thtcargologs, Author at THT Cargo Logistics

UPDATE ON GUIDANCE FOR THE LIQUIDATION OF USED COMPUTERS BETWEEN EXPORT PROCESSING ENTERPRISES UNDER OFFICIAL LETTER NO. 18634/CHQ-GSQL

thtcargologs — Sat, 11 Jul 2026 03:24:04 +0000

UPDATE ON GUIDANCE FOR THE LIQUIDATION OF USED COMPUTERS BETWEEN EXPORT PROCESSING ENTERPRISES UNDER OFFICIAL LETTER NO. 18634/CHQ-GSQL

On 08 July 2026, Vietnam Customs issued Official Letter No. 18634/CHQ-GSQL providing guidance on handling issues related to the liquidation of used computers between Export Processing Enterprises (EPEs).

The key point that businesses should pay special attention to is that the primary focus of this Official Letter is not customs procedures, as regulations governing the sale, lease, lending, or liquidation of goods between EPEs have already existed.

Instead, Vietnam Customs emphasizes that for used computers, enterprises must not only comply with customs procedures but also fully comply with the applicable specialized management regulations before carrying out liquidation or transfer activities.

View Official Letter No. 18634/CHQ-GSQL

Click the button below to view the full image of Official Letter No. 18634/CHQ-GSQL issued by Vietnam Customs.

VIEW OFFICIAL LETTER

Key Guidance under Official Letter No. 18634/CHQ-GSQL

According to the guidance issued by Vietnam Customs:

The sale, lease, lending, or liquidation of goods between Export Processing Enterprises must comply with the applicable customs procedures and regulations governing the liquidation of goods by EPEs.
For used computers, in addition to customs procedures, enterprises must also comply with the relevant specialized goods management regulations.
Enterprises should review whether the goods fall within the scope of Decision No. 18/2019/QD-TTg governing the import of used machinery, equipment and technological production lines.
At the same time, enterprises should verify whether the goods fall under the List of Used Information Technology Products Prohibited from Import under Circular No. 11/2018/TT-BTTTT.

Important Notice for Enterprises

The primary focus of Official Letter No. 18634/CHQ-GSQL is not customs procedures, as these requirements have already been in place.

The new emphasis made by Vietnam Customs is that the liquidation of used computers must also comply with the regulations issued by the competent specialized management authorities.

If the goods are subject to specialized management requirements or fall within prohibited categories under specialized regulations, enterprises must comply with the guidance issued by the relevant competent ministry. Completing customs procedures alone is not sufficient.

Recommendations for Export Processing Enterprises (EPEs)

Before carrying out the liquidation or transfer of used computers between Export Processing Enterprises, businesses should simultaneously review:

The customs procedures applicable to the liquidation of goods between EPEs.
The specialized management requirements applicable to used computers and information technology equipment.
Any import prohibition or specialized management regulations issued by the competent authorities.

Reviewing both customs regulations and specialized management requirements will help enterprises ensure full compliance, minimize compliance risks, and avoid complications during the liquidation or transfer of assets between Export Processing Enterprises.

Need Support with Asset Liquidation Procedures Between Export Processing Enterprises?

THT Cargo Logistics supports FDI manufacturers and Export Processing Enterprises in reviewing customs regulations, specialized management requirements, and preparing documentation for the liquidation and transfer of machinery, equipment, and assets between EPEs in compliance with current regulations.

If your company is planning to liquidate used computers, IT equipment, or other used assets, contact THT Cargo Logistics for practical guidance and compliance support to minimize operational risks.

CONTACT THT CARGO LOGISTICS

Visits: 6

The post UPDATE ON GUIDANCE FOR THE LIQUIDATION OF USED COMPUTERS BETWEEN EXPORT PROCESSING ENTERPRISES UNDER OFFICIAL LETTER NO. 18634/CHQ-GSQL appeared first on THT Cargo Logistics.

UPDATE ON NEW REGULATIONS FOR CUSTOMS VALUATION UNDER DECREE NO. 167/2025/ND-CP

thtcargologs — Sat, 11 Jul 2026 02:31:32 +0000

UPDATE ON NEW REGULATIONS FOR CUSTOMS VALUATION UNDER DECREE NO. 167/2025/ND-CP

Decree No. 167/2025/ND-CP, effective from 15 August 2025, amends and supplements a number of regulations on customs valuation inspection and determination for exported and imported goods.

To minimize customs clearance risks, businesses should pay close attention to the following methods of determining customs value when submitting customs declarations under the new regulations.

1. For Exported Goods

The customs value is the selling price of the goods up to the export border gate.

The following costs are excluded:

International freight charges (Freight).
International insurance costs (Insurance).

Important Note:

For export shipments under delivery terms that include freight and/or insurance (CIF, CIP, CFR, CPT, etc.), businesses must separately identify these costs to accurately determine the customs value declared on the export customs declaration.

2. For Imported Goods

The customs value is the actual price paid or payable up to the first port of entry into Vietnam.

The customs value is determined based on the delivery terms (Incoterms) together with any additions or deductions required under Vietnam’s customs regulations.

Important Note:

When receiving shipping documents, businesses should request customers or suppliers to clearly specify the delivery terms, freight charges, insurance costs, and other related expenses to ensure the customs value is determined accurately.

Need Support with Customs Valuation and Import-Export Procedures?

THT Cargo Logistics supports FDI manufacturers and import-export businesses in customs valuation consulting, document review, Incoterms verification, customs value adjustment analysis, and customs declaration in compliance with current regulations.

If your company needs assistance with customs valuation declarations or would like to review your customs documents before clearance, contact THT Cargo Logistics for timely support from our experienced customs specialists.

CONTACT THT CARGO LOGISTICS

Visits: 8

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VAT POLICY UPDATE FOR TEMPORARY IMPORT – RE-EXPORT GOODS UNDER OFFICIAL LETTER No. 1485/CST-XNK

thtcargologs — Sat, 11 Jul 2026 02:11:36 +0000

VAT POLICY UPDATE FOR TEMPORARY IMPORT – RE-EXPORT GOODS UNDER OFFICIAL LETTER No. 1485/CST-XNK

On May 28, 2026, the Department of Tax, Fee and Charge Policy Supervision and Management issued Official Letter No. 1485/CST-XNK, providing guidance on the Value-Added Tax (VAT) policy applicable to goods imported under the Temporary Import – Re-export regime.

This guidance is important for enterprises engaged in temporary import – re-export activities to ensure compliance with Vietnam’s VAT regulations and avoid unexpected tax liabilities when changing the intended use of imported goods or failing to re-export within the registered time limit.

Download Official Letter No. 1485/CST-XNK

Enterprises may download the full text of Official Letter No. 1485/CST-XNK for detailed guidance issued by the competent authority.

DOWNLOAD OFFICIAL LETTER No. 1485/CST-XNK (PDF)

Key Guidance under Official Letter No. 1485/CST-XNK

According to Official Letter No. 1485/CST-XNK:

Goods imported under the Temporary Import – Re-export regime (with customs declarations properly registered under the corresponding customs procedure and the temporary import – re-export period officially registered with the customs authority) are not subject to Value-Added Tax (VAT) in accordance with Clause 20, Article 5 of the 2024 Law on Value-Added Tax.

Important Note:

If the goods are not re-exported within the registered time limit or their intended use is changed (such as being sold in the domestic market, converted to another customs regime, etc.), the enterprise is required to declare and pay Value-Added Tax (VAT) in accordance with applicable regulations.

Need Support with Temporary Import – Re-export Procedures?

THT Cargo Logistics supports FDI manufacturers and import-export enterprises with customs procedures, tax policy reviews, customs regime assessment, and document preparation for temporary import – re-export shipments in compliance with current regulations.

