Q: What's the difference between air transport and sea transport? What should I pay attention to in air transport operation?
What's the difference between air transport and sea transport? I can't answer this question. After all, I don't know much about shipping.
What should be paid attention to in air transport operation seems to be a difficult question to answer, so it is best to have practical questions to help you answer:
1, it is necessary to confirm the weight and volume with the customer in time. In case the customer does not confirm the weight and volume, the cost will be very troublesome after the goods fly out.
2. Generally, customers' goods and documents are declared by air on the same day, so it is more troublesome to arrange shipping space. If possible, declare the shipping space as much as possible. If the shipping space is short, it will be difficult to add it. If there are more, we can try to get some goods.
3。 Generally, before noon 12, the shipping space of airlines and all first-class agents has been basically arranged. In this case, it is not appropriate to accept the oversized goods that require to take off the next day. You'd better not take it before the shipping space is determined, otherwise you will be passive.
4。 In principle, air freight requires the goods to stay in the airline warehouse for more than 24 hours. In fact, it is only necessary to hand over the goods the night before the plane takes off. Special urgent items can be delivered on site, in principle, 4 hours before the cargo plane takes off and 2 hours before the passenger plane takes off, but customers are advised not to deliver on site as much as possible unless you are particularly sure.
5。 The waybill should be confirmed with the customer in time, and the Chinese name of the customs declaration should be provided by the customer, and so on. . . . .
What I said was a mess. . . My personal theory is general, and I pay more attention to practical operation. I can help you answer practical questions. sorry .
Q: At present, airlines generally do it directly. Or is the freight forwarder outside doing it? Which side is more?
A: For standard air transport, airlines only contact freight forwarders, which means all freight forwarders are doing it. However, domestic air transport is not excluded, and some airlines directly contact customers.
Q: About the billing weight! thank you
Answer: The conversion of air transport volume and weight is volume (m3) /0.006= volume weight (kg).
When the volume weight is greater than the actual weight, the billing weight is the volume weight.
When the volume weight is less than the actual weight, the billing weight is the actual weight.
For example, a ticket of goods has an actual weight of 500kg and a volume of 3.5CBM, and its volume weight is 3.5/0.006 = 583kg, which is 500kg more than the actual weight, so the billing weight should be 583kg.
Q: I would like to ask about the specific order of air cargo take-off.
I've heard that the container of sea freight needs to stay at the dock for 24 hours before sailing, and I only heard that the goods can be delivered six hours before the plane takes off, but I found that the actual operation is more than six hours. After reading your introduction today, I wonder what the specific operation sequence of domestic airports (such as Shanghai Pudong) is?
If staying in the airport warehouse really counts as 24 hours, take Shanghai to Hong Kong as an example. After the air waybill comes out, how many hours will the goods reach the customers in Hong Kong? Of course, it includes the tally time and customs declaration time in Hong Kong.
A: In principle, for aviation safety, goods must stay in the airline warehouse for more than 24 hours. In fact, the goods must be delivered to the airline warehouse the night before the plane takes off. As on-site handover (that is, the goods take off on the same delivery date so as to be used as little as possible), the goods must be handed over to the warehouse 4 hours before the plane takes off, and the deadline is around noon 12 at the latest.
You ask the customer how long it will take to transport the goods from Shanghai to Hong Kong. This is not easy to answer. First of all, the time of bill of lading must prevail, and the time of issuing bill of lading is too uncertain. As far as I know, it is not long for Hong Kong to tally goods and declare customs on the ground. Except for the very late flight (provided that the customer goes to the airport to pick up the goods himself), basically the customer can get the goods on the same day.
Q: We often receive damaged goods by air, but the airport ground warehouse (Guangzhou Baiyun Airport) will not sign the bill of lading to prove it. How to claim compensation in this case, and how to determine the scope and responsibility of damage compensation? Thank you.
A: If there is any damage, the agent at the delivery office must issue an abnormal certificate of the goods, indicating the damage situation and location, otherwise the goods cannot be delivered, and both the receiving and delivery parties are required to keep an eye on the airlines and demand reasonable explanation and compensation.
As for the interval and responsibility of cargo damage, this is easy to distinguish. The key is whether they cooperate or not. At present, the domestic airport operation is not standardized, and Guangzhou Baiyun Airport is estimated to be afraid of trouble. In fact, every delivery process of the goods will have an invoice, and any abnormality in the goods will be explained. It is easy to find out when and where the problem happened.
