FAR 52.247—[Reserved]

Commercial Bill of Lading Notations.

FAR 52.247-1, Commercial Bill of Lading Notations, tells contractors exactly what must be written on commercial shipping papers when the Government authorizes shipment on a commercial bill of lading and transportation costs will be reimbursed as direct allowable costs under a cost-reimbursement arrangement. The clause covers when the clause applies, the two required notation formats, how the notation changes depending on whether the Government is shown as the consignor or consignee, and the need to identify the specific agency and, in one case, the cost-reimbursement contract number and contract administration office. Its purpose is to make the shipment clearly traceable to the Government, support reimbursement of actual transportation charges paid to the carrier, and reduce disputes over whether the costs are properly assignable to the contract. In practice, it is a pre-shipment documentation requirement: the contractor must ensure the bill of lading or other commercial shipping document contains the correct language before the shipment moves. This clause matters because a missing or incorrect notation can delay payment, complicate audit support, and create avoidable questions about allowability and allocability of freight charges.

Permits, Authorities, or Franchises.

FAR 52.247-2, Permits, Authorities, or Franchises, addresses who is responsible for securing legal authority to transport materials under a federal contract. The clause requires the offeror to disclose whether it already holds authorization from the Federal Highway Administration (FHWA) or another cognizant regulatory body, and if so, to identify the issuing authority and authorization number. It also requires the contractor, if asked, to provide copies of that authorization before moving material under the contract. Beyond federal authorization, the clause places the burden on the offeror/contractor to obtain and keep current all permits, franchises, licenses, and other approvals required by state and local governments, at its own expense. In practice, this clause is meant to prevent transportation delays, legal violations, and cost disputes by making clear that the contractor—not the Government—must secure the regulatory permissions needed to perform hauling or movement of materials. It is especially important in contracts involving road transport, oversize or overweight loads, or operations crossing multiple jurisdictions.

Capability to Perform a Contract for the Relocation of a Federal Office.

FAR 52.247-3 addresses contractor capability requirements for moving a Federal office and is used in solicitations and contracts for transportation or transportation-related services when an office relocation is involved. The clause tells offerors and contractors what operating authority they must have for interstate moves, intrastate moves, and moves performed within a recognized commercial zone, including when a State or the District of Columbia requires a certificate, permit, or equivalent license and when no such authority is required. It also covers the special case where the contractor uses a subcontractor carrier instead of performing the move itself, making the prime contractor responsible for ensuring the subcontractor meets the same operating-authority requirements. The clause sets a timing rule for when compliance must be in place before performance begins, with a special accelerated deadline when the award-to-start period is short. Finally, Alternate I allows the contracting officer, when the move is intrastate and the Government’s interest supports it, to waive the basic clause’s State-authority and local-facility requirements by deleting paragraph (b) and adjusting the remaining text. In practice, this clause is a pre-performance eligibility and compliance screen designed to reduce the risk of using an unlicensed or otherwise unqualified mover for a Federal office relocation.

Inspection of Shipping and Receiving Facilities.

FAR 52.247-4, Inspection of Shipping and Receiving Facilities, is a solicitation provision used in transportation and transportation-related service acquisitions when the Government wants offerors to inspect the actual shipping, receiving, or other performance sites before submitting bids or proposals. The provision addresses when the clause is used, the purpose of site inspection, the scheduling of site visits, and the point of contact for additional information. Its main purpose is to help offerors understand local conditions that can affect performance costs, such as access limitations, loading dock configuration, traffic patterns, security procedures, equipment constraints, and other site-specific factors. In practice, it supports more realistic pricing and reduces later disputes over whether a contractor should have anticipated site conditions. It also helps the Government improve competition by giving all offerors the same opportunity to examine the work environment and ask questions before pricing. This provision does not itself require a site visit in every case, but it strongly encourages inspection when the contracting activity believes site conditions are relevant to cost and performance.

Familiarization with Conditions.

FAR 52.247-5, Familiarization with Conditions, is a transportation clause used in solicitations and contracts for transportation or transportation-related services. It requires offerors to investigate and understand the conditions under which the work will be performed, including any difficulties, site-specific circumstances, and safety precautions, before pricing and committing to the work. The clause also makes clear that a contractor cannot later avoid responsibility for performance or claim relief simply because it failed to inspect the work environment or review available information. In practice, this clause shifts the risk of inadequate pre-bid investigation to the offeror and helps the Government obtain realistic pricing and reliable performance for services that may involve unique routes, facilities, hazards, weather, access issues, or other operational constraints. It is intended to reduce disputes over “unknown” conditions by putting bidders on notice that they must do their homework up front.

Financial Statement.

FAR 52.247-6, Financial Statement, is a solicitation provision used in transportation and transportation-related services acquisitions to make sure offerors are ready to provide financial information if the Government asks for it. The provision requires an offeror, upon request, to promptly furnish a current certified statement of financial condition and any additional data the Government requests about the offeror’s operations. Its purpose is to help the Government evaluate financial responsibility and the offeror’s ability to perform the contract, which is especially important in transportation work where performance depends on adequate financial stability and operating capacity. The clause also warns that failure to provide the requested information can lead to rejection on responsibility grounds, meaning the offeror may be found nonresponsible and ineligible for award. In practice, this provision gives contracting officials a tool to verify financial soundness before award and puts offerors on notice that they must be prepared to document their financial condition quickly and accurately.

Freight Excluded.

FAR 52.247-7, Freight Excluded, is a transportation clause used in solicitations and contracts for transportation or transportation-related services when the Government wants to carve out certain shipments from the contractor’s scope. The clause identifies specific categories of freight that are excluded: shipments better moved by parcel post or a small package carrier, shipments of unusual value, explosives and other dangerous articles, household goods, commodities in bulk, commodities that could injure or contaminate other freight, and shipments the Government chooses to move in its own vehicles. In practice, the clause tells contractors that not every shipment tendered under the contract is eligible for movement under the contract’s rates and service terms, and it preserves Government flexibility to use other transportation methods where they are more economical, safer, or operationally preferable. It also helps avoid disputes by making clear that certain high-risk, special-handling, or Government-controlled movements are outside the contract’s transportation obligation. The clause is prescribed only when the contracting activity has identified commodities or shipment types for exclusion, so it is a targeted scope-management tool rather than a universal transportation clause.

Estimated Weights or Quantities Not Guaranteed.

FAR 52.247-8, Estimated Weights or Quantities Not Guaranteed, is a transportation clause used in solicitations and contracts for transportation or transportation-related services when the stated weights or quantities are only estimates. It addresses the relationship between estimated traffic volume and the Government’s actual obligation to use the contractor, making clear that the Government does not promise any particular amount of freight, shipments, or service volume. At the same time, it preserves the contractor’s right to receive orders for services that are actually required under the contract and ordered in accordance with its terms. In practice, this clause helps prevent contractors from treating estimated quantities as minimum guarantees and helps the Government avoid unintended liability for shortfalls in traffic. It is especially important in transportation contracts where pricing, capacity planning, and operational commitments may be based on projected volumes that can change over time. The clause also reinforces that the Government’s ordering obligation is tied to actual requirements and proper ordering procedures, not to the estimate itself.

Agreed Weight-General Freight.

FAR 52.247-9, Agreed Weight-General Freight, is a transportation clause used when the Government shipping activity—not the carrier—determines the weight of freight shipments other than household goods or office furniture. It applies in solicitations and contracts for transportation or transportation-related services when the shipping activity is responsible for weighing the shipment, and it is prescribed by FAR 47.207-4(a)(1). The clause establishes a simple but important rule: the shipping activity determines the shipment weight, records that weight on the covering shipping document, and the contractor must accept that weight as the agreed weight for the shipment. In practice, this clause reduces disputes over billable weight, supports consistent freight charges, and creates a clear documentary basis for transportation payment. It matters because freight charges often depend on weight, so the clause allocates responsibility for weight determination and limits later disagreement about the amount used for rating and billing.