If your company is conducting temporary import – re-export operations or planning to change the customs regime of imported goods, contact THT Cargo Logistics for timely consultation and professional support.

CONTACT THT CARGO LOGISTICS

Visits: 7

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POST-CLEARANCE AUDIT FOR FDI MANUFACTURERS IN VIETNAM: WHAT CUSTOMS FOCUSES ON AND HOW COMPANIES SHOULD PREPARE

thtcargologs — Wed, 08 Jul 2026 04:55:35 +0000

POST-CLEARANCE AUDIT FOR FDI MANUFACTURERS IN VIETNAM: WHAT CUSTOMS FOCUSES ON AND HOW COMPANIES SHOULD PREPARE

Many FDI manufacturers tend to think: “Once the shipment is customs-cleared, the matter is closed.” In reality, customs clearance is only the first step. After import or export procedures are completed, customs authorities may still review customs declarations, supporting documents, declared values, HS classification, preferential treatment, duty exemption status, inventory records and the actual use of imported goods.

Under Vietnam’s Customs Law, post-clearance audit is conducted to assess the accuracy and truthfulness of customs documents, declarations and the customs declarant’s compliance with customs regulations and other laws related to import-export management.

For FDI companies, especially export processing enterprises, export manufacturers, processing companies, or factories importing raw materials, components and machinery from parent companies or related parties, a post-clearance audit is not only about customs documents. It is also a test of the company’s internal control across purchasing, import-export, warehouse, accounting and production teams.

A small error, if repeated over several years, may lead to duty reassessment, late payment interest, administrative penalties and a higher risk profile in future customs procedures.

I. WHAT DOES CUSTOMS USUALLY FOCUS ON?

1. Customs value and related-party transactions

This is a key risk area for FDI factories importing raw materials, components or machinery from parent companies or companies within the same group.

Customs does not only look at the commercial invoice. Typical questions include:

Is the declared price consistent with the actual transaction?
Are there any additions to customs value that have not been declared?
Are there royalties, mold fees, design fees, technical support fees, R&D charges or other payments to related parties connected to the imported goods?
Are the Incoterms, payment terms and discounts commercially reasonable?

Practical example:

A factory imports components from its parent company at a price significantly lower than the price from independent suppliers. During a customs review, the company can provide invoices and contracts, but cannot explain the internal pricing policy, discount basis or commercial reason behind the lower price. As a result, the company may be requested to provide additional explanations and may face customs value reassessment.

Lesson for FDI companies:

An invoice alone is not enough. For related-party transactions, companies should keep internal pricing policies, framework agreements, price appendices, payment records, transfer pricing documentation if relevant, and a clear explanation of why the declared price is reasonable.

2. HS Code Classification and the Technical Nature of Goods

HS code classification is not only about tax rates. It determines customs duty, import-export policies, specialized inspection requirements and eligibility for preferential treatment.

Common mistakes at FDI factories include continuing to use the same HS code for years while:

Product specifications have changed;
Items have the same commercial name but different functions;
New catalogues differ from old catalogues;
The purchasing team changes suppliers without informing the import-export team;
A forwarder or customs broker uses an HS code based on past experience, without proper verification by the importer.

Practical example:

A company imports “sensors” for its production line. Internally, all items are called sensors. However, when catalogues are reviewed, some are ordinary sensors, some are dedicated parts of machinery, and some have integrated control functions. If the company applies one HS code to all items, the risk of customs questioning is high.

Lesson for FDI companies:

Each key item should have an HS classification file, including product name, internal item code, current HS code, image, catalogue, function, material, working principle, reason for classification and history of changes. For high-risk items, companies should consider applying for advance ruling on HS classification where appropriate.

3. C/O and Preferential Tariff Treatment

C/O means Certificate of Origin. Companies often use C/O to enjoy preferential import duty rates under trade agreements such as ACFTA, ATIGA, AKFTA, VKFTA, CPTPP and EVFTA.

The risk is that preferential duty may be accepted at the time of import, but later rejected during a post-clearance audit if the C/O is found invalid or the goods do not satisfy the relevant rules of origin.

Common issues include:

Incorrect product description, invoice number, quantity or delivery terms on the C/O;
C/O issued retrospectively but not properly indicated;
Goods transshipped through a third country without sufficient proof of direct consignment;
Supplier provides C/O but does not fully understand the applicable rules of origin;
Purchasing team focuses only on price and does not verify the supplier’s ability to provide valid C/O.

Practical example:

An import shipment from China uses Form E under ACFTA. The C/O describes the goods in very general terms, while the invoice contains many item codes. During a review, the company cannot demonstrate which invoice items correspond to which lines on the C/O. Customs may reject preferential treatment for all or part of the shipment.

Lesson for FDI companies:

C/O should be checked immediately upon receipt, not only when customs raises questions. For high-value items or items with significant duty differences, a C/O checking checklist should be used before claiming preferential tariff treatment.

4. Duty-exempt goods, fixed assets and actual use

This is a critical area for FDI companies importing machinery, equipment, molds, components and materials under duty exemption regimes or investment project incentives.

Customs may check whether:

The machinery or equipment is still located at the factory;
The assets match the registered duty-exempt list;
The assets have been sold, transferred, leased, lent, liquidated or used for another purpose;
The company has completed customs procedures and tax obligations when changing the purpose of use.

Practical example:

A factory imports machinery as duty-exempt fixed assets under its investment project. After several years, the machine is no longer used and is sold locally as liquidation. Accounting processes the fixed asset disposal internally, but the import-export team is not informed to handle the customs procedure. During a post-clearance audit, the company cannot prove that the change of use was properly declared.

Lesson for FDI companies:

Duty-exempt assets are not only an accounting issue. Any liquidation, sale, transfer, lease, destruction or change of use must be checked from a customs compliance perspective before implementation.

5. Annual finalization report, consumption norms and inventory

For processing enterprises, export manufacturers and export processing enterprises, the annual finalization report is one of the most common risk areas.

Customs may compare:

Import declarations for raw materials;
Export declarations for finished goods;
Consumption norms;
Physical inventory;
Accounting records;
Warehouse data;
Inbound and outbound stock records;
Scrap, defective goods and wastage ratios.

Practical example:

A factory uses an ERP system, but the import-export team prepares the customs finalization report separately in Excel. Inventory figures in ERP, accounting books and customs reports do not match. During an audit, the company spends significant time explaining differences because there is no clear internal process for locking and reconciling data between departments.

Lesson for FDI companies:

The annual finalization report should not be prepared only at year-end by collecting data manually. Companies should reconcile customs inventory, accounting records, warehouse data and production data monthly or quarterly to detect discrepancies early.

II. SMALL MISTAKES THAT MAY LEAD TO DUTY REASSESSMENT

The first mistake is insufficient document retention or slow retrieval. Many companies still keep documents separately by department: import-export keeps customs declarations, accounting keeps payment records, purchasing keeps contracts and warehouse keeps stock records. When customs requests documents within a short timeframe, the company may not be able to collect a complete file quickly enough.

The second mistake is not keeping the basis of declaration. A company may believe its HS code is correct, but cannot find the catalogue, technical documents, supplier confirmation emails or internal review records to prove why that HS code was selected.

The third mistake is relying entirely on the forwarder or customs broker. A broker can support customs declaration, but the legal responsibility for accuracy still belongs to the importer or exporter. This is a point many FDI manufacturers overlook.

The fourth mistake is changes in purchasing terms not being communicated to the import-export team. For example, changes in Incoterms, additional mold fees, design fees, royalties or technical support fees may affect customs value if related to imported goods.

