• going out to meet new challenges
    from October 17 to 19, Ningbo Branch was invited to attend the 9th International Logistics summit held in the beautiful mountain city of Chongqing. As a cross regional and cross-border logistics elite meeting, the summit has broadened the channels for domestic logistics to cooperate with foreign countries and regions. More than 1500 government leaders, business leaders and industry elites from more than 100 countries and regions participated in the meeting to communicate and exchange with each other and find foreign partners suitable for the enterprise's products. Ms. He Juan, general manager of Ningbo Branch, led the team and Luo Yanfang, manager of overseas department, attended the meeting. According to the characteristic development needs of the branch company and the suggestions of chairman fan Jinkui of the group, we conducted one-to-one invitation communication with agents from South America, the United States, Africa, Southeast Asia and other regions to further understand the business strength, characteristics and advantages of agents in each region and discuss the possible cooperation direction in the future. Through full preparation and good interaction, the invited agents all expressed the hope that there will be further cooperation in the future. In the full display of the KEYUN brand at the same time for the Ningbo branch to "go out, meet new challenges" took the first step!
    2019-06-01 Read 182
  • HR recruitment skills training of KLM Group was successfully held
    on the morning of September 26, 2018, HR and relevant employees of all branches of KLM Group participated in the "recruitment skills training meeting" in the meeting room of Tianxing riverside square harbor and shipping company. The meeting was presided over by Mr. Yuan Zhongkai, manager of Human Resources Department of Keyun-Kifa, and explained and trained by senior teacher of embedded human resources consulting company. The training content mainly involves: There are more than ten contents, such as the change of recruitment form, six modules of human resources, recruitment channels, internal factors affecting recruitment, salary competitiveness, building of employer brand image, internal recruitment process, interview preparation, job description (arpci tool), interview skills, campus recruitment, campus propaganda, human resources development prospects, etc. After the training course, Mr. Gao and Mr. Yuan Zhongkai organized a discussion on the practical problems encountered in the previous recruitment work. Based on the problems raised by everyone, Mr. Gao analyzed with everyone, pointed out the pain points in the current human resources and recruitment work of each branch of KEYUN Group, and gave some suggestions for solution. Through the training and discussion, everyone said that the construction of human resources can not be successfully solved with efforts and determination overnight. The fundamental solution is to find out the problems and break them one by one, from the compilation of job responsibilities, to the careful preparation before the interview, and to improve the company's human resources system in every bit of work. I hope this is the opportunity for learning and communication in the future There will be more.
    2019-06-01 Read 183
  • exchange visits with COSCO enterprises to promote exchanges and seek development
    in April, spring is full of vitality, and everything is revived. In order to further strengthen the communication and exchange between the industries and enhance mutual understanding and cooperation, leaders of COSCO COSCO group, general managers and business backbones of KEYUN Logistics Group participated in the two companies' mutual visits and mutual learning and in-depth exchanges for 2 and 3 days respectively. Participants include general manager haihaixin, deputy general manager of COSCO, general manager Yang Yang of COSCO domestic trade department, deputy general manager Liu Yu of COSCO, general manager tixiuxiang of KEYUN Group, general manager Liang Song, general manager Dong Guang, general manager Cui Huan of Gangji company, general manager Huang Cheng of Hongkong credit company, general manager Wang Tao of Hongkong express and key business personnel of each company. The talks started with COSCO Group's promotion of domestic trade development as the center for business exchanges. COSCO, as a state-owned enterprise, explains the core issues such as the construction of domestic trade ships, the distribution of domestic trade routes, the classification of goods, and the online booking trade of Pan Asian e-commerce. The general managers of KEYUN Group introduced their business priorities, advantages, cooperation direction and objectives. The two sides hope to further expand the scope of cooperation, "foreign trade business from small to large, domestic trade business from scratch.". COSCO Haima has analyzed and summarized the cooperation experience of the two companies in the past. It not only highly valued the good foundation of the two companies, but also summarized the shortcomings. It is hoped that in the process of future cooperation, the service tenet of "full-time and consistent to customers" will be better played. At the same time, Mr. KEYUN also proposed that the two companies should pay more visits and communicate with each other in the future.
    2019-06-01 Read 298
  • one year's reform of customs institutions: starting again with joint efforts!
    what happens when forces merge? in a year, many changes have taken place, but there is one belief that remains unchanged, keep in mind the mission of keeping a good country. when you set out, our efficient supervision will help you set sail; when we come back, we will stick to it day and night. We hope you can pass the customs smoothly; in the dilemma, we are the door to break the barriers of innovative services; in front of the gate of China, we take the initiative to attack, incarnating a solid shield; the "the Belt and Road Initiative" trade is smooth, and China is close to the world and shares a dynamic market. we march forward side by side, our hearts resonate with each other and gather great strength. in 2019, the new era of socialism with Chinese characteristics, the new customs work together to start again! the first anniversary of the new customs persistent new customs will go with you all the way one year's reform of customs institutions: starting again with joint efforts!