Net Weight-General Freight.

FAR 52.247-10, Net Weight-General Freight, is a transportation clause used when the government is buying transportation or transportation-related services and the shipment weight is not known at the time of shipment. It applies to freight other than household goods or office furniture, and it is specifically used when the contractor is responsible for determining the shipment’s net weight. The clause explains how to calculate net weight by subtracting the vehicle’s tare weight from its gross weight, and it requires both weights to be taken by a certified weighmaster on a certified scale with the vehicle weighed empty and loaded, each time with a full tank of fuel. It also requires the contractor to attach the original empty and loaded weight certificates to the invoice. In practice, this clause is meant to create a reliable, auditable method for pricing and paying transportation charges when the shipment weight cannot be known in advance, while reducing disputes, overbilling, and documentation problems.

Net Weight-Household Goods or Office Furniture.

FAR 52.247-11, Net Weight-Household Goods or Office Furniture, tells contractors how to determine the billable net weight of shipments when the Government is moving employees’ household goods or relocating office furniture. The clause covers when it applies, how to calculate net weight for full loads, how to calculate net weight for part loads, and the requirement to attach original weight certificates to the invoice. Its purpose is to create a consistent, auditable method for pricing transportation services based on actual shipment weight rather than estimates or unsupported claims. In practice, it protects the Government from overbilling and gives contracting personnel a clear documentation standard for verifying charges. It also places operational importance on certified weighing, proper tare-weight determination, and careful recordkeeping at each stage of a move. For contractors, the clause means the weight tickets are not optional paperwork; they are part of the payment package and must support the invoice exactly.

Supervision, Labor, or Materials.

FAR 52.247-12, Supervision, Labor, or Materials, is a simple but important transportation clause used in solicitations and contracts for transportation or transportation-related services when the contractor must provide supervision, labor, materials, supplies, and equipment. Its purpose is to make clear that the contractor—not the Government—bears responsibility for supplying the resources needed to perform the work and for managing the work in an orderly, timely, and efficient way. In practice, this clause supports performance accountability by requiring the contractor to plan staffing, obtain needed materials and equipment, and provide sufficient oversight to complete the services as promised. It is especially relevant in transportation service arrangements where performance depends on the contractor’s operational control and readiness. The clause does not create a detailed management regime, but it establishes a baseline obligation that the contractor must furnish everything necessary to perform the contract successfully. For contracting officers, it is a straightforward way to reinforce performance expectations in transportation-related acquisitions; for contractors, it is a reminder to price and staff the work realistically and to avoid assuming the Government will provide operational support.

Accessorial Services-Moving Contracts.

FAR 52.247-13, Accessorial Services-Moving Contracts, sets the contractor’s responsibilities for the extra moving services that commonly accompany household goods or office furniture transportation. It covers three main service areas: packing, crating, and padding; disassembling and reassembling property and servicing appliances; and unpacking, uncrating, placement, and removal of packing debris. The clause is used in solicitations and contracts for moving services to make clear that these accessorial tasks are included in the contractor’s performance obligations, not optional add-ons, unless the contract says otherwise. In practice, it protects the government and the property owner by ensuring the mover provides the materials, labor, and care needed to prevent damage during transit and to restore items at destination. It also gives the owner or authorized representative control over where items are placed and whether packing materials are removed. For contractors, the clause is important because it allocates risk, labor, and material costs up front and requires readiness to handle common moving-related tasks without delay or dispute.

Contractor Responsibility for Receipt of Shipment.

FAR 52.247-14, Contractor Responsibility for Receipt of Shipment, is a transportation clause that tells the contractor what to do when goods are tendered for shipment under a transportation or transportation-related services contract. It covers the contractor’s duty to diligently count the goods, examine them for apparent condition, formally receipt for the shipment, and make a written exception when any goods are not in apparent good order. In practice, the clause is about creating a clear handoff record at the point of shipment acceptance so that shortages, damage, or other visible discrepancies are documented immediately rather than disputed later. It is intended to protect the Government’s interests, support accurate shipment accountability, and reduce claims or confusion about what was actually tendered and received. The clause is short, but it places an important operational burden on the contractor to inspect and document the shipment at the time of receipt. It also signals that the contractor’s acceptance is not automatic or passive; the contractor must actively verify the shipment and preserve evidence of any visible problems.

Contractor Responsibility for Loading and Unloading.

FAR 52.247-15 allocates responsibility for loading and unloading freight in transportation and transportation-related service contracts. It tells contractors when they must load and unload shipments at no extra cost to the Government, explains the default delivery/receipt point as the tailgate of the contractor’s vehicle, defines what “tailgate delivery” means in practical terms, and assigns the contractor responsibility for shoring, blocking, bracing, and dunnage when the contractor is responsible for loading. The clause exists to prevent disputes over who handles cargo at pickup and delivery, what equipment and labor are included in the transportation price, and where the Government’s responsibility ends. In practice, it is important because loading and unloading can create significant cost, safety, damage, and liability issues if the contract does not clearly assign those tasks. It also helps distinguish ordinary tailgate service from more extensive store-door or inside delivery, which must be specifically stated in the contract if required. For contractors, the clause affects pricing, labor planning, equipment needs, and cargo protection procedures; for contracting officers, it is a key term to ensure the solicitation and contract match the actual transportation requirement.

Contractor Responsibility for Returning Undelivered Freight.

FAR 52.247-16 addresses what happens when freight cannot be delivered and must be returned, focusing on transportation and transportation-related services where the contractor is responsible for the return movement. The clause distinguishes between two situations: undelivered freight caused by no fault of the contractor, and undelivered freight caused by the contractor’s fault. It requires the contractor to contact the shipper for disposition instructions, sets the pricing rule for return transportation when the shipper orders the goods back to origin, and requires the shipper to keep a record of returned goods so any later claim can be adjusted correctly. It also establishes that if the contractor is at fault, the contractor must return the shipment to origin at no charge to the Government and bear any excess redelivery costs under the Default clause. In practice, this clause protects the Government and the shipper from confusion and extra cost when delivery fails, while creating a clear allocation of responsibility based on fault. It is important because undelivered freight can generate storage, return, redelivery, and claims issues, and this clause gives contracting parties a simple framework for handling those costs and records.

Charges.

FAR 52.247-17, Charges, is a transportation clause that limits what a contractor may bill the Government for transportation or transportation-related services. It addresses two pricing benchmarks: the contractor’s lowest rate available to the general public and any rates the contractor has otherwise tendered to the Government for the same type of service. The clause is intended to prevent the Government from paying more than the contractor’s best available public price or more than a better Government-specific rate the contractor has already offered. In practice, this means the contractor must monitor its published, marketed, or otherwise available rates and ensure contract charges do not exceed the most favorable applicable rate. The clause is inserted in solicitations and contracts when transportation or transportation-related services are being acquired, and it works as a straightforward price-protection provision rather than a detailed pricing formula. Its practical significance is that it gives the Government a contractual basis to challenge overcharges and requires contractors to align contract billing with their lowest applicable rates.

Multiple Shipments.

FAR 52.247-18, Multiple Shipments, is a transportation pricing clause used in solicitations and contracts for transportation or transportation-related services when several shipments are tendered at the same time from one origin to two or more consignees at the same destination. Its purpose is to establish how the carrier or transportation contractor must calculate charges when a single tender covers multiple shipments: each shipment is billed at the rate applicable to the aggregate weight, rather than separately priced as if each shipment stood alone. In practice, this clause prevents fragmented pricing that could overcharge the Government when multiple shipments are moved together under one tender. It also gives both contracting officers and contractors a clear billing rule for multi-shipment movements, reducing disputes over whether rates should be based on individual shipment weights or the combined weight of the tender. The clause is narrow in scope, but important in transportation procurements because it directly affects freight charges, invoice review, and rate application when multiple consignees are involved at the same destination.