The fifth mistake is handling assets, scrap or defective goods only from an internal accounting perspective and forgetting customs obligations. For export processing enterprises or export manufacturers, sale of scrap, destruction of defective goods, change of use of materials or assets must be carefully reviewed before execution.

III. HOW SHOULD FDI COMPANIES PREPARE?

Companies should not wait until receiving a post-clearance audit decision to start reviewing documents. A safer approach is to build regular internal control.

1. Monthly actions

Reconcile import, export and inventory data among warehouse, accounting and import-export teams.
Review shipments with high duty rates, high value or preferential C/O.
Check payments or charges from parent companies or related parties.
Store complete document sets by customs declaration number.

2. Quarterly actions

Review newly created HS codes.
Check shipments with new suppliers, changed specifications or changed use.
Compare the duty-exempt machinery and equipment list with actual factory status.
Review the validity of C/O used for preferential tariff treatment.

3. Annual actions

Conduct an internal customs review before submitting annual finalization reports.
Prepare a risk list by category: HS code, customs value, C/O, duty exemption, consumption norms and inventory.
Identify errors that may need voluntary correction or supplementary declaration before customs inspection.
Train purchasing, accounting, warehouse and production teams on matters that affect customs compliance.

IV. QUICK CHECKLIST FOR FDI IMPORT-EXPORT AND LOGISTICS TEAMS

1. Documents

Each declaration should have invoice, packing list, bill of lading or airway bill, contract, payment records, C/O if any, and technical catalogue where required.
Documents should be stored by customs declaration number, not only by month or supplier.
Electronic documents should be backed up and retrievable within 24 hours.
Old files should not be deleted simply because an internal audit cycle has ended.

2. HS code

Maintain a standard HS code list for internal item codes.
Keep classification basis for key items.
Review HS codes when specifications, functions, materials or suppliers change.
Consider advance ruling for sensitive or high-risk items.

3. Customs value

Keep pricing policies, framework agreements, price appendices and payment records.
Review payments made to parent companies or related parties.
Assess royalties, mold fees, design fees, technical support fees and R&D charges if related to imported goods.
Do not only keep the invoice; keep the pricing logic.

4. C/O

Check C/O before claiming preferential treatment.
Match C/O with invoice, packing list, bill of lading and transport route.
Keep proof of direct consignment if goods transit through a third country.
Assess the supplier’s ability to provide valid C/O before signing long-term contracts.

5. Duty-exempt goods and fixed assets

Maintain a duty-exempt asset list by customs declaration.
Conduct regular physical checks of asset status and location.
Before liquidation, sale, transfer, destruction or relocation, check customs obligations.
Do not allow accounting to dispose of duty-exempt assets without customs compliance review.

6. Finalization report and inventory

Reconcile warehouse, accounting and import-export data regularly.
Control consumption norms, wastage ratios, scrap and defective goods.
Do not wait until year-end to resolve inventory differences.
Keep internal explanation records for major discrepancies.

V. CONCLUSION: CUSTOMS COMPLIANCE IS PART OF SUPPLY CHAIN GOVERNANCE

A post-clearance audit does not only review “customs declaration documents.” For FDI manufacturers, customs may look across purchasing, import, production, warehouse, accounting and export operations.

A well-prepared company is not a company that never makes mistakes. A well-prepared company is one that can detect issues early, explain the basis of declaration and correct risks before they become significant duty exposure.

In 2026, as Vietnam Customs continues to strengthen risk management, compliance assessment and voluntary compliance programs, FDI manufacturers should treat customs internal control as part of supply chain competitiveness.

One incorrect shipment may create extra cost. But a weak control system may create accumulated customs risk for many years.

VI. WHAT SHOULD FDI COMPANIES DO NOW?

Instead of waiting until a post-clearance audit decision is issued, FDI companies should proactively review high-risk areas such as HS classification, customs value, preferential C/O, duty-exempt goods, annual finalization reports and inventory records.

An early review can help companies detect discrepancies, prepare proper explanations and reduce the risk of significant duty reassessment in the future.

THT Cargo Logistics supports FDI manufacturers in customs clearance, import-export documentation review, customs risk assessment and preparation for post-clearance audits.

If your company is preparing annual finalization reports, managing multiple imported item codes, frequently using preferential C/O, or importing duty-exempt machinery and equipment, this is the right time to review your customs records before risks become costly.

Contact THT Cargo Logistics for practical customs compliance support tailored to the operation of FDI manufacturers in Vietnam.

Need support with customs compliance and post-clearance audit preparation?

THT Cargo Logistics supports FDI manufacturers in customs clearance, HS classification review, customs valuation, C/O verification, duty exemption management and post-clearance audit preparation. Our team helps businesses identify customs risks early, improve document management and strengthen internal customs compliance before inspections take place.

With extensive experience supporting manufacturers in electronics, machinery, chemicals, industrial manufacturing and other FDI sectors, THT provides practical customs and logistics solutions that help reduce compliance risks and maintain a stable supply chain.

CONTACT THT CARGO LOGISTICS

Visits: 11

The post POST-CLEARANCE AUDIT FOR FDI MANUFACTURERS IN VIETNAM: WHAT CUSTOMS FOCUSES ON AND HOW COMPANIES SHOULD PREPARE appeared first on THT Cargo Logistics.

Specialized Inspection for Imported Electrical and Electronic Goods: Hidden Risks That Can Delay FDI Factory Production Plans

thtcargologs — Tue, 07 Jul 2026 06:49:33 +0000

Specialized Inspection for Imported Electrical and Electronic Goods: Hidden Risks That Can Delay FDI Factory Production Plans

For FDI manufacturers in electronics, semiconductors, precision engineering, and industrial production, imported electrical and electronic goods are often critical to production continuity. However, specialized inspection can become a major clearance risk if it is not reviewed early enough.

The issue is not that “all electronic components are subject to specialized inspection.” In reality, many components can be imported normally. The risk usually arises when the product has specific technical characteristics, such as wireless transmission, Wi-Fi, Bluetooth, RFID, telecommunication functions, power supplies, adapters, batteries, control devices, or when the product falls under safety, quality, or technical regulation requirements.

Under Decree No. 74/2018/ND-CP, certain imported goods that may pose safety risks are subject to quality management before being put into use or circulated in Vietnam. This is why specialized inspection should not be treated as a problem to solve only after the cargo has arrived at the port.

Reference:

Vietnam Government Portal – Decree No. 74/2018/ND-CP.

1. Why Electrical and Electronic Goods May Trigger Specialized Inspection

For electrical and electronic goods, the risk does not depend only on the HS code – Harmonized System code. Authorities may also review:

Product name and actual use;
Model and configuration;
Technical functions;
Voltage, power capacity, and frequency;
Whether the product has wireless transmission functions;
Whether it is a loose component, assembled module, or complete device;
Whether it includes batteries, adapters, power supplies, or signal transmission modules.

For products in the ICT – Information and Communication Technology sector, Circular No. 29/2025/TT-BKHCN provides the list of products and goods that may pose safety risks under the management responsibility of the Ministry of Science and Technology, effective from December 31, 2025. Therefore, products involving data transmission, wireless functions, telecommunications, or ICT equipment should be carefully reviewed before import.

Reference:

Vietnam Government Portal – Circular No. 29/2025/TT-BKHCN.

In addition, certain goods under the management of the Ministry of Industry and Trade are listed for specialized inspection with HS codes under Decision No. 1182/QD-BCT. Importers should therefore review the relevant product list based on the actual product type, instead of relying only on previous import experience.

Reference:

Ministry of Industry and Trade – Decision No. 1182/QD-BCT.

2. Three Common Blind Spots That Make FDI Factories Reactive

Blind spot 1: Checking only the HS code, but not the technical nature of the product

Many companies focus on HS code classification for duty calculation, but do not check whether the product falls under specialized management.