    2019-04-23 Read 368
  • the four giants set up the world's largest container shipping alliance to solve the digital information standards to improve efficiency
    after obtaining regulatory approval from the Federal Maritime Commission (FMC) last month, four container shipping companies, A.P. Moller – Maersk, MSC, hapago – Lloyd and Ocean network express, have nearly 50% of the global capacity (one) - the digital container shipping association (DCSA) was officially established in Amsterdam, the Netherlands on April 10, 2019, and more companies are expected to join in the future. the goal of the four giants is to standardize digital development and formulate common information technology standards, so as to improve the efficiency of the industry to customers and shipping companies. the plan was first announced in November 2018, according to a statement, the aim is to create a neutral, non-profit association for ocean shipping companies. the association is committed to promoting the standardization, digitization and interoperability of information technology in container transportation. it is worth noting that at that time, besides the current four giants, the founding members also included Dafei group. In November last year, Rajesh Krishnamurthy, executive vice president of technology and transformation, said: "Dafei has been looking for best practices and standards to support the company's innovation and digital strategy. As founding members, we can work together to create digital standards for the entire industry. " This time, Dafei group did not participate in it, and the relevant personnel list of the Alliance Association did not explain the reason, but said it was still negotiating with Dafei group and was looking forward to its participation. Thomas bagge of Mueller Maersk Group was appointed CEO and statutory director of DCSA. Andre Simha, chief information officer of mediterranean shipping, was appointed chairman of the supervisory board of DCSA. Thomas bagge, chief information officer of Maersk Andre Simha, chief information officer of MSC Mediterranean Shipping “ for the first time in 20 years, the container shipping industry has a common goal, which is to bring the industry into the digital era. "Andre Simha, chief information officer of MSC mediterranean shipping company and chairman of the supervisory board of DCSA, said:" with regulatory approval in place, we look forward to the association's work and start working with multiple stakeholders from the whole value chain. " according to the statement of MSC, in order to create value quickly and overcome the biggest pain point in the industry, one of the first projects is to focus on information standardization, so as to overcome the common foundation problem of lack of technical interface and data. The association is also creating an industry blueprint for the process, which will be another important part of shipping's future. The partner said in a statement that all standards will be publicly released and provided free of charge to interested outsiders, so the work will benefit the industry as a whole. the association is headquartered in Amsterdam, which seems to be against any shipping company in the group. But at the same time, the association claims that it offers proximity to shipping infrastructure and convenient connectivity, as well as an attractive location for talented employees. Simha said: "DCSA is working for the benefit of the whole container shipping industry, so it's very important for us to have a neutral headquarters. No specific stakeholders or companies are favored." DCSA is also negotiating with several other container shipping companies in the world that are interested in joining. The partners said preparations for the other two companies to join were already in progress. Maersk: Thomas bagge, CEO and statutory director MSC: Andre Simha, chairman of the board of supervisors Maersk:  Adam banks, chief technology and Information Officer Hapag-Lloyd: Martin gnass, managing director, information technology ONE: Noriaki Yamaga, managing director, enterprise and innovation
    2019-04-23 Read 493
  • container space, do you understand?
    1. Row (row) There are two ways to express it (1) From the bow to the stern, they are arranged in the order of natural numbers and numbered 01, 02, 03 express. (2) From bow to stern, they are arranged in odd or even order of natural numbers. When loading 20ft container, use odd number sequence number 01, 03, 05, 07 express. When loading 40ft container, number 02,06,10,14 in even order express. 2. Column number There are two ways to express it (1) From starboard to port, they are arranged in the order of natural numbers, numbered 01, 02, 03 express. (2) Based on the middle longitudinal section, the starboard and port sides are arranged in odd or even order respectively. When the total number of columns is odd, the column number of the box on the head and tail lines is 00, the column number of the box on the starboard side is 01, 03, 05, 07... And the column number of the box on the port side is 02, 04, 06, 08. When the total column number is even, there is no box on the fore and aft lines. The column number of the box on the starboard or port side is the same as above, with the numbers of 01, 03, 05, 07 Or 02,04,06,08 3. Floor number There are two ways to express it Cabin inner layer number and deck layer number (1) Method 1 The inner layer number is based on the lowest layer in the cabin, and the sequence numbers H1, H2, H3 are used from bottom to top express. The deck number is based on the deck, and the sequence numbers D1, D2, D3 are used from bottom to top express. (2) Method 2 The number of the inner layer is based on the lowest layer of the cabin, which is numbered 02, 04, 06 from bottom to top express. The deck number is based on the deck. It is used to number 80, 82, 84 from bottom to top express. 4. Q & A Q: where are the three boxes 531212, 540788 and 551184? Have you found it?