Stopping in Transit for Partial Unloading.

FAR 52.247-19, Stopping in Transit for Partial Unloading, is a transportation pricing clause used when multiple shipments are tendered at the same time for movement from one origin to two or more consignees along the route to the final destination. The clause addresses how the carrier’s charge is calculated when a shipment is stopped at an intermediate point so part of the load can be unloaded before the remaining freight continues to the last destination. It ties the charge to the rate applicable to the aggregate weight, then adds a separate dollar amount for each shipment unloaded at an intermediate point en route. In practice, this clause is about pricing structure, not operational routing authority: it tells the parties how to bill for partial unloading stops during a multi-consignee movement. It is prescribed by FAR 47.207-6(c)(5)(ii), so it is intended for solicitations and contracts involving transportation or transportation-related services where this specific shipping pattern exists. The clause helps avoid disputes over whether intermediate unloading is included in the base rate and ensures the contract clearly states the extra charge for each stop.

Estimated Quantities or Weights for Evaluation of Offers.

FAR 52.247-20 is a solicitation provision used in transportation and transportation-related service procurements when the government does not know the actual shipment quantities or weights between each origin and destination pair. It tells offerors and evaluators that the listed estimated quantities or weights will be used only to compare offers for award, not as a commitment of actual shipment volume. The provision is tied to the transportation pricing structure because rates often depend on origin-destination lanes, shipment weight, and other movement assumptions. In practice, this clause helps the government evaluate competing offers on a common basis when future traffic is uncertain, while also making clear that the estimates are for evaluation only and do not guarantee business. It is especially important in solicitations where pricing must be normalized across multiple lanes or destinations so the agency can determine the most advantageous offer. The clause also signals to contractors that they should price based on the stated estimates, but understand that actual shipments may differ after award.

Contractor Liability for Personal Injury and/or Property Damage.

FAR 52.247-21 is a transportation clause that allocates risk for personal injury and property damage arising from a contractor’s performance. It covers four main topics: the contractor’s assumption of responsibility for damage or injury caused by its vehicles, equipment, employees, or agents; the requirement to carry adequate public liability and property damage insurance; the requirement to maintain workers’ compensation and other legally required insurance for its workforce; and the Government’s disclaimer of liability together with the contractor’s duty to indemnify and hold the Government harmless. In practice, the clause is designed to protect the Government when a transportation contractor’s operations create third-party claims or losses. It makes clear that the contractor—not the Government—bears the financial and legal risk associated with operating vehicles or equipment under the contract. For contractors, this means insurance planning and claims management are core contract compliance issues, not just back-office matters. For contracting officers, the clause is a risk-allocation tool that should be used when the acquisition involves transportation or transportation-related services.

Contractor Liability for Loss of and/or Damage to Freight other than Household Goods.

FAR 52.247-22 is a transportation clause used in solicitations and contracts for the movement of freight other than household goods. It addresses one core topic: the contractor’s liability for loss of and/or damage to freight while performing the transportation covered by the contract. The clause establishes a default rule of full contractor liability, but it also recognizes an exception when the loss or damage results from causes beyond the contractor’s control and without the contractor’s fault or negligence. In practice, this clause allocates risk between the Government and the carrier, making it clear who bears the financial responsibility if freight is lost or damaged during shipment. It is important because it affects pricing, claims handling, insurance expectations, and dispute resolution in freight transportation contracts. The clause is prescribed by FAR 47.207-7(d), so it is intended for use specifically in contracts for transportation of freight other than household goods, not as a general-purpose property damage clause.

Contractor Liability for Loss of and/or Damage to Household Goods.

FAR 52.247-23 is a transportation clause that allocates risk for household goods shipments and sets the contractor’s liability for loss or damage while goods are being packed, picked up, loaded, transported, delivered, unloaded, unpacked, stored in transit, or serviced by a third party hired by the contractor. It also establishes a notice requirement: the owner must give the contractor written notice of discovered loss or damage within 75 days after delivery. Finally, it requires the contractor to indemnify the owner at a specified rate per pound per article, with the blank filled in by the contracting activity. In practice, this clause is meant to protect the shipper/owner during household goods moves and to give the contractor a clear, limited liability framework tied to the movement and handling of the property. It matters because it defines when the contractor is responsible, when liability is excused, how claims must be reported, and the monetary measure of indemnification.

Advance Notification by the Government.

FAR 52.247-24, Advance Notification by the Government, is a transportation clause used in solicitations and contracts for transportation or transportation-related services when the Government—not the contractor—is responsible for telling the contractor when shipments will be ready and what will be shipped. The clause addresses advance notice of normal shipments, including the number of pieces, total weight, and the time the shipment will be available for pickup, and it also addresses additional information for unusual or nonstandard shipments, such as oversized dimensions or other details needed to plan equipment and manpower. Its purpose is to give the contractor enough lead time and shipment data to schedule vehicles, labor, and handling resources efficiently and safely. In practice, the clause helps prevent missed pickups, under-dispatched equipment, delays, and disputes over whether the Government provided enough notice for the contractor to perform. It also creates a clear allocation of responsibility: the Government must provide timely and useful shipment information, and the contractor can rely on that information to plan performance.

Government-Furnished Equipment With or Without Operators.

FAR 52.247-25 is a transportation clause used in solicitations and contracts for transportation or transportation-related services when the Government will furnish equipment, such as forklifts, either with operators or without operators. The clause tells the parties that the Government will provide specified equipment, identifies whether the equipment will be furnished with or without operators, and states the location(s) where the equipment will be available—origin, destination, or both—to assist with loading, unloading, or both when required. Its purpose is to make the Government’s support arrangement explicit so the contractor knows what equipment will be available, where it will be available, and whether operator support is included. In practice, this clause helps avoid disputes over who is responsible for loading and unloading support, what resources the Government is supplying, and whether the contractor must provide its own labor or equipment. It is a narrow but important clause because transportation performance often depends on timely access to material-handling equipment and clear coordination at pickup and delivery points.

Government Direction and Marking.

FAR 52.247-26, Government Direction and Marking, is a transportation clause used when office relocations are involved and the contract covers transportation or transportation-related services. It addresses two core operational topics: how property must be identified for delivery at the new location, and who is responsible for directing movers when items are placed in the destination building. In practice, the clause shifts key move-planning tasks to the relocating agency, requiring it to tag or mark property with the destination floor, room number, and placement location, and to provide enough personnel on site to guide the contractor’s crew. The purpose is to reduce confusion, prevent misdelivery or improper placement, and keep the move efficient and orderly. For contractors, the clause clarifies that they are not expected to guess where items belong or independently decide final placement without government direction. For contracting officers and agencies, it creates a simple but important operational obligation that must be planned for before move day to avoid delays, disputes, and damage claims.

Contract Not Affected by Oral Agreement.

FAR 52.247-27, Contract Not Affected by Oral Agreement, is a simple but important clause used in solicitations and contracts for transportation and transportation-related services. It addresses one core topic: whether oral statements can change the contract, and the answer is no. The clause states that no oral statement by any person may modify or otherwise affect the contract’s terms, conditions, or specifications, and that all contract modifications must be made in writing by the Contracting Officer or an authorized representative. In practice, this protects the Government and the contractor from disputes over informal conversations, phone calls, dockside instructions, dispatch discussions, or other verbal communications that might otherwise be claimed to change performance requirements, pricing, schedules, routing, handling, or service standards. It also reinforces the basic federal contracting rule that only properly authorized written modifications can bind the parties. For transportation contractors and contracting personnel, the clause is a reminder to document changes formally and to treat oral directions as nonbinding unless and until they are reduced to a written modification by the proper official.

Contractor’s Invoices.