For example, the invoice may describe the item as “electronic component”, while the actual product is a wireless data transmission module. If the company has not prepared the catalogue, datasheet, or technical documents in advance, customs may request additional clarification when the cargo has already arrived.

Blind spot 2: Changing suppliers without reviewing the technical documents again

The same part number may appear unchanged, but when the supplier changes, the technical specifications, production standards, voltage, frequency, or configuration may also change. These small changes can affect how the product is managed under specialized inspection regulations.

This is common in FDI factories because the purchasing team often focuses on price, quality, and delivery time, while the import-export team may only receive documents when the cargo is about to ship or has already shipped.

Blind spot 3: Using vague product descriptions on shipping documents

Descriptions such as “electronic parts,” “components,” “spare parts,” “machine parts,” or “accessories” can make it difficult to identify the actual nature of the goods.

A good description should clearly show the product name, model, function, and key technical specifications.

Example:

Unclear:

electronic component

Clearer:

PCB assembly for industrial controller, model…, voltage…, no wireless function

Unclear:

machine spare parts

Clearer:

power supply unit for production machine, model…, input/output voltage…, capacity…

The clearer the product description, the faster the customs and technical clarification process can be.

3. Impact on Production Planning

When a shipment is unexpectedly subject to specialized inspection or additional document requests, the factory may face:

Delayed customs clearance;
Delayed delivery to the factory;
Demurrage/detention charges;
Additional storage and warehouse costs;
Production planning adjustments;
Urgent follow-up with overseas suppliers;
Risk of component shortage or production disruption;
Possible switch to air freight for urgent replenishment;
Repeated issues in future shipments if there is no internal tracking system.

Key Takeaway:

The critical point is that many companies record these costs simply as “unexpected logistics costs,” but do not trace the root cause: unclear product descriptions, missing technical documents, late review of specialized inspection requirements, or weak coordination between purchasing, logistics, and planning teams.

4. How FDI Factories Can Reduce Specialized Inspection Risks

The most effective approach is to review specialized inspection requirements before purchase orders are confirmed or before shipments are arranged, rather than waiting until the cargo arrives at the port.

For products that are imported for the first time, involve new suppliers, or contain technical features such as wireless communication, telecommunications, batteries, power supplies, or control modules, companies should conduct an early compliance review covering both customs and specialized inspection requirements.

This review should include product specifications, technical catalogues, datasheets, applicable Vietnamese regulations, and the responsible management authority, instead of relying solely on previous shipment experience.

Equally important is communication between internal departments. Purchasing, engineering, production, import-export, logistics, and customs teams should share technical information early so that any regulatory requirements can be identified before shipping schedules are finalized.

Best Practice:

For FDI manufacturers with regular imports of electrical or electronic products, establishing an internal product compliance review process before shipment is often far less costly than dealing with customs delays after the cargo has arrived.

5. Quick Checklist Before Importing Electrical and Electronic Goods

Before arranging the shipment, companies should verify the following:

Checklist	Status
Confirm the correct HS code based on the actual product characteristics	☐
Review whether the product falls under specialized inspection requirements	☐
Prepare catalogues, datasheets, and technical documents	☐
Verify product specifications after changing suppliers	☐
Use complete and accurate product descriptions on commercial documents	☐
Confirm whether testing, certification, or specialized inspection registration is required before import	☐
Coordinate information among engineering, purchasing, logistics, customs, and import-export departments before shipment	☐

6. How THT Cargo Logistics Supports FDI Manufacturers

For FDI manufacturers, specialized inspection should not be viewed as a task handled only when cargo reaches the port. It should be part of the import planning process from the very beginning.

With extensive experience supporting FDI enterprises in electronics, semiconductors, precision engineering, industrial manufacturing, machinery, and high-tech industries, THT Cargo Logistics assists customers in identifying potential customs and specialized inspection risks before shipments are arranged.

Our support includes:

Reviewing product information and import documentation before shipment;
Supporting HS code assessment and customs compliance review;
Identifying potential specialized inspection requirements based on product characteristics;
Reviewing catalogues, technical documents, and supporting records;
Coordinating customs clearance planning to minimize delays;
Supporting import procedures for machinery, equipment, electrical and electronic products;
Providing practical compliance guidance for FDI manufacturing operations in Vietnam.

In today’s regulatory environment, where product quality, safety, traceability, and technical compliance requirements continue to evolve, early preparation is often the most effective way to avoid unexpected delays, additional costs, and disruptions to production schedules.

Need Support Reviewing Specialized Inspection Requirements for Imported Electrical & Electronic Products?

THT Cargo Logistics supports FDI manufacturers in reviewing import compliance requirements, assessing potential specialized inspection risks, preparing customs documentation, and planning customs clearance processes before shipments arrive.

With experience supporting manufacturers in electronics, semiconductors, machinery, precision engineering, and industrial production, THT helps businesses reduce customs clearance risks, avoid unnecessary delays, and maintain stable production schedules.

CONTACT THT FOR CONSULTATION

Visits: 9

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New Legal & Regulatory Updates Effective from July 1, 2026: 5 Key Changes Every Import–Export Business Should Know

thtcargologs — Fri, 03 Jul 2026 10:38:49 +0000

New Legal & Regulatory Updates Effective from July 1, 2026: 5 Key Changes Every Import–Export Business Should Know

Starting July 1, 2026, a series of new legal regulations officially take effect in Vietnam, directly impacting customs declaration, import-export taxation, logistics operations, warehousing, and customs compliance.

For importers, exporters, manufacturers, and FDI enterprises, these changes are more than regulatory updates—they affect customs clearance procedures, operational costs, compliance risks, and supply chain planning.

To help businesses quickly understand the most important changes, THT Cargo Logistics has summarized the five key updates that require immediate attention.

Download the Complete Regulatory Update (PDF)

THT Cargo Logistics has compiled the latest legal and regulatory changes effective from July 1, 2026, covering Customs, Import–Export Tax, Logistics, Product Traceability, Quality Management, E-commerce, Aviation, and other important regulations in a practical reference guide.

DOWNLOAD THE PDF GUIDE

5 Key Regulatory Changes Every Business Should Review

1. New Customs Authority Codes Become Mandatory

Effective July 1, 2026, the previous Customs authority codes are no longer accepted in Vietnam’s customs declaration system. Enterprises must update their customs declaration software to the latest version and ensure all customs office codes are synchronized before submitting declarations.

Recommended Action

Update VNACCS and internal customs declaration software immediately.
Verify customs office codes before transmitting new declarations.
Review related tax payment, refund, guarantee, and customs information.

2. Customs Administrative Penalties Become Significantly Stricter

Decree No. 169/2026/ND-CP introduces stricter penalties for customs violations, including incorrect HS classification, customs valuation, origin declaration, delayed submissions, customs supervision violations, and electronic declaration errors.

The regulation also establishes administrative penalties for electronic customs violations, enabling automated monitoring and enforcement.

Recommended Action

Review HS codes before customs declaration.
Verify customs value and country of origin.
Ensure supporting documents and Certificates of Origin (C/O) are complete and accurate.
Strengthen internal review procedures before declaration submission.

3. The New Tax Administration Law Introduces Risk-Based Management

The 2025 Tax Administration Law shifts Vietnam’s tax management approach from traditional manual administration to a data-driven, risk-based model.

Businesses will increasingly be monitored based on compliance history, declaration quality, industry characteristics, and data consistency across customs and tax systems.

Recommended Action

Review import-export tax records.
Ensure accounting and customs data remain consistent.
Standardize electronic invoice management.
Prepare for more automated tax audits and inspections.