    2019-04-16 Read 604
  • container overweight handling method and VGM policy impact
    Handling method of overweight container 1、 Container weight limit The maximum weight limit information, such as MAXGROSS:30480KGS 。 It means that your box with goods can't exceed this weight. Tare weight – 20gp: 2200kgs, 40: 3.720-4200kgs, some individual HQ will have MAXGROSS:32000KGS 。 This is the maximum strength that the container can bear. If the loading exceeds this limit, the deformation of the container, the falling off of the bottom plate, the bending of the top beam and other damages may occur. All losses arising therefrom will be borne by the loader. At present, most professional container terminals in China are equipped with automatic weighbridge, so as long as the container loading exceeds the weight limit of the container, the terminals refuse to accept the container. Therefore, it is suggested that you check the weight limit on the container before packing, so as to avoid unnecessary re loading. If the goods are really overweight and can not be divided, then you can choose the overweight box. In general, the wharf / yard will stack the common dry containers of the shipping company together. If you want to select the special weighting containers (such as the 20 weighting containers mentioned above), the wharf and yard must search one by one. The resulting container selection fee is generally the same as the designated container fee. Container transportation is a collaborative process involving multiple departments, so in addition to the weight limit of the container itself, there are some other factors to be considered. 2、 Shipping company weight limit Generally, the weight policy of each shipping company is different, and the approximate standard is not to damage the container. Considering the balance of space and weight. Every container ship has certain space and weight restrictions, but in a specific route, the space and weight are not always just balanced. Conflicts often occur in North China, where heavy cargo is concentrated. The weight of the ship has arrived and the space is much less. In order to make up for the loss of space, the shipping company often adopts the strategy of price increase, that is, additional freight will be charged after the weight of the cargo exceeds how many tons. Some shipping companies do not use their own ships, but buy the shipping space of other shipping companies to transport, so the weight limit will be more strict, because the shipping space between shipping companies is calculated according to the standard of 1teu = 14tons or 16tons, and those exceeding the weight will not be allowed to board. In the period of cabin explosion, according to the different heat of the route, the shipping company's weight limit for each type of box will be reduced accordingly. When booking the space, you should ask the forwarder about the weight limit of the shipping company at the latest. If there is no confirmation and the goods are heavy goods, there will be risks. Some shipping companies will not have any room for communication when they are overweight. They will directly ask the shipper to tow the goods, leave the port, pick up the goods and then weigh them again. It's hard to control these costs. 3、 Port weight limit It mainly depends on the mechanical equipment load of wharf and yard. After the container ship berths at the wharf, it usually needs the crane of the wharf for loading and unloading, and then it is towed to the container yard by truck and lifted down by forklift. If the weight of the container exceeds the mechanical load, it will cause difficulties to the operation of the terminal and yard. Therefore, for some small ports with relatively backward equipment, the shipping company will generally inform the port of the weight limit in advance, and those exceeding this limit will not be accepted. 4、 Supporting feeder ship or highway weight limit People who have been inland in the United States have a deep understanding that the weight limit of road transportation in the United States is very strict, because many containers need to be towed inland by truck after they are unloaded at the terminal, so the weight limit of road has also become the reason for shipping companies to limit the weight of containers. Of course, it is not the limit only for the terminal. The weight requirements of goods on the US line are very strict. The weight limit is mainly affected by the weight limit of inland roads in the United States. Generally, the small containers are 17.3 tons and the large high containers are 19.5 tons. But according to different ports, there are different weight limit requirements. 5、 Route weight limit For different routes, the shipping capacity is arranged according to the berthing order of cargo loading and unloading port and the type and heat of cargo export. In addition to the load problem of equipment operation at the destination port, the weight limit of large and small containers on different routes is naturally different. Overweight treatment This is mainly divided into overweight in port area, overweight in shipping company and overweight in destination port. 1. Shipping company overweight Discuss with the ship owner to pay the overweight fee, and the others will go as normal. 2. The port area has its own overweight regulations If you find that you are overweight when you enter the port, you need to negotiate with the port area to pay the overweight fee plus the manual handling fee or unload. 3. Port of destination overweight In general, if the destination port is overweight, a fine can be paid within a certain range; if the destination port is overweight seriously, the crane along the way can not load, so it can only be unloaded at the nearby port or returned by the same way. VGM policy impact From July 1, 2016, the International Maritime Organization (IMO) will implement the relevant requirements of the International Convention for the safety of life at sea (SOLAS Convention) on the weight audit of export containers, which clearly requires that from that day on, the shipper (cargo owner) will declare the total weight audit (VGM) for all export containers, and any container without verified total weight will not be loaded. 1. New regulations will improve shipping safety The new regulations will improve the safety of shipping. The misinformation of container weight has a serious impact on the stability of ships, trucks and terminal equipment, and can pose a threat to the safety of workers in the industry, even life-threatening. When a container is weighed after an accident, the result of the total quantity obtained is often different from that on the cargo manifest. The long-standing dispute on this issue has led to the revision of SOLAS Convention to ensure accurate declaration of all container weights. 2. All containers should be weighed The principle of the new SOLAS Convention is simple. Since July 1, 2016, all containers must be weighed compulsorily before loading. Container weight can be determined by one of two methods. The container can be weighed after it has been loaded, or all contents of the container can be weighed instead, and the weight can be combined with the tare weight of the container. No matter in what way, its weight is not allowed to be calculated subjectively. 3. The whole supply chain will be affected Active participation in all aspects of the container supply chain will be affected to some extent by this new regulation. Ship operators and terminal operators are required to apply proven container weights to the stowage plan. In order for them to get the information in a timely manner, the shipper will have to share the verified weight with the booking agent or freight forwarder. This clearly requires new agreements on procedures and modifications to existing information technology (it) systems. 4. It is the shipper's responsibility to provide accurate weight The shipper (or a third party under the shipper's responsibility) is required to weigh the loaded container or all of its contents, depending on the method chosen. The weighing equipment used must meet the national certification and calibration requirements. The amendments to SOLAS Convention require that the weight verification program must be signed, and the specific person must be named and determined according to the program that has verified the accuracy of weight calculation on behalf of the shipper. The carrier may rely on this signature to verify the weight as the exact weight. 5. The details of the declaration procedure may vary from case to case The verified total weight of the container must be declared in signed shipping documents. This document may be part of the shipping instructions to the shipping company, or it may be a separate document, such as a declaration containing a weight certificate. In any case, the document shall clearly state that the total weight provided is the total weight verified. The carrier will provide the shipper with the relevant information by the deadline during which the carrier must receive the required verified weight of the container from the shipper for the ship stowage plan. These deadlines can vary from carrier to carrier, from operational procedures or from terminal operator to terminal operator, and from port to port. Containers without verified gross weight shall not be loaded.