FAR 52.247-28, Contractor’s Invoices, is a very short clause that governs how invoices must be prepared and identified for certain transportation contracts, specifically drayage or other term contracts for transportation or transportation-related services. It tells the contractor to submit itemized invoices in the format and manner instructed by the ordering agency, and it requires each invoice to include the contract number plus other ordering office document identification. The clause exists to make billing traceable to the correct contract and the specific order or service request, which is especially important when multiple offices, shipments, or transportation actions are being billed under the same contract. In practice, this clause helps the government match invoices to the right ordering activity, verify services were ordered and received, and process payment without delays caused by missing or unclear references. It also gives the agency flexibility to prescribe invoice content and submission instructions tailored to its own transportation billing procedures.

F.o.b. Origin.

FAR 52.247-29, F.o.b. Origin, sets the shipping and delivery rules when the contract uses an origin-based transportation term. It explains what “f.o.b. origin” means, where delivery to the carrier occurs, and when delivery may instead be made to a carrier’s wharf, freight station, Postal Service facility, or a Government-designated point in the same city or commercial zone. The clause also assigns the contractor responsibility for packing, marking, ordering carrier equipment, loading and securing shipments, and preparing the bill of lading or other transportation receipt. It further allocates risk of loss or damage before carrier acceptance and for improper packing or loading, and it tells parties how to distribute shipping documents. Finally, it addresses special performance locations and exceptions for Alaska and Hawaii, including a limited shift toward destination-style responsibility for certain shipments and container service requirements in Hawaii. In practice, this clause matters because it determines who bears transportation-related costs and risk, how shipping paperwork must be completed, and where the contractor’s delivery obligation ends.

F.o.b. Origin, Contractor’s Facility.

FAR 52.247-30 tells contractors and contracting personnel what "f.o.b. origin, contractor’s facility" means and how shipments must be prepared, tendered, documented, and handed to the carrier when the Government is buying under an origin-delivery term. It defines the delivery point, explains that the Government takes title and risk only after proper delivery to the carrier at the named contractor facility, and assigns the contractor responsibility for packing, marking, carrier equipment requests, loading, stowing, blocking, bracing, and completing transportation documents. The clause also addresses who bears loss or damage before carrier delivery or caused by improper packing or loading, and it requires the contractor to complete the Government bill of lading or, if none is provided, a commercial bill of lading or other transportation receipt. It further specifies what information must appear on the bill of lading, including freight-classification details, seal numbers, vehicle capacity, consignee information, routing, special instructions, and carrier signature/date. In practice, this clause is important because it allocates transportation responsibilities and risk, controls freight charges, and creates the paperwork needed for prompt delivery and proper reimbursement or audit of shipping costs.

F.o.b. Origin, Freight Allowed.

FAR 52.247-31, F.o.b. Origin, Freight Allowed, sets the shipping terms for contracts where title and delivery obligations begin at the contractor’s shipping point, but the Government receives a freight allowance that is deducted from the contract price. This clause explains what “f.o.b. origin, freight allowed” means, including delivery to the carrier, delivery to a postal facility, or delivery to a Government-designated point in the same city or commercial zone when the solicitation so states. It also covers how the contractor must pack, mark, order carrier equipment, load and secure shipments, complete bills of lading, and distribute transportation documents. The clause allocates risk of loss and damage before carrier delivery and for improper packing or loading to the contractor, while also tying the freight allowance to published tariff rates or Government rate tenders. It further addresses where these responsibilities are performed, including special rules when the shipping plant is in Alaska or Hawaii and when Hawaii shipments move by container service. In practice, this clause matters because it determines who pays transportation costs, who bears shipping risk, what shipping paperwork must say, and where the contractor’s performance obligations end.

F.o.b. Origin, Freight Prepaid.

FAR 52.247-32, F.o.b. Origin, Freight Prepaid, sets the shipping terms for contracts where title and risk transfer at the origin point, but the contractor prepays freight charges and is later reimbursed or otherwise handled under the contract. This clause explains what "f.o.b. origin, freight prepaid" means, including delivery to the carrier’s conveyance, wharf, freight station, Postal Service facility, or a Government-designated point in the same city or commercial zone when the solicitation says so. It also allocates the contractor’s duties for packing, marking, ordering carrier equipment, loading and securing shipments, preparing bills of lading and transportation receipts, distributing shipping documents, and prepaying freight charges. The clause further assigns responsibility for loss or damage before carrier delivery or caused by improper packing, marking, or loading. Finally, it addresses where these duties are performed, including special rules when the plant lacks carrier facilities and special Alaska and Hawaii exceptions, including a Hawaii container-yard requirement for container service. In practice, this clause matters because it determines who controls shipping, who bears certain transportation-related risks and costs, and what documentation is needed to support prompt delivery and proper freight payment.

F.o.b. Origin, with Differentials.

FAR 52.247-33, F.o.b. Origin, with Differentials, sets the pricing, delivery, packing, loading, documentation, risk, and reimbursement rules for contracts where the Government buys supplies on an f.o.b. origin basis but may also pay added transportation-related differentials. It defines what “f.o.b. origin, with differentials” means, including delivery to the carrier at the shipping point, to a carrier’s wharf or freight station, to a U.S. Postal Service facility, or, if the solicitation says so, to a Government-designated point in the same city or commercial zone. The clause also allows the contractor to quote optional differentials for mode of transportation, type of vehicle, or place of delivery, and explains how those differentials are evaluated and when they may be reimbursed. It assigns the contractor responsibility for packing, marking, ordering equipment, loading, securing, and preparing bills of lading, and it allocates loss or damage risk before carrier delivery or caused by improper packing or loading. It further gives the Government the option to arrange transportation itself, in which case no quoted differential is reimbursed. In practice, this clause matters because it affects bid evaluation, invoice preparation, shipping instructions, freight cost allocation, and who bears transportation-related risk and administrative burden.

F.o.b. Destination.

FAR 52.247-34, F.o.b. Destination, sets the default delivery and risk-of-loss rules when the contract requires delivery to a named destination rather than shipment from the contractor’s plant or warehouse. This clause defines what “f.o.b. destination” means, including delivery to the consignee’s facility, wharf, warehouse unloading platform, or receiving dock, and it distinguishes between rail, motor carrier, piggyback, and less-than-carload freight situations. It also allocates who pays transportation and related charges, when the Government is and is not liable for delivery, storage, demurrage, or accessorial charges, and when constructive placement counts as delivery under carrier tariffs. The clause further assigns the contractor duties for packing, marking, preparing and distributing bills of lading, selecting and scheduling the carrier, and ensuring delivery in good order and condition. In practice, this clause places the transportation burden and most pre-delivery risk on the contractor until the shipment is actually received at the contractually specified destination, so it is critical for pricing, logistics planning, claims handling, and acceptance/delivery disputes.

F.o.b. Destination, Within Consignee’s Premises.

FAR 52.247-35 sets the delivery term for contracts that require shipment f.o.b. destination, within the consignee’s premises. It explains what that term means in practice: the contractor must deliver the goods free of expense to the Government, laid down inside the consignee’s premises, and if the contract says so, even to specific rooms within a building. The clause also assigns the contractor the shipping and delivery responsibilities that go with that term, including packing and marking, preparing commercial bills of lading, delivering the shipment in good order to the named delivery point, bearing the risk of loss or damage until the consignee receives the shipment, providing a delivery schedule, selecting the mode of carrier, and paying all transportation charges to the destination. In practical terms, this clause shifts the logistics burden and transit risk to the contractor until actual delivery at the specified interior location, so both parties need to be precise about the delivery point, access conditions, and any special handling requirements. It matters because disputes often arise over whether delivery was complete, who paid transportation costs, and who bears responsibility for damage occurring before receipt at the consignee’s premises.

F.a.s. Vessel, Port of Shipment.