4. HCMC Waives Seaport Infrastructure Fees for Three Years

One of the most positive policy changes is Ho Chi Minh City’s decision to waive 100% of seaport infrastructure fees for three years.

The policy applies to import-export cargo, temporary import–re-export shipments, bonded warehouse cargo, transit cargo, and transshipment handled through HCMC’s seaport system.

The fee exemption is expected to benefit approximately 94,000 enterprises while reducing logistics costs by an estimated 0.5–0.8%.

Recommended Action

No separate application is required.
Update logistics cost forecasts for 2026–2029 to reflect the savings.

5. Product Traceability Requirements Become More Important

New regulations require businesses to strengthen product traceability management, particularly for goods under the Ministry of Industry and Trade.

Companies should prepare product identification information, manufacturer details, origin records, technical documentation, and traceability data before the full implementation period begins.

Recommended Action

Prepare complete product traceability documentation.
Maintain manufacturer, origin, batch, and product identification records.
Register with the official traceability system where applicable.

Stay Ahead of Regulatory Changes

The legal updates taking effect on July 1, 2026 reflect Vietnam’s continued focus on digital transformation, risk-based customs management, product traceability, and stronger compliance enforcement.

Businesses that proactively review their customs procedures, documentation, tax records, and logistics operations will be better positioned to minimize compliance risks and maintain efficient supply chain performance.

Need Support in Complying with the New Import–Export Regulations?

THT Cargo Logistics helps businesses stay compliant with the latest Customs, Tax, and Logistics regulations by reviewing HS classification, customs documentation, import-export procedures, and operational workflows to minimize compliance risks.

With extensive experience supporting FDI manufacturers across electronics, machinery, chemicals, furniture, automotive components, and industrial production, THT provides practical logistics solutions that keep your supply chain compliant and efficient.

CONTACT OUR EXPERTS

Visits: 8

The post New Legal & Regulatory Updates Effective from July 1, 2026: 5 Key Changes Every Import–Export Business Should Know appeared first on THT Cargo Logistics.

OCEAN FREIGHT PEAK SEASON: FDI MANUFACTURERS NEED TO STAY PROACTIVE TO AVOID SUPPLY CHAIN DISRUPTIONS

thtcargologs — Thu, 02 Jul 2026 04:15:28 +0000

OCEAN FREIGHT PEAK SEASON: FDI MANUFACTURERS NEED TO STAY PROACTIVE TO AVOID SUPPLY CHAIN DISRUPTIONS

Peak season in ocean freight is more than just a period of rising freight rates. For FDI manufacturers with fixed production, shipping, and delivery schedules, it is also a time when multiple risks intensify: vessel space shortages, empty container shortages, sailing schedule changes, shipment rollovers, and unexpected logistics costs.

In industrial manufacturing, a delayed shipment is not simply one missed sailing. It can affect delivery commitments to overseas customers, sales plans, distribution schedules, factory credibility, and even disrupt the production lines of the receiving partner.

For this reason, FDI enterprises should prepare their logistics plans before peak season begins in order to control costs, reduce risks, and maintain supply chain stability.

Key Point:

Peak season not only pushes freight rates higher, but also increases the risks of rollover, delay, limited space, and schedule changes. Businesses need to act early to protect delivery performance.

1. When Does Ocean Freight Peak Season Usually Happen?

Ocean freight peak season usually falls between July and October each year, when cargo demand from Asia to the United States, Europe, and other major consumer markets rises sharply in preparation for year-end shopping seasons such as Black Friday, Cyber Monday, Christmas, and other holiday periods.

For Vietnam, this is also the time when export volumes increase across many product groups, especially electronics, components, machinery, textiles, footwear, furniture, consumer goods, and industrial products.

When many businesses push cargo in a short period, pressure on shipping lines, empty containers, seaports, and inland transportation systems rises significantly. This is one of the main reasons why shipping schedules become more volatile than in off-peak months.

2. Why Do Peak Season Conditions Drive Freight Rates and Vessel Schedules Up?

During peak season, booking demand often grows faster than the market’s actual supply capacity. Vessels, empty containers, and shipping slots cannot be added immediately in a short period of time.

As vessel space fills up quickly, carriers may adjust freight rates based on supply and demand. In addition to the base ocean freight, businesses may also face peak season surcharges, container imbalance fees, port charges, or other additional costs caused by sailing schedule changes.

For businesses that book close to the departure date, do not have stable production planning, or rely entirely on spot rates for each shipment, the risk of cost volatility is much higher. In some cases, even if businesses are willing to pay higher rates, securing space on the desired vessel is still not guaranteed.

Businesses Should Monitor:

Freight rate fluctuations by trade lane.
Peak season surcharges.
Additional costs caused by sailing schedule changes.
Space availability and rollover risk.

3. What Is Rollover and Why Should FDI Manufacturers Pay Special Attention?

Rollover is the situation where a container has already been booked but is not loaded on the originally scheduled vessel and is pushed to a later sailing.

This is one of the most common risks during peak season and can have a major impact on a company’s delivery plan. Rollover may happen for many reasons, such as:

The vessel is fully booked due to high demand.
The carrier prioritizes customers with long-term contracts or stable volume.
The origin port, destination port, or transshipment port is congested.
Sailing schedules change, blank sailings occur, or service routes are adjusted.
The cargo misses the terminal cut-off, arrives late to the yard, or documentation is completed too slowly.
Empty containers are in short supply at certain depots or regions.

For FDI manufacturers, rollover should be viewed as a supply chain risk, not just a logistics department issue. A container being pushed to a later sailing can lead to delayed delivery, delayed assembly, delayed distribution planning, or reduced supplier performance ratings.

4. Shipping Routes Under the Greatest Pressure During Peak Season

Not every shipping lane faces the same level of pressure. However, during peak season, certain routes tend to experience much greater strain due to rising cargo demand and limited operating capacity.

Vietnam – U.S. West Coast

This is one of the largest-volume routes connecting Asia to the United States. Ports such as Los Angeles and Long Beach usually receive very high container volumes during peak season.

Shipments of electronics, furniture, consumer goods, garments, footwear, and industrial components often face strong pressure on vessel schedules and available space. For late bookings or cargo without a fixed shipping plan, the risk of rollover increases.

Vietnam – U.S. East Coast

Routes to the U.S. East Coast usually involve longer transit times and may depend on canal passages or transshipment ports. As a result, if one link in the journey is delayed, the entire delivery schedule can be affected.

For orders with tight deadlines, businesses should build in buffer time instead of relying only on theoretical transit times.

Vietnam – Europe

Major European ports such as Rotterdam, Hamburg, Antwerp, and related transshipment ports often experience high container volumes during the period leading up to the year-end selling season.

When demand rises sharply, exporters to Europe may face vessel schedule disruptions, longer transshipment times, slower cargo release, and fluctuating transportation costs.

Middle East, India, and Other Markets

Compared with the U.S. and Europe routes, the level of pressure may vary by time period. However, when cargo demand becomes concentrated in the same period, carriers may still limit space, change schedules, or prioritize customers with stable volumes.

Therefore, businesses should not only track major trade lanes but also assess risks based on each specific export-import market they work with.

5. What Risks Can Rollover and Sailing Delays Create?

When cargo is rolled over or vessel schedules change, businesses may face several unexpected consequences.

The first issue is delayed delivery to overseas customers. For manufacturers operating under fixed production plans, a shipment delay can affect contract commitments, supplier credibility, and delivery performance ratings.

The next risk is additional logistics costs, including storage charges, yard charges, container detention, inland transport adjustments, rescheduling fees, or the need to switch to another transport option at a higher cost.

More seriously, if the cargo consists of raw materials, components, or equipment used in production, delays in import schedules can directly affect the manufacturing line. In some cases, the cost of production disruption is far greater than the increase in freight charges.