    2019-04-16 Read 984
  • global shipping technology conference is coming!
    With the development of shipping digitization and emerging technologies represented by blockchain, artificial intelligence, Internet of things and 3D printing, the whole shipping industry chain began to pay close attention to the change and development of global shipping caused by technological revolution, and actively explore how to connect shipping and promote industrial upgrading, such as container shipping booking, container truck intelligent scheduling, port terminal automation, ship intelligence and enterprise operation Optimization, cost reduction, efficiency and other aspects have the corresponding application. So, in the case of shipping market downturn and global economy full of uncertainty, what new trend will shipping digitization usher in in 2019? Where is the new air outlet? What opportunities and challenges are faced by enterprises embracing new technologies? Is it mixed or getting better? Where is the flow of capital? Based on this, the shipping industry network and marinex & nbsp; held the global shipping science and technology conference in Shanghai on June 18, inviting leading enterprises and industry leaders at home and abroad to discuss how to realize the interconnection of the whole shipping industry chain with technologies such as blockchain, artificial intelligence, Internet of things and 3D printing, and build a bridge between capital and project parties and roadshow.   the global shipping science and technology conference, formerly known as the international shipping and Internet Summit Forum, was held in 2014 and hosted by the shipping industry network. It is the first forum in China to focus on and take "Internet + shipping" as the theme. It has witnessed the integrated development of the shipping industry and the Internet, as well as the birth, growth and growth of a large number of excellent shipping e-commerce platforms. It can be said that the annual forum has built a platform for dialogue, exchange, consultation and cooperation, and common development for China's and even global shipping science and technology talents. meeting time June 18, 2019 (Tuesday) meeting place Hongkou, Shanghai   meeting highlights   · & nbsp; from a global perspective, the whole industry thinking, to build a docking platform between capital and industry · & nbsp; follow the new trend of the industry and set three major topics: the present and future of blockchain + shipping; digitization, shipping e-commerce, investment and financing Internet of things, big data, artificial intelligence, 3D printing · & nbsp; gathering leading enterprises at home and abroad · & nbsp; one to one dialogue customized booth   expected participants international organizations and industry associations, government departments, domestic and foreign shipping companies, logistics & amp; supply chain enterprises, shipping e-commerce platforms, blockchain companies, shipping research institutes, law firms, classification societies, shipping insurance & amp; indemnity institutions, consulting institutions, financial institutions, investment and financing institutions, etc.   Registration 1. The cost of this forum is 1800 yuan / person; early bird ticket: 10% discount before May 15. 2. Forum expenses include attendance, forum package, tea break, lunch, transportation expenses and accommodation expenses; 3. Please send email to editor@ship.sh , list the information of participants such as unit, name, position, etc. there will be a special person to contact and pay the fee after confirmation.
    2019-04-12 Read 437
  • do you know anything about dangerous goods export?
