In the voyage charter party, bulk actual discharge time (Laytime) general since the ship to submit "cargo ready notice" (N.O.R) after 12 or 24 hours to count, until completion after unloading Draft measurement (Final Draft Survey). Transportation for loading and unloading time stipulated in the contract, if the Laytime finish unloading time is later than the contract produce Demurrage (Demurrage), namely, within the prescribed time to unload all the goods, the ship to continue in the port, increase the owner's expense and time loss in Hong Kong, the provisions of the payment by the charterer to the owner.

In the daily work process, although very careful, but always inevitable a few small mistakes happen. The loss of b/l is a serious problem. In the process of sending the bill of lading, it is very likely that the bill of lading will be lost:

For cross-border sellers, the importance of VAT is clear. Again, I want to talk to you about this, after all, it cannot be overemphasized.

The customs all around the world have their own special regulations, today summarized some national customs special provisions for your reference.

I believe that the carrier will ask the agent if there is any MSDS in the transportation of chemical products and other dangerous goods. Only after looking at the MSDS, will you accept the shipment. So this MSDS is good enough to decide whether or not to pick up the goods. What's special about him? Is it related to air transport identification?

On the ocean bill of lading, a role is often overlooked, but its importance cannot be underestimated. It is the notifier. Generally, there are two companies or even three companies to fill in the information part of the destination port, generally Consignee and Notify party. Some shipping company bills of lading also include the First Notify Party and the Second Notify Party.