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You only know AMS, but you don't know how much it has meaning. (Bottom) CNS Logistics

by:CNS     2021-04-07
You only know AMS, but you don't know how much it has meaning. (Next): 2018-05-24 11:42:00 Immediately following the previous article: 21. Dangerous goods indicate the international standard code (if it is dangerous goods, it must be indicated). 22. Container code 23. Seal number. This rule applies to all ships calling at US ports; it applies to all shipments, regardless of whether the destination of the cargo is a US port or not; it also applies to CSI (Container Security Initiative) ports and non-CSI port. But this rule does not apply to bulk carriers. 24. Special circumstances after declaration 1) Ship diversion: If the cargo on the ship has been inspected at a foreign loading port before loading, and then transferred to another foreign port for unloading, another ship will transport the cargo to In the United States, the cargo must also comply with the 24-hour advance filing regulations during the second leg of the voyage. The NVOCC AMS declarer must closely track the cargo situation through the Internet, so that the declaration can be made at the first time and the transshipment can be arranged. For example, MSC's GGP route has nine basic ports, of which Miami, New York, and Savannah are all direct; while Jacksonville, Baltimore, Norfolk, Charleston, Houston, and New Orleans can only transit from Freeport. Before the cabinet arrived at Freeport and waited for the next ship to arrive, NVOCC did not obtain the second-journey ship information and declare in time. The cabinet will stay in Freeport until NVOCC completes the declaration. As a result, this cabinet may incur unnecessary expenses such as cabinet rent in Freeport. In order to avoid this situation, it is necessary to closely track the condition of the goods. 2) Cargo diversion: The shipper may change the destination of the cargo after the cargo is loaded on the ship, so the revised version of the manifest must also be provided to the AMS Declaration Center. The customer must provide NVOCC with the change guarantee and related documents, such as the recovery of the original bill of lading, the telex guarantee and other documents. Only by collecting these materials can NVOCC make corresponding file changes. When notifying the shipping company to change the manifest, the correction should also be sent to the AMS Declaration Center. 3) Who will bear the responsibility for providing incorrect information? NVOCC will not be responsible for the inability of the goods to be shipped normally due to the incomplete provision of the shipper’s data and the NVOCC will not be responsible for the resulting inability to ship the goods. At the same time, the related expenses will also be borne by the shipper or the shipper. Agency burden. 4) If a customs inspector encounters an unclear description of the goods on the manifest, what will be the result? If the problem is caused by insufficient cargo information, the manifest may be detained by the customs; if it is judged that the description of the goods is incorrect, the shipper may also be fined. 25. U.S. Customs Release Procedures U.S. Customs will not disclose the U.S. manifest information to the public before unloading. If the importer does not want the manifest information to be exposed, he can apply to the U.S. Customs. After approval, the validity period of two years can be maintained. In order to solve the problem of customs clearance and pick-up that NVOCC declares to the U.S. Customs on its own, including the self-declared NVOCC, the carrier’s bill of lading number should be loaded into its declaration manifest, and HOUSEB/L should be submitted to U.S. Customs. Submit the self-declared NVOCC MAST B/L data to the U.S. Customs, and the U.S. Customs will check the two data. After the inspection, the AUTONVO data will be closed after the cargo is loaded on the ship. The airline company declares. If it is not part of the NVOCC transmission by itself, the carrier must submit the NVOCC HOUSE B/L and MASTERB/L data to the U.S. Customs, and the U.S. Customs will check the HOUSE B/L data, and after the cargo is loaded and loaded, it will be closed. /L data; the cargo release procedure is mainly based on the shipping company's MASTER B/L data, which is declared by the shipping company. This amendment has been implemented on January 19, 2003. 26. Punishment measures The '24-hour rule' sets up a triple 'penalty' system for those reporting entities that 'do not follow the rules': one is fine. The first violation is $5,000, and the second violation is fined $10,000, which is cumulative. The second is economic compensation. The rule states that if a non-vessel carrier who has paid an international carrier’s deposit and is selected to submit an electronic manifest to the customs cannot provide accurate manifest information to the customs within the specified time, or provide wrong, forged and In addition to the above-mentioned punitive measures, the modified manifest information must also be compensated for violating the requirements of the international carrier’s deposit. The third is to postpone unloading, that is, the US Customs does not issue unloading permits. The rules stipulate that the cargo can only be unloaded after the ship enters the port and obtains the unloading permit from the customs. If the customs finds that certain goods have not been loaded on board in accordance with the regulations, it has the right to deal with this part of the goods differently. Unless there are special circumstances, the rest of the goods that are loaded on the ship in accordance with the regulatory requirements can be licensed for unloading. (The content comes from the Internet, for reference only)
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