    dangerous goods have a certain particularity, so the sea export process is more complex than general goods, and the procedure is relatively cumbersome. Each country has strict control over the import and export of dangerous goods, so there are certain requirements for the declaration of dangerous goods. Dangerous goods are not only dangerous chemicals in our concept, such as batteries, lithium batteries, camphor balls, fire extinguishers, lighters, refrigerants, mercury, ethanol and so on. Dangerous goods refer to the goods that are corrosive, natural, flammable, toxic, explosive and other properties, and are easy to cause personal injury and property damage in the process of transportation, loading and unloading, storage and storage, which need special protection. Dangerous goods are divided into 1-9 categories, a total of nine categories. Class I: explosives; class II: compressed gases and liquefied gases; class III: flammable liquids; class IV: flammable solids; class V: oxidants and organic peroxides; class VI: toxic substances; class VII: radioactive substances; class VIII: corrosive substances; class IX: other dangerous goods. Operation flow of dangerous goods export 1、 Booking For dangerous goods export by sea, the consignor should fax the following documents to the freight forwarding company 10 working days in advance. 1. Marine consignment letter; 2. Dangerous goods packaging use identification result sheet; 3. Technical specification for packing dangerous goods; 4、 Material Safety Data Sheet(MSDS) be careful: a. In order to facilitate the application for shipping space and declaration of dangerous goods, the name of goods in Chinese and English, type of case, class No., UN No., package and special requirements shall be indicated on the ocean consignment; b. If transshipment is involved, it is necessary to confirm with the shipping company whether there are restrictions on the transshipment port. 2、 Provide declaration materials Seven working days in advance (four working days in advance for non imported barrels) to provide the original of declaration related information of the goods: 1. Identification result sheet of dangerous goods packaging; (Note: different product names should be corresponding one by one;) 2. Technical specification for packing dangerous goods; be careful: a. According to the above documents, and in accordance with the correct data, product name, type of container, wait until the MSA to declare the goods, and then send the shipping company to declare the ship according to the cargo declaration form and packing certificate. b. For the recycling barrels, the temporary import and export application should be processed before the declaration of goods, and the use description (for example, why import barrels should be used?) should be provided The class, UN number, quantity and gross weight of the goods shall be correct, and the consignor company shall apply to the MSA with its official seal. 3、 Customs declaration The original documents related to export declaration must be provided 3 days in advance 1. Verification sheet; 2. Invoice; 3. Packing list; 4. Customs declaration entrustment form; 5. Export declaration form; 6. Description of the goods (the consignor shall introduce the purpose of the goods and the characteristics of the goods in writing). be careful: a. According to the above documents, and according to the cargo declaration, box seal number, etc. b. For temporary import and export, in addition to the above documents, a description of the temporary import and export goods should also be provided. If there is a deposit receipt, it should also be provided. 4、 Container entry: As dangerous goods are loaded directly alongside the ship, they are usually packed three days before the ship leaves. 5、 The confirmation of the bill of lading will be provided to the shipper for confirmation two days before the departure of the vessel. The operation of dangerous goods must be confirmed in advance, not all warehouses can take over; the ship owner needs to confirm, and the transit port also needs to confirm; and the higher the level of dangerous goods, the higher the freight. In fact, the maritime export process of dangerous goods has not changed much compared with ordinary goods. The key lies in the early booking and declaration to the MSA and shipping companies. Therefore, as long as the cargo owners and freight forwarders prepare the relevant documents in advance, there will be no problems in the subsequent customs clearance.
    2019-04-12 Read 480
  • what is ISF declaration?
    ISF is the abbreviation of Importer Security Filing, which is also called anti-terrorism declaration. It is a requirement of the US Customs for us importers. It is something made by the US Customs and Border Protection (CBP) after the "9 / 11 incident" in order to strengthen us security. It is a unique declaration of the United States, whose purpose is to improve security supervision. The content includes 12 items: 10 items are provided by importers and 2 items are provided by shipping companies, so ISF is also called 10 + 2. ISF declaration must send electronic declaration data to us customs through AMS or ABI system 24 hours before shipment. In ISF declaration operation, importers can entrust their trusted overseas agents to declare on their behalf. The specific contents of ISF declaration, i.e. 10 + 2 new regulation, are as follows: 1. "2" mentioned in "10 + 2" refers to the declaration requirements for shipping companies (1) Vessel stow plan (2) Container status message 2. "10" mentioned in "10 + 2" is to add 10 more information units 24 hours before shipment (1) Manufacturer name and address (2) Seller name and address (3) Buyer name and address (4) Ship to name and address (5) Importer of record number (6) U.S. bonded number of U.S. consignees (7) Country of origin of the goods (8) HS commodity number (top six digits) (9) Container manufacturing location (10) Consolidator name and address After reading so many contents of the new rules, I believe everyone is still in a muddle. Practice leads to true knowledge. Now I will attach a template for your reference. After reading it, you will know how to fill in the ISF declaration form. The items marked with * in the figure are required by the actual consignor. ISF declaration can be made by the seller or by the buyer. If it is made by the buyer, the buyer needs to make declaration through the freight forwarder. The consignee needs to cooperate with the American agent of the shipping freight forwarder to sign the POA authorization letter. The freight forwarder will send the American agent information to the consignee, inform the agent and take the initiative Contact the consignee, only after signing the POA can the goods be delivered from the port of departure. What is the difference between AMS declaration and AMS declaration? Need attention Who sends ISF? (1) Importers (2) How to send ISF to the forwarder or customs broker designated by the importer? (1) Existing AMS system (2) ABI tariff system of us customs Send time: Like AMS, it must be sent 24 hours before boarding Modification deadline: The final revision must be completed 24 hours before the arrival of the ship The differences between ISF and AMS are as follows: AMS refers to the 24-hour manifest system or the United States anti-terrorism manifest system. The declaration is mainly about the information in the bill of lading, which can be controlled by the freight forwarder. ISF declaration is mainly the entity in the supply chain, part of the information in the buyer, part of the information in the seller, how to effectively integrate these information, the beginning is more difficult. If the forwarder helps to declare ISF, relevant information must be collected at the time of booking. If the importers declare by themselves, they must communicate with the sellers.