This is why FDI enterprises should treat ocean freight peak season as a risk management issue, not merely a booking issue.

Common Impacts:

Delayed delivery to buyers.
Higher transportation and warehousing costs.
Disruption to assembly or distribution plans.
Interruptions in downstream supply chains.

6. What Should FDI Manufacturers Prepare Before Peak Season?

To reduce risks during peak season, businesses should take proactive steps early instead of waiting until orders arrive before searching for vessel schedules.

Plan Import and Export Activities Early

Businesses should review production plans, delivery schedules, and order forecasts before peak season. For routes to the U.S., Europe, or cargo with critical deadlines, booking earlier than usual increases the chance of securing space.

Work Proactively with Logistics Partners

Businesses should share production forecasts, shipping routes, delivery times, and cargo priorities with their logistics providers as early as possible. This allows the logistics partner to work with carriers in advance, check suitable schedules, and propose backup solutions.

Strictly Control Cut-Off Times and Documentation

During peak season, even a small documentation mistake, late container gate-in, incorrect stuffing schedule, or failure to meet cut-off time can cause the shipment to miss its intended vessel. Businesses should carefully check the commercial invoice, packing list, shipping instruction, VGM, booking confirmation, loading schedule, and container gate-in deadline.

Prepare Backup Solutions for Critical Shipments

For urgent orders, tightly committed deliveries, or cargo serving production lines, businesses should prepare alternative options in advance, such as another route, another port, another carrier, the next available sailing, or even air freight for a portion of truly urgent cargo.

Do Not Choose Based Only on the Lowest Price

During peak season, the lowest freight rate is not always the safest option. Businesses should consider freight rate, sailing stability, space allocation, transit time, transshipment risk, and the logistics provider’s ability to handle disruptions.

A cheaper option with a high rollover risk may end up costing much more overall than originally expected.

7. THT Cargo Logistics Stands with FDI Manufacturers During Freight Volatility

This is the time when manufacturers need a logistics partner that follows market movements on a weekly basis, advises shipping options suitable for each shipment’s characteristics, and proactively offers alternatives when rollover risk appears.

Contact THT Cargo Logistics for support with shipping solutions on both Asia–Europe and Asia–U.S. lanes, and to build a Q3 logistics plan aligned with your factory’s production schedule.

Main Message:

In a market where ocean freight conditions change constantly, proactive logistics planning helps FDI manufacturers protect production timelines, maintain delivery credibility, and stabilize the supply chain.

Need Expert Advice on Shipping Plans During Freight Volatility?

THT Cargo Logistics helps FDI manufacturers monitor ocean freight market developments, recommend the most suitable shipping routes, verify bookings, manage surcharges, and build contingency plans to reduce unexpected risks during peak season.

With extensive experience supporting FDI enterprises in electronics, machinery, chemicals, furniture, components, and industrial manufacturing, THT helps businesses stay proactive amid freight rate fluctuations, maintain delivery performance, and optimize logistics costs.

Visits: 7

The post OCEAN FREIGHT PEAK SEASON: FDI MANUFACTURERS NEED TO STAY PROACTIVE TO AVOID SUPPLY CHAIN DISRUPTIONS appeared first on THT Cargo Logistics.

When a 3% Material Consumption Variance Leads to Customs Tax Reassessment: A Risk Many Export Processing Enterprises Discover Only During Year-End Finalization

thtcargologs — Thu, 02 Jul 2026 03:53:13 +0000

When a 3% Material Consumption Variance Leads to Customs Tax Reassessment: A Risk Many Export Processing Enterprises Discover Only During Year-End Finalization

THT Cargo Logistics — Customs Compliance Insights for FDI Enterprises

This is a situation THT Cargo Logistics has encountered repeatedly while supporting Export Processing Enterprises (EPEs) across Southern Vietnam’s industrial parks. The production department improves manufacturing processes, changes raw material suppliers, or adjusts production formulas to reduce scrap rates—positive operational improvements in every sense. However, if the import-export department does not update the registered material consumption norms with Customs, a hidden gap gradually forms between the declared consumption rate and the actual production consumption.

This discrepancy usually goes unnoticed throughout the year. It only becomes apparent when the enterprise prepares its Annual Customs Finalization Report or, even worse, when Customs officers request a reconciliation during a post-clearance audit.

Key Takeaway:

Even minor improvements in production efficiency can create compliance risks if the registered Bill of Materials (BOM) or material consumption norms are not updated in time. What appears to be a small operational change today may result in tax reassessment months later.

Why Is This a Real Compliance Risk?

Under Vietnam’s customs regulations governing duty exemption for imported raw materials used in export production, the burden of proof lies with the enterprise. Companies must demonstrate that all duty-exempt imported materials have been used exclusively for manufacturing exported products.

This requirement is stipulated in Circular No. 39/2018/TT-BTC (amending Circular No. 38/2015/TT-BTC), which requires Export Processing Enterprises to submit:

The Annual Import–Export–Inventory Finalization Report for raw materials (Form 15/BCQT-NVL/GSQL).
The Actual Material Consumption Norm Report for exported products (Form 16/ĐMTT/GSQL).

Both reports must be submitted within 90 days after the end of the company’s fiscal year.

If the difference between imported materials and actual production consumption exceeds the registered consumption norms and the enterprise cannot provide sufficient technical justification, Customs authorities may treat the unexplained quantity as domestic consumption. This may result in import duty reassessment together with late payment interest.

In addition, late submission or inaccurate declaration of the Customs Finalization Report may lead to administrative penalties under Decree No. 128/2020/NĐ-CP (as amended by Decree No. 102/2021/NĐ-CP). It may also increase the company’s customs risk profile, making it more likely to be selected for future post-clearance audits.

Enterprises Should Pay Particular Attention To:

Ensuring registered material consumption norms accurately reflect actual production.
Updating Customs records whenever production processes or material suppliers change.
Maintaining complete technical documentation to support explanations during Customs inspections.

Illustrative Case Study

(Based on common industry scenarios and not referring to any specific enterprise.)

An electronics Export Processing Enterprise located in Southern Vietnam changed its plastic component supplier, successfully reducing its production scrap rate from 4% to 2.5%. Operationally, this was an excellent manufacturing improvement.

However, the import-export department continued using the old material consumption norms in the Customs Finalization Report because the production team had not communicated the change internally.

When preparing the year-end Customs Finalization Report, discrepancies appeared between the accounting inventory records and the figures reported to Customs.

Since the company could not provide updated engineering documents (such as the revised Bill of Materials) showing when the production norm had changed, it was required to submit additional explanations. This significantly prolonged the review process and exposed the company to the risk of Customs imposing additional import duties on any unexplained material differences.

Key Lesson:

The issue was not that the company intentionally violated Customs regulations. The real problem was the lack of timely communication and coordination between internal departments when operational changes occurred.

Three Areas Export Processing Enterprises Should Review Immediately

1. Compare Registered Consumption Norms with Actual Production Regularly

Enterprises should compare their registered material consumption norms with actual production data on a regular basis—preferably every quarter rather than waiting until year-end finalization.

Whenever production processes, manufacturing formulas, or material suppliers change, the registered consumption norms should be updated before subsequent import or production activities take place. Retroactive adjustments after Customs inspections have begun are rarely accepted.

2. Clearly Classify Scrap and Waste Materials

Manufacturing scrap and waste should be clearly categorized into three separate groups:

Destruction.
Domestic sale (subject to Customs declaration and applicable taxes).
Re-export.

Combining these categories into a single accounting item is a common compliance issue that often leads to additional clarification requests during Customs reviews.

3. Track Inventory by Individual Customs Declaration

Raw material inventory should be monitored based on individual Customs declaration numbers rather than being aggregated solely by material codes.