The internationally accepted practice is that after the airline or its ground agent issues a cargo damage certificate, the consignee can take the goods away, and then claim compensation from the airline through the cargo damage certificate, and the airline will accept it. The maximum amount of compensation is $20 per kilogram. The process of compensation is quite long. Our company once had a similar situation. Something went wrong in France and the goods were lost. Then issue relevant information and complete the compensation after half a year.
In this case, my personal suggestions are as follows:
1, if it is by air occasionally, it is recommended not to pick up the goods. Both airports are under pressure.
2. If it is a regular air transport and the airline has issued a certificate of damage, it is recommended to open the box on the spot. If only the outer packaging is damaged and the goods are normal, take the goods away. It is suggested that there is no claim. Don't have much time to do it. . . . And may affect the relationship between the shipper and the airline.
3. If the goods are often damaged by air, it is suggested that the shipper change the airline to deliver the goods. If the value of the goods is relatively high, it is recommended to buy air transportation insurance.
Q: Many times, it is more difficult to get on the plane a few days after it is delivered to the airline, especially in the peak season. For example, MH and TG sometimes can't book a warehouse one week in advance. What is the landlord's good strategy? (When the customer can't accept AF and LD has some expensive machines)
A: This is normal, but generally speaking, if there is no space arrangement, airlines will not take so many goods. The MH you mentioned. TG: It's not a bad thing for you not to book shipping space one week in advance. It is much better for an airline not to take delivery of your goods than for an airline to leave the goods in Shanghai for a few days without arranging shipment. At least you can find other ways to transport them. At present, most airlines have to confirm two or three flights before agreeing to receive goods, which can ensure the transit efficiency of airlines.
As for whether this method is a good idea, generally speaking, there are not many ways. One is that your company has a close relationship with local airlines, but this may not be enough in the peak season. The other is that your company's agent has a close relationship with the airlines in the transit port to ensure that your goods can be delivered from Shanghai in time and transited at the transit point in time, and the goods will not get out of control.
Q: What's the difference between air transport and sea transport? What should I pay attention to in air transport operation?
A: According to my very limited understanding, first of all, I think the functions of sea and air bills of lading are different. The ocean bill of lading is a document of title, and the original bill of lading is required when picking up the goods, but air transportation is different, and only the main bill of lading number issued by the airline is required.
On the other hand, the cargo operation by air at the airport is completely different from that by sea at the dock, and the air transportation is not clear. However, because the terminal involves containers, which are divided into internal and external, and the process also involves the processing of some documents, the operation is relatively complicated, so there are more opportunities to provide services.
Not all air freight can be picked up only by the main single number, and not all air freight can be picked up only by the waybill, HOHO,
Air transport also involves containers. Loading is also divided into internal loading and external loading. . .
Q: I have been to the air freight department for some time, and I feel that the post setting in that department is not reasonable, because the document processing staff and customer service staff are always very busy, and the endless phone calls, faxes and emails make them breathless. Their manpower can only support the current customers and business volume. I think the main reason is that information is not smooth. I don't know what level the informatization construction of air freight industry is at now. Please talk about your own views, thank you very much!
A: I wonder how the air cargo department you went to was. Personally, I am not very familiar with theoretical things. As far as I know, the current level of informatization construction is compared with before.
For freight forwarders
Before, not to mention informationization, there were few computers, warehouse information was queried by telephone and written records, and some specific operations were also handled by written or walkie-talkie communication tools.
Now basically every company has its own system, and the warehouse details and operation flow can be clearly seen from the computer. Many companies have their own homepages, from which customers can book shipping space, inquire about the second flight and so on.
At present, many airlines have also started electronic booking, and agents can book space directly online.
Q: How to calculate the cost of air transportation and DHL?
A: The cost of air transportation is mainly freight and miscellaneous fees. The unit price of freight is calculated according to the weight grade. Generally, there are several grades:+100kg (goods above100kg) +300KG, +500KG and+1000KG.
Some airlines have a freight charge of +45KG. In general, if there is no corresponding freight rate, the freight rate of the goods is calculated according to the round-trip price. The billing weight of goods is also an important place. The weight of goods is divided into two aspects: volume weight and gross weight. When the volume weight is greater than the gross weight, the volume weight is the billing weight of the goods, and when the volume weight is less than the gross weight, the actual gross weight is the billing weight.
Miscellaneous expenses include many aspects, generally including storage fees, fuel surcharges, war risks and so on.
Fuel surcharge and war risk are the products of specific circumstances, and company quotations are generally included in the freight.
The freight of express mail such as DHL is calculated in the unit of 0.5KG. Generally, the first 0.5 kg has a price, and then there is a continuous price.