    2019-04-12 Read 950
  • under FOB terms, does the shipper have to bear these unexpected expenses?
    As we all know, FOB (free on board) is also called FOB, which means free on board at the port of shipment. For FOB transactions, the buyer is responsible for sending a ship to pick up the goods. The Seller shall ship the goods to the ship designated by the buyer within the port of shipment and time limit specified in the contract, and inform the buyer in time. When the goods are loaded on the designated vessel at the port of loading, the risk passes from the seller to the buyer. Under FOB terms, what expenses should the consignor bear? 1. Regular expenses payable We all know that under FOB conditions, the consignor is generally only responsible for the port of departure expenses, that is, the expenses before boarding the ship, including: delivery fee, packing fee, port miscellaneous charges, port safety fee, bill of lading fee, manifest entry fee, THC or orc, lead sealing fee, customs declaration fee, etc. Special attention should be paid to the manifest declaration expenses of AMS in the United States and ENs in the European Union. Since they are all declared before shipment at the port of departure, these expenses also belong to the expenses incurred before "off shore" and should generally be borne by the consignor. Of course, the customer promised to bear this part of the cost except. 2. Cost of accident Cost of improper connection between ship and cargo FOB, the key is the connection between shipping and cargo. If the container can not be loaded into the port in time and the ship can not be loaded on board, the empty space fee and demurrage will be borne by the consignor; on the contrary, if the container is prepared too early for loading, the overdue container handling fee and storage fee will also be borne by the consignor. Therefore, FOB should confirm the time of shipment and the port of shipment again and again, keep close communication, and ensure the connection between the shipment and the cargo. Expenses incurred by non delivery at the port of destination For some reason, after the goods are transported to the port of destination, the consignee does not take delivery of the goods and does not pay the freight. At this time, the carrier can not recover the freight in time, but also face the situation that the goods will be auctioned by the local customs or generate high storage charges. Therefore, it is possible to request payment from the consignee first, and then turn to the consignor if there is no result. Ocean freight: in principle, it should be borne by the consignee first. When no one takes delivery of the goods, it may be transferred back to the consignor; Pick up: first inform the consignee to pick up the goods, no one to pick up the goods, inform the consignor to handle, such as return or resale, etc; Demurrage charges and demurrage charges at destination port: demurrage charges and demurrage charges are incurred when no one takes delivery of the goods. If the goods fail to meet the demurrage charges, the consignor may be required to bear them. High designated agency fees Appointed freight forwarders often give a lot more than ordinary freight forwarders. This is because the forwarder is appointed by the consignee, that is, the transportation contract signed by the consignee and the forwarder, not the seller. The forwarder is responsible to the consignee. There is no direct contractual relationship between consignor and forwarder, so there is no possibility of negotiation. Therefore, a series of fees given by the designated freight forwarder at the port of departure will be relatively higher than that of the ordinary freight forwarder. This part of the difference, if not too much, for the smooth delivery of the goods, the consignor has to bear the pain to accept the high cost standard. Compensation for damage In case of any damage found during the open box inspection at the port of destination, the consignee shall bear the responsibility under FOB conditions. And consignee bought insurance commonly, can apply for insurance to pay. But if not, the consignee may still negotiate with the consignor. If the damage is caused by the shipper's careless packing and inspection of containers or other special circumstances before embarkation, the shipper shall be held responsible for the damage and shall negotiate with the consignor to make corresponding compensation. If it can be proved that it is not our responsibility, we can take out the packing photos, packing list or other supporting materials and let the consignee claim against the ship. Loss of delivery without bill of lading Under FOB terms, consignors are more designated freight forwarders than designated shipping companies. However, as the designated freight forwarder usually maintains a close business relationship with the consignee, it is very likely that the designated freight forwarder will directly deliver the goods to the consignee without taking back the original bill of lading, that is, delivery without bill of lading. As a result, although the consignor holds the bill of lading, the payment for goods has been exhausted, resulting in heavy losses. "Soft pit" of letter of credit The soft clause of L / C is the clause set by the applicant in L / C. such clause will threaten the beneficiary's safe collection of foreign exchange, and bring the applicant the initiative of transaction or the benefit of defrauding goods and prepayment, which is hidden. If the consignor does not pay attention and the documents submitted are inconsistent with the L / C, the payment will be refused. After the shipment, the consignor will be in a passive position, in a dilemma, and the payment will be damaged. 3. Summary Therefore, we must have a sense of risk control in shipping. If we can strive to adopt CIF or CFR, we should try not to use FOB trade terms Try to use shipping company bill of lading instead of forwarder bill of lading. When accepting the appointed forwarder, the qualification of the forwarder must be carefully examined Care must be taken to control the ownership of the goods, The issue of B / l should be very careful. At the same time, try not to accept straight bill of lading, and do not make the bill of lading according to the instructions of the consignee), but should make the bill of lading according to the instructions of the consignor. Land insurance to eliminate the insurance blind area from the shipper's warehouse to the loading port. The contract and L / C must be carefully reviewed to avoid soft terms, and the requirements of the contract and L / C must be strictly observed when issuing various documents. Insurance related export credit insurance to avoid and transform risks.