FAR 52.247-36 sets the rules for a delivery term of f.a.s. vessel, port of shipment, which means the contractor must deliver the goods free of expense to the Government alongside the ocean vessel at the named port and within reach of the vessel’s loading tackle. This clause addresses the meaning of the delivery term, packing and marking requirements, preparation for ocean transport, the exact delivery point and timing, responsibility for transportation-related charges up to that point, issuance of a clean dock or ship’s receipt, risk of loss or damage before delivery, and the contractor’s duty to assist with export or import documents when requested by the Government. In practice, it allocates responsibility for getting the shipment to the vessel-side delivery point, while leaving the Government responsible for costs and actions after that point unless the contract says otherwise. It is important because it determines when title/risk-related delivery obligations are satisfied, who pays pre-delivery charges, and what evidence of delivery is required. For contractors, it is a logistics and risk-allocation clause; for contracting officers, it is a way to clearly define the shipment point and avoid disputes over freight, handling, and delivery completion.

F.o.b. Vessel, Port of Shipment.

FAR 52.247-37 sets the rules for a shipment term where the Government buys goods on an "f.o.b. vessel, port of shipment" basis. This clause explains what that term means, how the contractor must pack and mark the shipment, how the contractor must deliver the goods onto the ocean vessel, who pays the costs of getting the goods actually loaded, what shipping document must be provided, who bears the risk of loss or damage before loading, and when the contractor must help obtain export or import documents. In practice, the clause shifts the contractor’s responsibility to getting the goods safely and properly loaded at the named port, while the Government takes responsibility only after the shipment is on board. It is especially important in international ocean shipments because loading, documentation, carrier requirements, and export/import paperwork can affect cost, timing, and liability. The clause also ties directly to the contract’s delivery term, so both parties must understand exactly when delivery occurs and when risk transfers.

F.o.b. Inland Carrier, Point of Exportation.

FAR 52.247-38 sets the delivery and risk-allocation rules for contracts using the delivery term “f.o.b. inland carrier, point of exportation.” It explains what that term means, how the contractor must package and mark the shipment, how transportation documents such as commercial bills of lading are to be prepared and distributed, when and where the contractor must deliver the goods, who pays transportation charges to the specified point of delivery, and who bears the risk of loss or damage before delivery. The clause also addresses the contractor’s duty to prepare shipments for ocean transportation when no special specifications exist, so the goods are protected and the lowest applicable transportation charge is obtained. In addition, it requires the contractor, at the Government’s request and expense, to help obtain documents needed for exportation or importation at destination. In practice, this clause is important because it defines the contractor’s shipping obligations and the point at which responsibility shifts, which affects pricing, logistics planning, documentation, and claims for damaged or lost goods.

F.o.b. Inland Point, Country of Importation.

FAR 52.247-39 sets the rules for a specific delivery term: f.o.b. inland point, country of importation. It explains what that term means in practice, namely that the contractor must deliver the shipment free of expense to the Government to the specified inland point in the country of importation, on board the appropriate inland carrier conveyance, at the consignee’s facility. The clause also allocates packaging and marking duties, transportation and handling costs, import-related charges, customs and documentation expenses, and the risk of loss or damage before delivery. In effect, it tells both parties who is responsible for getting the goods through the importation and inland delivery process and who pays the associated costs. This matters because the clause shifts significant logistical, financial, and risk responsibilities to the contractor until the shipment reaches the named inland destination. It is used only when the solicitation or contract specifically uses this delivery term, so it is a delivery-term clause with direct consequences for pricing, shipping arrangements, customs compliance, and claims for loss or damage.

Ex Dock, Pier, or Warehouse, Port of Importation.

FAR 52.247-40 addresses the special delivery term "ex dock, pier, or warehouse, port of importation" and explains what that term means in a federal contract. The clause is used when the Government expects delivery free of expense at a designated dock, pier, or warehouse at the specified port of importation, rather than at an inland destination or under a different commercial shipping term. It sets out the contractor’s obligations for packing and marking, preparing the shipment for ocean transportation when no specifications exist, delivering the goods in good order and condition, and paying all charges up to the contract’s delivery point. The clause also allocates risk of loss and damage to the contractor until the shipment reaches the specified port-of-importation delivery point. In practice, this clause is important because it clarifies who bears transportation, customs, and related costs, and who is responsible if goods are damaged or lost before delivery is complete.

C.& f. Destination.

FAR 52.247-41 is the contract clause used when the delivery term is c.& f. destination for ocean shipments. It defines what that term means in federal contracting, allocates transportation and export-related costs to the contractor, and sets out the contractor’s shipping duties. The clause covers packing and marking, preparing the shipment for ocean transport, delivering the goods in good order and condition, paying transportation costs and export taxes or similar charges, obtaining and sending clean on-board ocean bills of lading, bearing risk of loss or damage before delivery, and furnishing origin or shipment documents when the Government requests them and pays the cost. In practice, this clause matters because it tells both sides who is responsible for getting the goods onto the vessel and to the named destination, who pays the freight and export charges, and who carries the risk before delivery. It is especially important in international procurement because shipping documents, customs-related paperwork, and the condition of the cargo can affect importation, payment, and dispute resolution.

C.i.f. Destination.

FAR 52.247-42 sets the rules for contracts using the delivery term "c.i.f. destination" (cost, insurance, and freight to destination) for ocean shipments. It explains what that term means in federal contracting: the contractor must deliver the shipment free of expense to the Government on board the ocean vessel at the specified destination, while paying the transportation and marine insurance costs. The clause also assigns the contractor responsibility for packing and marking, preparing the shipment for ocean transport, delivering the goods in good order and condition, paying all charges to destination including export taxes and export-related fees, and providing clean on-board ocean bills of lading. It further makes the contractor liable for loss or damage before delivery and requires the contractor, when requested and at Government expense, to furnish origin/shipping documents needed for importation. Finally, it requires the contractor to obtain and send the Government proof of marine insurance coverage in the amount and scope required by the contract or agreed to by the contracting officer. In practice, this clause is important because it allocates shipping risk, documentation duties, and cost responsibility in a way that affects pricing, logistics, claims handling, and import/export compliance.

F.o.b. Designated Air Carrier’s Terminal, Point of Exportation.

FAR 52.247-43 sets the shipping and risk-allocation rules for contracts using the delivery term "f.o.b. designated air carrier’s terminal, point of exportation." It explains what that delivery term means, when title/risk-related delivery is considered complete, and what the contractor must do to get the shipment to the specified air carrier terminal in export-ready condition. The clause covers packing and marking, preparation for air transport when no special specifications exist, delivery to the carrier or carrier custody at the required place and time, payment of transportation charges up to that point, issuance of a clean bill of lading and/or air waybill, responsibility for loss or damage before delivery, and assistance with export documentation when the Government asks and pays for that help. In practice, this clause is important because it tells both sides exactly where the contractor’s transportation responsibility ends and the Government’s begins, which affects pricing, logistics planning, insurance, claims, and schedule compliance. It is especially significant for export shipments because it ties the delivery point to the point of exportation and requires the shipment to be prepared in a way that supports both safe air transport and the lowest applicable transportation charge.

F.o.b. Designated Air Carrier’s Terminal, Point of Importation.

FAR 52.247-44 addresses the delivery term "f.o.b. designated air carrier’s terminal, point of importation" and explains what that term means in a federal contract. It tells the contractor how to prepare, document, and deliver the shipment to the specified air carrier terminal at the point of importation, and it allocates cost and risk up to that delivery point. The clause covers packing and marking, preparation of bills of lading or air waybills, delivery in good order and condition, payment of transportation and related charges, and responsibility for loss or damage before delivery to the Government. In practice, this clause is important because it defines when title/risk-related delivery obligations are satisfied for imported shipments moving by air and prevents disputes over who pays freight, customs, taxes, and document costs. It is used only when the solicitation or contract specifies this particular f.o.b. delivery term, so both contracting officers and contractors need to align shipping, customs, and logistics arrangements with the contract language.