During post-clearance audits, Customs authorities frequently require enterprises to trace imported materials back to specific Customs declarations in order to reconcile commercial invoices, bills of lading, payment records, and related import documentation.

Three Areas Every Export Processing Enterprise Should Review Before Year-End

1. Compare Registered Consumption Norms with Actual Production Regularly

Instead of waiting until year-end settlement, companies should compare their registered material consumption norms with actual production data on a regular basis (quarterly reviews are recommended).

Whenever there are changes in production processes, formulas, or raw material suppliers, the production norm should be updated before subsequent import shipments are processed. Attempting to adjust norms retroactively after a customs inspection has begun is rarely accepted.

2. Classify Scrap and Waste Materials Properly

Scrap and waste materials should be clearly classified into three categories:

Materials destroyed.
Materials sold into the domestic market (subject to customs declaration and applicable taxes).
Materials re-exported.

Combining these different categories into a single accounting item is one of the most common reasons customs authorities request additional explanations during customs settlement reviews.

3. Track Inventory by Individual Import Declaration

Inventory should be monitored based on each customs declaration number rather than being consolidated solely by material code.

During post-clearance audits, customs authorities frequently require enterprises to trace imported materials back to individual customs declarations in order to reconcile invoices, bills of lading, payment records, and inventory movement.

Key Recommendation

Regular internal reconciliation between production, import-export, accounting, and warehouse departments can identify discrepancies early, allowing corrective actions before annual customs settlement or post-clearance inspections.

How an Experienced Logistics Partner Can Help Reduce Compliance Risks

Beyond transportation services, an experienced logistics provider specializing in Export Processing Enterprises (EPEs) can contribute significantly to customs compliance.

By maintaining detailed import declaration records for each shipment, logistics partners can help enterprises retrieve historical customs data more efficiently when preparing annual customs settlement reports.

In addition, continuous monitoring of import trends may reveal abnormal increases in imported raw materials compared with export production volumes—an early warning sign that registered production norms may no longer reflect actual manufacturing conditions.

Identifying these inconsistencies early allows enterprises to review and update production norms before customs authorities discover the discrepancy during inspections.

Quick Compliance Checklist Before Annual Customs Settlement

Material Consumption Norms

☐ Compare registered production norms with actual production data every quarter.
☐ Update adjustment documents immediately whenever production processes or suppliers change.
☐ Maintain complete Bills of Materials (BOMs) and technical documentation to support future customs explanations.

Scrap and Waste Materials

☐ Separate materials into destruction, domestic sale, and re-export categories.
☐ Declare and pay applicable taxes for materials sold domestically.
☐ Retain all supporting documents related to scrap handling and disposal.

Inventory and Customs Declarations

☐ Track inventory by individual customs declaration rather than only by material code.
☐ Regularly reconcile accounting records with customs declaration data.

Annual Customs Settlement Report

☐ Prepare Forms 15/BCQT-NVL/GSQL and 16/ĐMTT/GSQL well in advance.
☐ Submit reports within 90 days after the end of the fiscal year.
☐ Review and resolve discrepancies before submission instead of waiting for customs requests.

Conclusion

A deviation of only a few percentage points in material consumption may appear insignificant from a production perspective, but from a customs compliance perspective, it can become a tax exposure that is only discovered during annual customs settlement or post-clearance audit.

For Export Processing Enterprises, customs compliance is not solely the responsibility of the import-export department. It requires close coordination among production, planning, accounting, warehouse, procurement, and logistics teams to ensure that actual manufacturing activities remain consistent with customs declarations.

Early monitoring, timely updates, and systematic record management remain the most effective approaches to minimizing customs risks while maintaining uninterrupted manufacturing operations.

Need Support with Customs Compliance for Your Export Processing Enterprise?

THT Cargo Logistics works closely with FDI manufacturers to support customs compliance, annual customs settlement preparation, import declaration reconciliation, customs documentation review, and risk assessment throughout import-export operations.

Our experienced customs specialists help enterprises strengthen compliance, reduce post-clearance audit risks, and maintain stable production without unexpected customs issues.

CONTACT OUR CUSTOMS EXPERTS

Visits: 8

The post When a 3% Material Consumption Variance Leads to Customs Tax Reassessment: A Risk Many Export Processing Enterprises Discover Only During Year-End Finalization appeared first on THT Cargo Logistics.

PEAK SEASON IN OCEAN FREIGHT: HOW FDI MANUFACTURERS CAN PREPARE TO AVOID SUPPLY CHAIN DISRUPTIONS

thtcargologs — Sat, 27 Jun 2026 02:03:33 +0000

PEAK SEASON IN OCEAN FREIGHT: HOW FDI MANUFACTURERS CAN PREPARE TO AVOID SUPPLY CHAIN DISRUPTIONS

Peak season in ocean freight is more than just a period of rising freight rates. For FDI manufacturers operating with fixed production, shipping, and delivery schedules, it is also a time when supply chain risks increase significantly, including limited vessel capacity, shortages of empty containers, schedule changes, shipment rollovers, and unexpected logistics costs.

In industrial manufacturing, a delayed export shipment is far more than simply missing one vessel. It can impact delivery commitments to overseas buyers, sales plans, distribution schedules, factory credibility, and even disrupt production lines at the destination.

For this reason, preparing a logistics plan before the peak shipping season is essential for FDI enterprises to control costs, minimize risks, and maintain supply chain stability.

Key Takeaway:

Peak season not only drives freight rates higher but also increases the risks of rollovers, shipment delays, limited vessel space, and schedule changes. Early planning is essential to keep export operations on schedule.

1. When Does Ocean Freight Peak Season Usually Occur?

Ocean freight peak season generally takes place between July and October each year, when cargo demand from Asia to the United States, Europe, and other major consumer markets rises sharply in preparation for year-end shopping events such as Black Friday, Cyber Monday, Christmas, and other holiday seasons.

For Vietnam, this is also the period when export volumes increase across many industries, particularly electronics, industrial components, machinery, textiles, footwear, furniture, consumer goods, and other manufacturing products.

As many exporters ship within a relatively short period, pressure on shipping lines, empty container availability, ports, and inland transportation networks increases substantially. Consequently, shipping schedules become much more volatile compared to off-peak periods.

2. Why Do Freight Rates and Sailing Schedules Fluctuate During Peak Season?

During peak season, booking demand often grows faster than the market’s actual transportation capacity. Additional vessels, empty containers, and shipping slots cannot be deployed immediately to meet the surge in demand.

As vessel space fills quickly, carriers may adjust freight rates according to market supply and demand. Besides the base ocean freight, exporters may also face Peak Season Surcharges (PSS), Container Imbalance Charges (CIC), port-related surcharges, and additional costs caused by schedule changes.

Companies that make last-minute bookings, lack stable shipping forecasts, or rely entirely on spot freight rates generally face higher cost volatility. In some cases, even accepting higher freight rates does not guarantee space on the desired vessel.

What Manufacturers Should Monitor:

Freight rate fluctuations by trade lane.
Peak season surcharges.
Additional costs resulting from vessel schedule changes.
Space availability and rollover risks.

3. What Is a Rollover and Why Should FDI Manufacturers Pay Special Attention?

A rollover occurs when a container has already been booked but cannot be loaded onto the originally scheduled vessel and is postponed to a later sailing.

This is one of the most common risks during peak season and can significantly affect delivery schedules. Rollovers may result from several factors, including:

Vessels reaching full capacity because of increased booking demand.
Shipping lines prioritizing customers with long-term contracts or stable cargo volumes.
Congestion at origin ports, destination ports, or transshipment hubs.
Schedule adjustments, blank sailings, or service route changes.
Late cargo delivery to the terminal, missed cut-off times, or incomplete documentation.
Limited availability of empty containers at certain depots or locations.