    2019-04-08 Read 444
  • 13 kinds of international trade certification you must know
    In international trade, different markets and different product categories need different certification and standards. Here I have sorted out the most commonly used 13 kinds of export certification and certification agency information for your reference. 1、CE CE (compact European ene), a safety certification mark, is regarded as a passport for manufacturers to open and enter the European market. All products with CE mark can be sold in European member countries without meeting the requirements of each member country, thus realizing the free circulation of goods within the scope of EU member countries. In the EU market, CE mark is a compulsory certification. If products produced by enterprises within the EU or products from other countries want to circulate freely in the EU market, they must be labeled with CE mark to show that the products comply with the basic requirements of the EU new method for technical coordination and standardization, which is a compulsory requirement of the EU law. The following products need to be labeled with CE mark: Electrical products Mechanical products Toys Radio and telecommunication terminal equipment Cold storage and refrigeration equipment Personal protective equipment Simple pressure vessel Hot water boiler Pressure equipment Pleasure boat Construction products In vitro diagnostic medical devices Implantable medical devices Medical electrical equipment Lifting equipment Gas equipment Non automatic weighing instrument Note: the United States, Canada, Japan, Singapore and South Korea do not accept the CE mark. 2、RoHS The restriction of the use of hazardous substances in electronic and electronic equipment is the full name of RoHS, which is also called 2002 / 95 / EC Directive. In 2005, the EU supplemented the 2002 / 95 / EC in the form of 2005 / 618 / EC resolution, clearly stipulating the maximum limits of six harmful substances: lead (PB), cadmium (CD), mercury (Hg), hexavalent chromium (Cr6 +), polybrominated diphenyl ethers (PBDE) and polybrominated biphenyls (PBB). RoHS aims at all raw materials and electrical and electronic products that may contain the above six hazardous substances in the production process, mainly including: White household appliances (such as refrigerator, washing machine, microwave oven, air conditioner, vacuum cleaner, water heater, etc.) Black home appliances (such as audio, video products, DVD, CD, TV receiver, it products, digital products, communication products, etc.) Electric tools Electric electronic toys and medical electrical equipment. 3、UL UL is the abbreviation of underwriter Laboratories Inc. in English. UL safety testing institute is the most authoritative organization in the United States, and it is also the largest non-governmental organization engaged in safety testing and appraisal in the world. It uses scientific testing methods to study and determine whether various materials, devices, products, facilities and buildings are harmful to life and property and the degree of harm; it determines, compiles and issues corresponding standards and materials that help to reduce and prevent the loss of life and property, and carries out real-world investigation business at the same time. In a word, it is mainly engaged in product safety certification and operation of safety certification business, and its ultimate goal is to obtain goods with considerable safety level for the market, and make contributions to the guarantee of personal health and property safety. As an effective means to eliminate technical barriers to international trade, UL plays an active role in promoting the development of international trade. 4、CCC The full name of CCC is China Compulsory Certification, which is the principle of China's accession to the WTO and reflects the national treatment. The country uses compulsory product certification for 149 kinds of products in 22 categories. The name of the new national compulsory certification mark is "China Compulsory Certification". After the implementation of China Compulsory Certification mark, it will gradually replace the original "Great Wall" mark and "CCIB" mark. 5、GS GS full name geprufte Sicherheit (safety has been certified), is the German Ministry of labor authorized t Ü V, VDE and other institutions issued by the safety certification mark, GS mark is the safety mark accepted by the majority of European customers, GS certification products are usually sold at a higher price and more popular. GS certification has strict requirements on the quality assurance system of the factory The factory is required to establish its own quality assurance system according to the ISO9000 system standard when batch shipment. The factory should at least have its own quality control system, quality records and other documents, and sufficient production and inspection capacity; Before the GS certificate is issued, the new factory should be reviewed, and the GS certificate can only be issued if it is qualified; After the certificate is issued, the factory shall be reviewed at least once a year. No matter how many TUV marks the factory applies for, the factory only needs one review. Products requiring GS certification include: Home appliances, such as refrigerators, washing machines, kitchen appliances, etc; Domestic machinery; Sports goods; Domestic electronic equipment, such as audio-visual equipment; Electrical and electronic office equipment, such as copier, fax machine, shredder, computer, printer, etc; Industrial machinery and experimental measuring equipment; Other safety related products, such as bicycles, helmets, ladders, furniture, etc. 6、PSE PSE (product safety of electrical appliances & Materials) certification (referred to as "suitability inspection" in Japan) is a compulsory market access system for electrical appliances in Japan, and it is an important content stipulated in the "safety law of electrical appliances" of Japan. At present, according to the provisions of Japan's "electrical supplies safety law", the Japanese government divides electrical supplies into "specific electrical supplies" and "non-specific electrical supplies", of which "specific electrical supplies" includes 115 kinds of products; "non-specific electrical supplies" includes 338 kinds of products. PSE