F.o.b. Origin and/or F.o.b. Destination Evaluation.

FAR 52.247-45 is a solicitation provision used in transportation-related procurements when the Government is willing to consider offers submitted on either f.o.b. origin or f.o.b. destination terms. It tells offerors that both pricing bases are acceptable, explains that the Government will make award on whichever basis the Contracting Officer determines is most advantageous, and clarifies that an offer submitted on only one basis will still be considered but only evaluated on the terms actually offered. In practice, this provision is about preserving competition while allowing the Government to compare transportation-inclusive and transportation-excluded pricing approaches in a single solicitation. It matters because the f.o.b. point can materially change the apparent price, the allocation of transportation risk and cost, and the evaluation result. The provision also helps avoid ambiguity by making clear that the Government will not rewrite an offer from one f.o.b. basis to another for evaluation purposes. For contractors, it means they must price and propose carefully based on the exact delivery term they choose; for contracting officers, it means the evaluation method must be applied consistently with the offer’s stated f.o.b. basis.

Shipping Point(s) Used in Evaluation of F.o.b. Origin Offers.

FAR 52.247-46 addresses how the Government evaluates offers for f.o.b. origin procurements when shipments may come from more than one shipping point or plant. It explains what happens if an offeror lists multiple shipping points but does not allocate quantities among them, what happens if the offeror fails to identify any shipping point or plant at all, and how transportation-cost changes are handled when the contractor later ships from a point different from the one used in the Government’s evaluation. The clause is used only in f.o.b. origin solicitations where the Government contemplates evaluating price based on different shipping locations, so it is a pricing and evaluation rule rather than a performance specification. In practice, it protects the Government from ambiguous offers, ensures a consistent basis for comparing prices, and shifts the risk of transportation-cost differences to the contractor when the contractor’s actual shipping point differs from the evaluated point. For contractors, it means shipping-point information must be complete and accurate before bid opening or the closing date for receipt of offers, because omissions can lead to an unfavorable evaluation basis and later cost consequences.

Evaluation-F.o.b. Origin.

FAR 52.247-47, Evaluation—F.O.B. Origin, tells offerors and contracting officers how the Government will evaluate transportation costs when supplies are offered F.O.B. origin and shipment will occur within the contiguous United States. It explains the Government’s normal assumption that land transportation by regulated common carrier will be used, how transportation costs are calculated for evaluation, and how those costs are added to the offered price to determine the Government’s overall evaluated cost. The clause also addresses the use of tentative versus firm destinations and makes clear that tentative destinations are for evaluation only, not a binding shipment point. In practice, this clause matters because it can materially change which offer is lowest evaluated, even when base prices differ, and it prevents offerors from gaming evaluations by assuming unusually favorable shipping methods or destinations. The clause is also flexible: if the acquisition involves other transportation modes such as air, pipeline, barge, or ocean tanker, the clause must be modified accordingly so the evaluation method matches the actual procurement need.

F.o.b. Destination-Evidence of Shipment.

FAR 52.247-48, F.o.b. Destination-Evidence of Shipment, addresses what a contractor must do when a contract is priced on an f.o.b. destination basis and the Government wants proof that shipment occurred before payment is made. The clause covers three main topics: when the contractor may submit an invoice, what shipment evidence must be retained, what specific documents count as acceptable evidence depending on the mode of transportation, and how long those records must be kept. It also clarifies that the contractor does not have to attach shipment evidence to the invoice itself, even though the records must be available for Government review later. In practice, the clause is designed to reduce payment risk for the Government by tying invoicing to actual shipment and by preserving documentation that can verify the contractor shipped the supplies to the contract destination. For contractors, the clause creates a recordkeeping and timing requirement that must be built into billing and shipping procedures, especially where common carrier, parcel post, or other delivery methods are used.

Destination Unknown.

FAR 52.247-49, Destination Unknown, is a solicitation provision used when the Government does not yet know the final shipping destination(s) for supplies, but needs a placeholder destination for bid or proposal evaluation. The provision is prescribed by FAR 47.305-5(b)(2) and is inserted only in solicitations where destinations are tentative and the stated destination is used solely to compare offers. Its purpose is to create a fair, common basis for evaluating transportation or delivery-related pricing when the actual destination may change after award. In practice, it tells offerors that the listed destination is not a binding delivery point for performance, contract administration, or shipment planning unless another contract term says otherwise. The clause is narrow: it addresses evaluation methodology, not shipment rights, delivery obligations, or post-award routing instructions. Contractors and contracting officers should treat the listed destination as an evaluation assumption only, and should not rely on it as the final contractual destination unless the contract later confirms it.

No Evaluation of Transportation Costs.

FAR 52.247-50, No Evaluation of Transportation Costs, is a solicitation provision used when the Government cannot identify exact delivery destinations and it is impractical to set tentative or general delivery points for evaluating freight or transportation charges. The provision tells offerors that transportation costs for delivering supplies under the contract will not be considered in the source selection or award evaluation. Its purpose is to avoid speculative or unreliable price comparisons when shipping destinations are unknown, while keeping the evaluation focused on the other priced elements of the offer. In practice, this means the contracting officer must decide whether the conditions in FAR 47.305-5(c)(1) are met before including the provision, and offerors should not expect to gain or lose evaluation credit based on estimated transportation costs. The clause is short, but it has an important procurement-design function: it prevents distorted evaluations where transportation assumptions would be too uncertain to support fair comparison.

Evaluation of Export Offers.

FAR 52.247-51, Evaluation of Export Offers, tells the Government how to compare competing offers when supplies will be exported overseas and shipped through U.S. ports. It covers how to evaluate port handling charges and ocean freight, how to evaluate offers under FOB origin with Government bill of lading transportation, how to evaluate FOB port of loading with inspection and acceptance at origin, how offerors must identify their delivery basis and port(s) of loading, how the Government may consider offeror-nominated additional ports, how Great Lakes ports are treated during the navigable season, and how all evaluations must be based on U.S.-flag vessel availability. The clause also distinguishes between standard CONUS export ports and DoD water terminals through Alternate I, which changes how port and ocean charges are presented for evaluation. In practice, this provision is designed to make sure the Government awards to the lowest evaluated cost to the overseas port of discharge, not just the lowest item price, while accounting for realistic transportation routes, delivery schedules, and cargo-handling constraints. For contractors, it means the shipping basis, nominated ports, and responsiveness of the offer can materially affect award. For contracting officers, it requires a careful, transportation-based evaluation using the correct port charges, routing assumptions, and solicitation-specific delivery conditions.

Clearance and Documentation Requirements-Shipments to DoD Air or Water Terminal Transshipment Points.

FAR 52.247-52 sets the clearance and documentation rules for shipments consigned to Department of Defense (DoD) air or water terminal transshipment points for overseas movement. It covers when the contractor must obtain an Export Release, when the contractor must provide shipment data for a Transportation Control and Movement Document (TCMD), what information must be furnished for both processes, how movement documents must be annotated, and how copies of those documents must be distributed. The clause also addresses special timing rules, including the general 10-day advance requirement for water port shipments and the 5-day advance requirement for TCMD preparation, plus an exception when the contracting officer directs a shorter delivery period. In practice, this clause is about making sure DoD transportation offices have enough lead time and accurate data to plan, clear, and track cargo moving through military transshipment points. It is especially important for shipments involving classified material, hazardous materials, explosives, radioactive material, vehicles, and other cargo that can affect mode selection, security, and port handling. The clause also ties contractor performance to proper marking and documentation standards, including Transportation Control Numbers, consignor and consignee codes, export release numbers, and cubic measurements. For contractors, the practical effect is that shipping cannot be treated as a routine commercial move; it requires early coordination with the Government transportation office and careful document preparation to avoid delays, rejected shipments, or misrouting.