For example, a ticket of express mail, weighing 3 kg, is quoted as 100 RMB, with a continuous weight of 50 RMB.
Then the freight for this express delivery is100+(3 * 2-1) * 50 = 350 RMB.
Q: During the SARS in 2003, our company entrusted an aviation agency in Guangzhou to deliver a batch of medicines to Chengdu, weighing 2 tons. Results The drugs were sent to Chengdu three times, and the last one arrived a week later. If it is shipped by car, the time will not be so long and the cost will not be so expensive. Excuse me, landlord, can we claim compensation from this airline?
A: Your company can't lodge a claim with him for this. The concept of Geneva Convention is 2 1 day. You shouldn't say in advance that batch delivery is not allowed. It is outrageous for the shipper to arrive within a week, which is nothing to the air transport regulations. . . .
Q: Is there an air transport flow chart?
A: The general process of domestic air transport.
Shipper's booking commission-confirmation of freight rate-airline booking-confirmation of shipping space-warehousing of goods-weighing of goods and confirmation of weight with customers (you can weigh by yourself or directly according to the weight of airlines)-issuance of air waybill-delivery by airlines-flight tracking (first-hand knowledge of whether the goods are loaded). Know exactly when to settle the bill of lading-send the bill of lading to the customer or fax it directly to the consignee of the other party, and tell the other party the specific time and place of picking up the goods (it can be said that this is very good and the customer will feel very good). Attached drawings:
Q: Air freight forwarders seem to be divided into two levels and three levels, which are equivalent to wholesalers and retailers.
Can the landlord tell me the difference between the two practical operations?
A: Air freight forwarders are mainly divided into first-class agents and non-first-class agents, and the second and third generations are non-first-class agents.
A first-class agent refers to an agent company that can directly collect waybills from airlines, directly declare customs and hand over goods. In terms of image, they are the main distributors of airlines.
A non-primary agent refers to an agent who has no direct rights such as ground handover and customs declaration. The advantages of these companies generally lie in direct customers or overseas agents. Generally, there are many commodities designated by overseas agents, which is one of the main sources of goods for first-class agents. Some of these companies, which have good relations with airlines, can also book shipping space directly with airlines and get preferential freight rates, even the price is more favorable than that of the first-class agent, but they have no right to hand over, so they must find a first-class agent to call in and hand over in the name of others.
Q: I often talk about bubble escape in air transportation. I don't know much at present. Can you explain it? Better have an example. Thank you!
A: Personally, I don't think it is appropriate to talk about this issue openly for the benefit of freight forwarders. I'm sorry
Q: Is the "transfer right" an administrative licensing right? Which department do you want to apply for?
A: The transfer right is a kind of licensing right, which requires a first-class agent to the local airport ground agency (there are currently two in Shanghai, China Cargo Airlines and PACTL).
Q: The name of the BOM goods to India is inkjet printer, including ink cartridges. If you go to Singapore, you need DGM certificate, but the customer refuses to give it. Customers also require to arrive at the destination port within three working days. Ask the landlord if there are any good airlines besides EK? What proof do I need if I take the DRS exam?
A: There are many airlines that can go to BOM, such as FM, CX and TG. The specific certificate depends on the requirements of airlines, but DGM certificate is required by many airlines. Generally speaking, as long as your goods can pass the security check, there is basically no big problem.
Q: I just entered the air freight forwarding business, and the company is going to ask me to do fresh business. Please advise me.
A: Fresh goods need more flight time and space than ordinary goods. Generally, the delivery principle of fresh food is direct, not transshipment. Due to temperature and storage reasons, it is usually an early flight or an early flight, and the handover is on site.
I wonder where you produce fresh goods. Generally speaking, the space in Shanghai is reserved one week in advance, and then the space for the next day is determined, and the operation will be carried out early the next morning. The goods are packed for handover, and then the orders are placed at the same time, pre-recorded by customs, three inspections, customs declaration, etc. Then hand over the goods after customs clearance, and then arrange for someone to confirm that the goods have boarded the plane if possible. If the goods do not board the plane for special reasons, you should immediately arrange the next fastest flight, or inform the customer to take the goods back to the factory for reprocessing.
After the goods are delivered normally, the waybill will be sent to the customer, so that the customer can inform the other consignee to pick up the goods in time.
For long-distance fresh goods, such as going to Europe, America and other places, involving transit, the temperature requirements can be displayed on the bill of lading according to the temperature required by customers, so that airlines can make necessary arrangements. Avoid the loss of goods in transit.