For a Delhi NCR importer the choice between clearing inland and clearing at the gateway port changes your transit time, your demurrage exposure and your transport bill. It is worth deciding deliberately.
Air freight costs several times more per kilogram, which makes ocean look like the obvious answer. Once you price the capital tied up in a five-week transit, the answer stops being obvious.
Almost every consignment we see stuck at a port is stuck for one of seven reasons. All seven are visible in the paperwork days before the vessel arrives.
A valid Certificate of Origin can take your duty rate to zero. Presenting it late, or without the origin evidence CAROTAR now requires, takes it back to full.
Three letters on your invoice decide who pays the freight, who carries the risk and who is liable if the container is damaged mid-ocean. Most disputes we see trace back to an incoterm nobody read carefully.
A bonded warehouse lets you land goods now and pay duty later — sometimes much later. For importers holding stock against uneven demand, the cash-flow effect is significant.
A transformer that will not fit under a flyover is not a transport problem you solve on the day. It is a route survey you should have run six weeks earlier.
Demurrage and detention are charged daily, escalate in slabs, and are almost never waived. Nearly all of it is avoidable with decisions made before the vessel arrives.
The approvals that hold containers are almost never the ones importers expected. Here is how to work out which regulations apply to your product before you place the order.
19 articles · page 2 of 2
Send us the details and we will come back with a clear route, a realistic timeline and an honest cost.