Freight Classification Description.

FAR 52.247-53, Freight Classification Description, is a solicitation provision used when the supplies being bought are new to the supply system, nonstandard, or modified versions of items previously shipped, and when different freight classifications may apply. Its purpose is to help the Government identify the most accurate and advantageous freight classification for transportation pricing and shipment planning, especially under f.o.b. origin contracts. The provision asks offerors to provide the same Uniform Freight Classification (rail) or National Motor Freight Classification description they use commercially, including packaging form, container material, unusual dimensions, and any other condition that affects traffic classification. It also tells offerors that the Government will use that information, along with other available data, to determine the classification description it will apply. In practice, this clause helps prevent misclassification, unexpected freight charges, and disputes over shipping costs by giving the Government enough detail to match the commodity to the proper freight class before award.

[Reserved]

F.o.b. Point for Delivery of Government-Furnished Property.

FAR 52.247-55 tells the parties where the Government’s delivery obligation starts and ends when the Government furnishes property under a contract, and where the contractor must return that property when it is no longer needed or when the contract requires return. It covers three main situations: delivery of Government-furnished property within the contiguous United States or Canada, delivery to a contractor’s plant outside the contiguous United States or Canada, and return of Government-furnished equipment, supplies, and other property. The clause also addresses who chooses the transportation mode and carrier, who pays line-haul transportation costs, how the f.o.b. point is set when the contractor is outside the contiguous United States or Canada, and how returned property must be packed, loaded, blocked, and braced. In practice, this clause matters because it allocates transportation risk and cost, determines where title/risk-related delivery obligations are satisfied for shipment purposes, and prevents disputes over whether the Government or contractor must move, receive, or return property at a particular location. It is especially important for contracts involving furnished equipment, materials, or supplies that must be shipped to the contractor’s facility and later shipped back or otherwise disposed of under contract direction.

Transit Arrangements.

FAR 52.247-56, Transit Arrangements, is a solicitation provision used when the Government may benefit from applying transit arrangements in evaluating transportation costs. It tells offerors and contracting personnel how to calculate the transportation component of evaluated price by using the lowest appropriate common carrier transportation costs, including any offeror-provided through transit rates and charges when those rates apply. The provision specifically addresses shipments from the offeror’s shipping points, through identified transit point(s), to the ultimate destination(s), and it requires the solicitation to identify the relevant transit point(s) and destination(s). In practice, this clause matters when transportation costs are part of the evaluation and a transit arrangement could reduce the Government’s evaluated cost, because it ensures offers are compared on a consistent, economically realistic basis. It is not a performance clause governing shipment after award; it is an evaluation provision that affects how offers are priced and compared before award. The clause helps the Government capture potential savings from established transit points, while also giving offerors notice of exactly how their transportation costs will be assessed.

Transportation Transit Privilege Credits.

FAR 52.247-57, Transportation Transit Privilege Credits, is a pricing and shipment clause used when supplies may qualify for transit credits under regulated common carrier arrangements and the Government may lower transportation costs by using those credits. It tells offerors how to propose use of transit privileges, how shipping will be handled under commercial bills of lading, how reimbursement works for remaining transportation charges, and how risk of loss shifts after carrier acceptance. The clause also explains how the quoted transportation rate is calculated, including the carrier’s transit privilege charge and the transit credit, and how the Government uses that rate to evaluate the offered f.o.b. origin price. In practice, this clause matters because it can materially affect evaluated price, reimbursement amounts, and who bears transportation risk during shipment. It is intended to capture transportation savings that would otherwise be lost and to ensure the Government can compare offers on a consistent basis when transit credits are available.

Loading, Blocking, and Bracing of Freight Car Shipments.

FAR 52.247-58 addresses how freight car shipments must be prepared when supplies may move in rail carload lots. It covers four main topics: the contractor’s duty to load, block, and brace shipments using Association of American Railroads (AAR) standards; what to do when no AAR standard exists for a particular shipment; the contractor’s liability for damage caused by improper loading, blocking, or bracing; and where to obtain the relevant AAR pamphlet. In practice, the clause shifts responsibility for safe rail-car preparation to the contractor once shipping instructions are received, so the contractor must use current industry standards and not improvise. The clause is intended to prevent in-transit damage, protect the government’s property, and reduce disputes over whether damage resulted from poor packing or transportation conditions. It also gives the government a clear contractual basis to recover losses when the contractor fails to meet acceptable loading standards. For contracting officers, the clause is a risk-allocation tool used when rail shipment in carload lots is possible; for contractors, it is a compliance requirement that can directly affect cost exposure and claims.

F.o.b. Origin-Carload and Truckload Shipments.

FAR 52.247-59 addresses how f.o.b. origin contracts must handle shipments that are large enough to move as carloads or truckloads. It is used when the Government expects offers to include freight costs and wants those costs evaluated realistically, while also encouraging contractors to ship in economical lot sizes. The clause covers when it applies, the contractor’s duty to ship in carload or truckload lots when the scheduled quantity is sufficient, how the agreed shipment weight is determined for evaluation purposes, how that weight is determined for actual shipment, what happens when the scheduled quantity is smaller than the applicable minimum weight, and the contractor’s liability for increased Government costs if the clause is not followed. In practice, the clause helps the Government compare offers on a fair freight-cost basis and prevents avoidable transportation charges caused by inefficient shipment planning. It also gives the Contracting Officer limited discretion to authorize or direct different shipment arrangements in writing when needed. For contractors, the clause creates a pricing and performance obligation tied directly to carrier tariff or tender rules and to the shipment quantities in the delivery schedule.

Guaranteed Shipping Characteristics.

FAR 52.247-60, Guaranteed Shipping Characteristics, addresses how offerors must describe the way separately packed parts or components will be shipped so the Government can evaluate transportation costs during source selection. It covers the specific shipping data the offeror may be asked to provide, including container type, shipping configuration, container dimensions, number of items per container, gross weight, palletization or skidding, pallet/skid dimensions and weight, and the number and type of containers or pallets per railcar or trailer. It also covers the Government’s role in using those data to calculate evaluated transportation costs, including what happens if the offeror does not provide enough information: the Government may use the characteristics from the offer with the highest transportation costs or, if needed, the Contracting Officer’s best estimate. The clause further establishes a post-award price-reduction remedy if actual shipping characteristics result in higher transportation costs than those used for evaluation. Finally, it makes clear that these guaranteed shipping characteristics are for evaluation and liability purposes only and do not replace the actual transportation requirements stated elsewhere in the solicitation.

F.o.b. Origin-Minimum Size of Shipments.

FAR 52.247-61 addresses how a contractor must ship supplies when the contract is FOB Origin and the shipment size may qualify for volume transportation rates. It covers when shipments must be made in carload or truckload lots, how to determine the applicable minimum weight for those lots, what happens when a scheduled quantity is smaller than the minimum weight, when the contracting officer may authorize or direct a different method in writing, and the contractor’s liability for increased transportation costs if it fails to follow the clause. It also includes an important exception for outsized supplies or items that cannot physically be loaded at the highest minimum weight bracket. In practice, the clause is designed to help the Government obtain the lowest available freight charges by requiring shipment consolidation where feasible and by tying the contractor’s performance to published carrier tariffs or tenders in effect on the shipment date. For contractors, this means transportation planning is part of contract compliance, not just logistics; for contracting officers, it provides a basis to enforce economical shipping and recover excess costs when the contractor causes avoidable freight expense.

Specific Quantities Unknown.