includes the requirements of EMC and safety. All products in the catalogue of "specific electrical products" entering the Japanese market must pass the certification of the third party certification organization authorized by the Ministry of economy and industry of Japan, obtain the certification certificate, and have the diamond PSE mark on the label. CQC is the only certification body in China to apply for Japanese PSE certification. At present, CQC has obtained three product categories of Japanese PSE product certification: wires and cables (including 20 kinds of products), wiring appliances (electrical accessories, lighting appliances, etc., including 38 kinds of products), electric power application mechanical appliances (household appliances, including 12 kinds of products), etc. 7、FCC The Federal Communications Commission (FCC), the Federal Communications Commission of the United States, coordinates domestic and international communications by controlling radio, television, telecommunications, satellites, and cables. It involves more than 50 states, Colombia and the regions of the United States. Many radio application products, communication products and digital products to enter the U.S. market, require FCC approval. FCC certification is also known as Federal Communications certification. Including computers, fax machines, electronic devices, radio receiving and transmission equipment, radio remote control toys, telephones, personal computers and other products that may harm personal safety. If these products want to be exported to the United States, they must be tested and approved by a government authorized laboratory according to FCC technical standards. Importers and customs agents are required to declare that each radio frequency device complies with the FCC standard, or FCC license. 8、SAA SAA certification is the standard organization of Australia, which is the certification of Standards Association of Australia. It means that all electrical products entering the Australian market must comply with the local safety regulations. Due to the mutual recognition agreement between Australia and New Zealand, all products certified by Australia can enter the New Zealand market smoothly. SAA certification is required for all electrical products. There are two kinds of SAA logo, one is formal recognition, the other is standard logo. Formal certification is only responsible for the sample, and the standard mark is to be reviewed by each factory. At present, there are two ways to apply for SAA certification in China. One is to transfer through CB test report. If there is no CB test report, you can also apply directly. 9、SASO SASO is the abbreviation of Saudi Arabian Standards Organization. SASO is responsible for formulating national standards for all daily necessities and products, including measurement system, identification, etc. 10、ISO9000 ISO9000 standards are issued by the international organization for Standardization (ISO). Implementing GB / T19000-ISO9000 standards and carrying out quality certification have once become a hot topic in the economic and business circles. In fact, quality certification has a long history. It is the product of market economy. Quality certification is the pass for commodities to enter the international market. Nowadays, ISO9000 standard quality system has become one of the key factors in international trade. 11、VDE The full name of VDE is VDE testing and Certification Institute, i.e. German Electrical Engineers Association. It is one of the most experienced testing certification and inspection institutions in Europe. As an internationally recognized safety testing and certification agency for electronic appliances and their components, VDE enjoys a high reputation in Europe and even in the world. Its products include household and commercial electrical appliances, it equipment, industrial and medical technology equipment, assembly materials and electronic components, wires and cables, etc. 12、CSA CSA is the abbreviation of Canadian Standards Association. It is the first non-profit organization in Canada to formulate industrial standards. At present, CSA is the largest security certification body in Canada and one of the most famous security certification bodies in the world. It provides safety certification for all types of products in machinery, building materials, electrical appliances, computer equipment, office equipment, environmental protection, medical fire safety, sports and entertainment. CSA certification products mainly focus on eight aspects 1. Human survival and environment, including occupational health and safety, public safety, sports and entertainment equipment, environmental protection and health technology. 2. Electrical and electronic, including building electrical equipment installation regulations, all kinds of industrial and commercial and civil electrical and electronic products. 3. Communication and information, including residence processing system, telecommunication and electromagnetic interference technology and equipment. 4. Building structure, including building materials and products, civil products, concrete, masonry structure, pipe fittings and architectural design. 5. Energy, including energy regeneration and transfer, fuel combustion, safety equipment and nuclear energy technology. 6. Transportation and distribution system, including vehicle safety, oil and gas pipelines, material handling and distribution and offshore facilities. 7. Material technology, including welding and metallurgy. 8. Business and production management system, including quality management and basic engineering. 13、TÜV T Ü V (technischer ü berwach ü ngs Verein) means technical inspection association in English. T Ü V mark is a safety certification mark specially made by German t Ü V for components, which is widely accepted in Germany and Europe. When enterprises apply for t Ü V mark, they can apply for CB certificate together and obtain the certificate of other countries through conversion. In addition, after the products pass the certification, German t Ü V will consult the rectifier manufacturers of qualified component suppliers to recommend these products; during the whole machine certification process, all components with t Ü V mark can be exempted from inspection.
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