3) or actual weight of your own goods.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\"><strong>Advantages of LCL:<\/strong><\/p>\n\n\n\n<ul class=\"wp-block-list\"><li>Affordable for <strong>small volumes<\/strong><\/li><li>Lets you import even a few pallets without having to fill a whole container<\/li><li>Greater operational flexibility<\/li><\/ul>\n\n\n\n<p class=\"wp-block-paragraph\"><strong>Disadvantages of LCL:<\/strong><\/p>\n\n\n\n<ul class=\"wp-block-list\"><li><strong>Longer<\/strong> transit times due to consolidation and deconsolidation<\/li><li>Higher risk of <strong>damage<\/strong> from intermediate handling<\/li><li>Additional charges (handling, deconsolidation at the port of arrival) that can add up<\/li><\/ul>\n\n\n\n<p class=\"wp-block-paragraph\"><strong>When it makes sense:<\/strong> when shipping volumes below around 12-15 m\u00b3, or for goods that are not urgent and are well packed.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Container types<\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">The most commonly used standard shipping containers are:<\/p>\n\n\n\n<ul class=\"wp-block-list\"><li><strong>20&#8242; Dry<\/strong> (standard 20-foot): approx. 33 m\u00b3, up to 28 tonnes<\/li><li><strong>40&#8242; Dry<\/strong> (standard 40-foot): approx. 67 m\u00b3, up to 28 tonnes<\/li><li><strong>40&#8242; HC (High Cube)<\/strong>: 40-foot with extra height, approx. 76 m\u00b3<\/li><li><strong>Reefer<\/strong> (refrigerated): for food, pharmaceuticals and temperature-controlled products<\/li><li><strong>Open Top, Flat Rack, Tank<\/strong>: for special or oversized goods and bulk liquids<\/li><\/ul>\n\n\n\n<p class=\"wp-block-paragraph\">Choosing the right container is crucial to optimise costs and suit the nature of the goods.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Essential documents for a sea freight shipment<\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">An ocean shipment requires specific documentation:<\/p>\n\n\n\n<ul class=\"wp-block-list\"><li><strong>Bill of Lading (B\/L)<\/strong>: the main transport document, evidence of the contract of carriage and document of title to the goods<\/li><li><strong>Commercial invoice<\/strong> from the supplier<\/li><li>Detailed <strong>packing list<\/strong><\/li><li><strong>Certificate of origin<\/strong> (preferential or non-preferential)<\/li><li><strong>Import document<\/strong> and any special licences<\/li><li><strong>Cargo insurance<\/strong> (recommended for sea freight)<\/li><li><strong>Specific certificates<\/strong> for controlled goods (CITES, health, phytosanitary, dual use)<\/li><\/ul>\n\n\n\n<p class=\"wp-block-paragraph\">The <strong>bill of lading<\/strong> in particular is a sensitive document: it can be issued as an &#8220;original&#8221; (paper, to be surrendered by the consignee to collect the goods) or as an &#8220;express release&#8221; (electronic release, with no originals). The choice depends on the commercial agreements between the parties.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Incoterms: who pays for what in sea freight<\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">The terms of an ocean shipment are governed by the <strong>Incoterms<\/strong> of the International Chamber of Commerce (2020 edition). The most commonly used for sea freight are:<\/p>\n\n\n\n<ul class=\"wp-block-list\"><li><strong>EXW<\/strong> (Ex Works): the supplier makes the goods available at its premises; everything else is the buyer&#8217;s responsibility<\/li><li><strong>FOB<\/strong> (Free On Board): the supplier delivers the goods on board the vessel at the port of loading; the rest is the buyer&#8217;s responsibility<\/li><li><strong>CIF<\/strong> (Cost, Insurance and Freight): the supplier pays freight and insurance to the port of destination<\/li><li><strong>CFR<\/strong> (Cost and Freight): like CIF but without insurance<\/li><li><strong>DAP<\/strong> (Delivered at Place): the supplier delivers to destination, excluding import customs clearance and taxes<\/li><li><strong>DDP<\/strong> (Delivered Duty Paid): the supplier delivers to destination with all charges included<\/li><\/ul>\n\n\n\n<p class=\"wp-block-paragraph\">Choosing the correct Incoterm determines <strong>who pays for what, who insures the goods and who handles the customs formalities<\/strong>. A common mistake is agreeing to unfavourable Incoterms without assessing their operational implications.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Sea freight to Switzerland: the typical route<\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">For companies in Switzerland and Ticino, the typical sea freight flow follows two main routes:<\/p>\n\n\n\n<ul class=\"wp-block-list\"><li><strong>Via Italian ports<\/strong> (Genoa, La Spezia): the shortest and most direct route for most imports from Asia, the Americas and the Mediterranean. The goods are then transported to Switzerland by road or rail through the Chiasso border crossing<\/li><li><strong>Via northern European ports<\/strong> (Rotterdam, Antwerp, Hamburg): better suited to certain routes (North America, northern Europe, some Asian trades). The goods reach Switzerland along the Rhine-Alpine corridor<\/li><\/ul>\n\n\n\n<p class=\"wp-block-paragraph\">The choice of port of discharge affects transit times, costs and the availability of intermodal services. An experienced freight forwarder assesses case by case which route is most advantageous.