FAR 52.247-62, Specific Quantities Unknown, is a transportation-pricing clause used when the Government knows the total requirements and the destinations for shipments, but cannot determine in advance how much will go to each destination. The clause is tied to the evaluation of f.o.b. destination offers and requires the Government to state estimated quantities by destination so offers can be compared on a common basis. It also establishes that if actual shipment quantities to each destination differ from the estimates and that difference changes transportation costs, the contract price or transportation charges must be adjusted appropriately. In practice, this clause helps prevent unfair pricing distortions when shipment patterns are uncertain, while protecting both parties from being locked into transportation costs that no longer reflect actual delivery quantities. It is especially important in contracts where delivery locations are known but the distribution of quantities among those locations may shift during performance.

Preference for U.S.-Flag Air Carriers.

FAR 52.247-63 implements the Fly America Act requirement for international air travel paid for by the U.S. Government. This clause covers the definitions of international air transportation, the meaning of the United States for purposes of the rule, and what counts as a U.S.-flag air carrier. It explains that Federal agencies, contractors, and subcontractors must use U.S.-flag carriers for Government-financed international air transportation of personnel, personal effects, and property when such service is available. It also addresses what happens when a foreign-flag carrier is used, including the requirement to document the unavailability of a U.S.-flag carrier on vouchers, and it requires flowdown of the clause to subcontracts and purchase orders that may involve international air transportation. In practice, this clause is a compliance and cost-allowability rule: if a contractor ignores it, the Government may disallow the airfare expense unless the contractor can show that U.S.-flag service was unavailable or otherwise not required under the applicable exceptions and supporting regulations.

Preference for Privately Owned U.S.-Flag Commercial Vessels.

FAR 52.247-64 implements the Cargo Preference Act of 1954 and tells contractors when they must use privately owned U.S.-flag commercial vessels to move government-related cargo by ocean vessel. It covers the basic 50 percent U.S.-flag shipping preference, how the 50 percent is calculated by vessel class (dry bulk carriers, dry cargo liners, and tankers), and the conditions that trigger the rule for cargo acquired for a U.S. Government agency, furnished to or for a foreign nation without reimbursement, furnished for a foreign nation with U.S. advances or guarantees, or acquired with U.S. advances, loans, or guarantees. The clause also requires contractors to submit rated on-board ocean bills of lading to the Contracting Officer and the Maritime Administration, with specific deadlines and data elements, and to flow the clause down to subcontracts and purchase orders except where an exception applies. It identifies exceptions for cargo carried under law or treaty, certain foreign assistance shipments, classified supplies, and many commercial product/service subcontracts unless the contract is for ocean transportation services or construction, or the items are resold/distributed without added value or shipped in direct support of specified military operations. The clause also points users to Maritime Administration guidance on fair and reasonable rates and includes Alternate I, which is a stricter version for certain contracts requiring exclusive use of U.S.-flag vessels unless the contractor gets written authorization to use foreign-flag vessels and an equitable adjustment. In practice, this clause is a compliance and documentation requirement that affects shipping decisions, subcontract drafting, pricing, and contract administration for ocean shipments tied to federal procurement and assistance activities.

F.o.b. Origin, Prepaid Freight-Small Package Shipments.

FAR 52.247-65 sets the rules for small-package shipments moving under f.o.b. origin when the Contracting Officer authorizes prepaid freight. It covers when the clause applies, the types of shipments allowed, destination limits, weight limits, use of prepaid commercial bills of lading or other shipping documents, reimbursement of reasonable freight charges, required bill-of-lading annotations, consolidation of shipments, combining Government and contractor commercial shipments, pro rata sharing of freight costs, delivery of bill-of-lading copies to consignees, the prohibition on dividing quantities into mailable lots to avoid other transportation modes, invoicing requirements, supporting documentation, and Government handling of loss and damage claims. In practice, the clause is designed to let contractors use efficient small-package commercial transportation while preserving Government control over documentation, cost allocation, and claims administration. It matters because it shifts the logistics process away from Government-arranged carriage and places specific administrative duties on the contractor, while still ensuring the Government can verify charges and recover for losses. The clause is limited to nonclassified shipments and domestic destinations, including air and water terminals, and it is intended to prevent misuse of small-package methods to bypass more appropriate transportation modes.

Returnable Cylinders.

FAR 52.247-66, Returnable Cylinders, governs the use, custody, rental, loss, damage, and return of contractor-owned cylinders that are loaned to the Government for delivery of compressed gases or similar contents. The clause defines what counts as a "cylinder," establishes that the cylinders remain the contractor’s property, and sets the loan period during which the Government may use them without charge. It also explains when rental begins if cylinders are not returned on time, how rental is calculated by cylinder type, size, capacity, and delivery point, and the cap that rental cannot exceed the cylinder’s replacement value. The clause further addresses what happens if a cylinder is lost or damaged beyond repair, including payment of replacement value, transfer of ownership to the Government, and the possibility of returning a cylinder later found after payment. In practice, this clause allocates risk and cost between the contractor and the Government, creates a tracking and accountability framework for returnable containers, and gives contracting officers the pricing terms needed to evaluate offers and administer cylinder returns accurately.

Submission of Transportation Documents for Audit.

FAR 52.247-67, Submission of Transportation Documents for Audit, tells contractors how to handle transportation paperwork when the Government will pay freight charges under a cost-reimbursement arrangement. It covers which transportation documents must be submitted for prepayment audit, specifically bills of lading and related freight shipment documents for costs paid by the prime contractor and by a first-tier subcontractor under a cost-reimbursement subcontract. It also establishes a dollar threshold: freight shipment bills over $100 must be sent for audit, while bills under $100 are retained by the contractor and made available for on-site audit. The clause further limits the small-bill exception to freight shipment bills only, not other transportation services or invoices. Finally, it requires the contracting officer to identify the submission address in the clause, which makes the administrative process clear and supports timely review before payment. In practice, this clause is about controlling transportation cost payments, preserving auditability, and ensuring the Government only reimburses freight charges that are properly documented and reviewed.

Report of Shipment (REPSHIP).

FAR 52.247-68, Report of Shipment (REPSHIP), requires contractors to give advance shipment notice to the Government’s consignee transportation officer for certain sensitive or high-risk shipments and for large domestic freight movements. The clause defines “domestic destination” and then sets out when notice is mandatory, including shipments of classified material, protected sensitive and protected controlled material, certain explosives, poisons, and radioactive materials, as well as truckload or carload shipments of 20,000 pounds or more, or smaller shipments that fill the visible capacity of a rail car or motor vehicle. It also specifies how the notice must be sent—by rapid means so it arrives at least 24 hours before the shipment reaches the destination—and what information must be included, such as the bill of lading or other shipping document, carrier identity, vehicle identification, contract number, estimated time of arrival, and whether the shipment was prepaid by the contractor. In practice, the clause is a transportation-control and receiving-support requirement: it helps the Government track incoming freight, prepare for receipt, and manage security, safety, and logistics risks. It is especially important for defense and other sensitive supply chains where advance visibility into shipment arrival is necessary.

Reporting Requirement for U.S.-Flag Air Carriers Regarding Training to Prevent Human Trafficking.

FAR 52.247-69 implements a specific reporting and training requirement for U.S.-flag air carriers to help the government monitor efforts to prevent and detect human trafficking. The clause defines key terms such as "human trafficking," "severe forms of trafficking in persons," and "sex trafficking," so contractors know exactly what conduct is covered. It requires an annual report, due by October 30 each year, to multiple federal agencies by email, covering the prior Government fiscal year (October 1 through September 30). The report must include the number of personnel trained, the number of potential human trafficking notifications received, and whether each notification was escalated to the Global Human Trafficking Hotline, another comparable hotline, or law enforcement, including the date and method of notification. The clause also identifies which categories of air carrier personnel should receive training, including flight attendants, ticket counter agents, gate agents, and other workers with regular passenger contact. In practice, this clause creates a compliance and recordkeeping obligation for air carriers, and it gives contracting and oversight agencies a standardized way to assess whether required training and reporting are occurring.