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Indicative transit times and costs<\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">Ocean transit times vary considerably depending on the route:<\/p>\n\n\n\n<ul class=\"wp-block-list\"><li><strong>China \u2192 Genoa<\/strong>: 25-35 days at sea<\/li><li><strong>US East Coast \u2192 Genoa<\/strong>: 12-18 days<\/li><li><strong>South-East Asia \u2192 Genoa<\/strong>: 20-30 days<\/li><li><strong>India \u2192 Genoa<\/strong>: 18-25 days<\/li><\/ul>\n\n\n\n<p class=\"wp-block-paragraph\">To these must be added the days needed for <strong>port handling<\/strong> (loading, discharge, customs clearance) and <strong>final transport<\/strong> to Switzerland, generally 1-3 days from the port to Chiasso.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">Costs depend on many factors: route, mode (FCL\/LCL), container type, seasonality, fuel costs (bunker surcharge) and port congestion. The ocean freight market is <strong>highly volatile<\/strong> and has seen historic swings since the pandemic.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Common mistakes in sea freight shipments<\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">In our day-to-day experience, the most common mistakes that cause problems are:<\/p>\n\n\n\n<ul class=\"wp-block-list\"><li><strong>Choosing the wrong option between FCL and LCL<\/strong> for the actual volume of goods<\/li><li><strong>An Incoterm unsuited<\/strong> to the buyer&#8217;s real operational needs<\/li><li><strong>Packaging not suitable<\/strong> for sea transport (humidity, salt, handling)<\/li><li><strong>Incomplete documentation<\/strong> that holds up customs clearance on arrival<\/li><li><strong>No insurance<\/strong> or cover inadequate for the actual value of the goods<\/li><li><strong>Overly optimistic scheduling<\/strong> that causes delays in the production chain<\/li><\/ul>\n\n\n\n<p class=\"wp-block-paragraph\">Good planning with an experienced partner avoids most of these problems.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">The role of the international freight forwarder<\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">An ocean shipment involves many parties and many variables. An international freight forwarder manages the entire operation on the customer&#8217;s behalf:<\/p>\n\n\n\n<ul class=\"wp-block-list\"><li>Selecting the <strong>ocean carrier<\/strong> and booking space<\/li><li>Coordinating <strong>pre-carriage<\/strong> and <strong>on-carriage<\/strong> transport<\/li><li>Handling export and import <strong>customs formalities<\/strong><\/li><li>Managing the <strong>documentation<\/strong> (bill of lading, certificates, declarations)<\/li><li>Advising on <strong>Incoterms<\/strong> and insurance cover<\/li><li>Tracking shipments and handling any issues (delays, damage, disputes)<\/li><\/ul>\n\n\n\n<p class=\"wp-block-paragraph\">Spedimar SAGL has operated at the Chiasso border since 1993 and supports Swiss and Italian companies with sea freight shipments to and from every continent. We work with the main ports in the Mediterranean and northern Europe and handle all customs and logistics formalities through to final delivery.<\/p>\n\n\n\n<h3 class=\"wp-block-heading\">Do you have a sea freight shipment to organise?<\/h3>\n\n\n\n<p class=\"wp-block-paragraph\">Contact us for a tailored quote and to work out together the best solution for your goods.<\/p>\n\n\n\n<p class=\"wp-block-paragraph\">\ud83d\udc49 <a href=\"https:\/\/www.spedimar.ch\/en\/contact_us\"><strong>Request a quote<\/strong><\/a><\/p>\n\n\n\n<p class=\"wp-block-paragraph\">\ud83d\udcde +41 91 682 95 79 \ud83d\udce7 <a href=\"mailto:info@spedimar.ch\">info@spedimar.ch<\/a><\/p>\n\n","protected":false},"excerpt":{"rendered":"<p>Sea freight explained: FCL vs LCL, container types, key documents, Incoterms and typical routes and transit times for shipments to Switzerland via Chiasso.<\/p>\n","protected":false},"author":1,"featured_media":53,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[72],"tags":[],"class_list":["post-113","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-uncategorized-en"],"_links":{"self":[{"href":"https:\/\/www.spedimar.ch\/news\/wp-json\/wp\/v2\/posts\/113","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.spedimar.ch\/news\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.spedimar.ch\/news\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.spedimar.ch\/news\/wp-json\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/www.spedimar.ch\/news\/wp-json\/wp\/v2\/comments?post=113"}],"version-history":[{"count":1,"href":"https:\/\/www.spedimar.ch\/news\/wp-json\/wp\/v2\/posts\/113\/revisions"}],"predecessor-version":[{"id":114,"href":"https:\/\/www.spedimar.ch\/news\/wp-json\/wp\/v2\/posts\/113\/revisions\/114"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.spedimar.ch\/news\/wp-json\/wp\/v2\/media\/53"}],"wp:attachment":[{"href":"https:\/\/www.spedimar.ch\/news\/wp-json\/wp\/v2\/media?parent=113"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.spedimar.ch\/news\/wp-json\/wp\/v2\/categories?post=113"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.spedimar.ch\/news\/wp-json\/wp\/v2\/tags?post=113"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}