For FDI manufacturers, rollover should be considered a supply chain management risk rather than merely a logistics issue. A delayed container may lead to postponed deliveries, production delays, assembly disruptions, distribution schedule changes, and lower supplier performance evaluations.

4. Shipping Routes Most Affected During Peak Season

Not all trade lanes experience the same level of pressure. However, during peak season, several major export routes usually face greater operational challenges due to increased cargo demand and limited transportation capacity.

Vietnam – U.S. West Coast

This is one of the busiest shipping routes connecting Asia with the United States. Ports such as Los Angeles and Long Beach typically handle extremely high container volumes during the peak shipping season.

Electronics, furniture, consumer goods, garments, footwear, and industrial components are among the commodities most affected by vessel capacity limitations. Late bookings or shipments without long-term planning are generally more vulnerable to rollovers.

Vietnam – U.S. East Coast

Shipments to the U.S. East Coast usually involve longer transit times and may depend on canal crossings or transshipment ports. Therefore, delays at any stage of the route can impact the entire delivery schedule.

For time-sensitive shipments, manufacturers should always include sufficient buffer time rather than relying solely on the published transit time.

Vietnam – Europe

Major European ports such as Rotterdam, Hamburg, Antwerp, and their associated transshipment hubs typically experience heavy container volumes before the year-end retail season.

As shipping demand increases, exporters may encounter schedule changes, longer transshipment times, cargo release delays, and higher transportation costs.

Middle East, India, and Other Markets

Although these routes may not experience the same level of congestion as the U.S. or Europe, they can still face capacity constraints during periods of concentrated cargo demand. Shipping lines may reduce available slots, adjust sailing schedules, or prioritize customers with stable shipping volumes.

Therefore, manufacturers should evaluate risks based on their own export markets rather than focusing only on the largest global trade lanes.

4. Sea Freight Routes Under the Greatest Pressure During Peak Season

Not all shipping routes face the same level of risk. However, during peak season, certain trade lanes experience significantly higher pressure due to increased cargo demand and limited carrier capacity.

Vietnam – U.S. West Coast

This is one of the busiest trade lanes connecting Asia with the United States. Ports such as Los Angeles and Long Beach typically handle extremely high container volumes during the peak shipping season.

Export shipments including electronics, furniture, consumer goods, garments, footwear, and industrial components often face intense competition for vessel space. Bookings made at the last minute or without stable shipping plans are more likely to experience rollover.

Vietnam – U.S. East Coast

Shipments to the U.S. East Coast generally have longer transit times and may rely on canal crossings or transshipment ports. As a result, delays at any point along the route can impact the entire delivery schedule.

For time-sensitive cargo, manufacturers should include sufficient buffer time instead of relying solely on standard transit schedules.

Vietnam – Europe

Major European ports such as Rotterdam, Hamburg, Antwerp, and their associated transshipment hubs usually experience significant congestion during the preparation period for year-end retail demand.

As shipping volumes increase, exporters to Europe may encounter schedule changes, longer transshipment times, slower cargo release, and higher freight costs.

Middle East, India, and Other Markets

Compared with U.S. and European routes, market conditions may vary depending on the destination and timing. Nevertheless, during peak season, carriers may still limit available slots, adjust sailing schedules, or prioritize customers with stable shipment volumes.

Therefore, manufacturers should assess logistics risks based on their specific export markets rather than focusing only on major trade lanes.

5. What Risks Can Rollover and Vessel Schedule Delays Cause?

When containers are rolled over or vessel schedules change, manufacturers may face a range of unexpected consequences throughout their supply chains.

The most immediate impact is delayed delivery to overseas customers. For manufacturers operating under fixed production schedules, shipment delays can affect contractual commitments, supplier performance ratings, and customer satisfaction.

Additional logistics costs may also arise, including warehouse storage, container detention, demurrage, inland transportation adjustments, rescheduling fees, or the need to switch to more expensive transportation alternatives.

More critically, if delayed shipments contain raw materials, production components, or manufacturing equipment, import delays may directly interrupt production lines. In many cases, the financial impact of production downtime can far exceed the increase in freight costs.

For this reason, FDI manufacturers should treat peak shipping season as a supply chain risk management issue rather than simply a booking challenge.

Common Impacts:

Delayed deliveries to overseas buyers.
Higher freight, storage, and handling costs.
Disruptions to assembly and distribution schedules.
Supply chain interruptions at the destination.

6. How Should FDI Manufacturers Prepare Before Peak Season?

To minimize risks during the peak shipping season, manufacturers should take proactive measures well in advance instead of waiting until new orders arrive before arranging shipments.

Plan Import and Export Activities Early

Manufacturers should review production schedules, delivery commitments, and shipment forecasts before peak season begins. For cargo bound for the U.S., Europe, or other time-sensitive destinations, early booking significantly increases the chance of securing vessel space.

Work Closely with Logistics Partners

Sharing shipment forecasts, destinations, delivery schedules, and cargo priorities with logistics providers allows them to coordinate with shipping lines in advance, identify suitable sailings, and prepare contingency plans when necessary.

Strictly Control Cut-Off Times and Documentation

During peak season, even minor documentation errors, late container gate-in, incorrect loading schedules, or missing cut-off deadlines can cause shipments to miss their intended vessel.

Manufacturers should carefully verify commercial invoices, packing lists, shipping instructions, VGM declarations, booking confirmations, stuffing schedules, and container gate-in deadlines before shipment.

Prepare Backup Plans for Critical Shipments

For urgent cargo, contract-critical shipments, or materials supporting production lines, manufacturers should prepare alternative shipping options in advance, including different carriers, ports, sailing schedules, or even partial air freight solutions for highly urgent cargo.

Do Not Base Decisions Solely on the Lowest Freight Rate

During peak season, the lowest freight rate is not always the safest option. Manufacturers should evaluate freight costs together with schedule reliability, vessel space availability, transit time, transshipment risks, and the logistics provider’s ability to handle unexpected situations.

A lower-cost solution with a high rollover risk may ultimately result in significantly higher total logistics costs.

7. THT Cargo Logistics Supports Manufacturers Throughout Peak Season

Peak season requires manufacturers to manage logistics more proactively than usual. Early planning, selecting appropriate shipping routes, maintaining documentation accuracy, and preparing backup solutions help reduce rollover risks, minimize unexpected costs, and maintain delivery performance.

With extensive experience supporting FDI manufacturers in industries including electronics, machinery, chemicals, furniture, industrial components, and manufacturing, THT Cargo Logistics provides comprehensive assistance in:

Reviewing transportation plans before peak season.
Recommending the most suitable ocean freight routes for each market.
Checking vessel schedules, space availability, and booking strategies.
Monitoring cut-off deadlines, container gate-in schedules, and equipment availability.
Providing alternative transportation solutions when market conditions change.
Coordinating issue resolution to minimize impacts on delivery schedules.

In today’s constantly changing ocean freight market, proactive logistics planning is one of the most effective ways for FDI manufacturers to protect production schedules, maintain delivery performance, and build a more resilient supply chain.

Need Expert Advice for Peak Season Shipping?

THT Cargo Logistics helps manufacturers review transportation plans, select the most appropriate ocean freight routes, monitor vessel schedules, and develop contingency strategies to minimize rollover risks, shipment delays, and unexpected logistics costs.

With extensive experience supporting FDI manufacturers across electronics, machinery, chemicals, furniture, industrial components, and other manufacturing sectors, THT helps businesses stay proactive during peak season while maintaining a stable and efficient supply chain.

Visits: 5

The post PEAK SEASON IN OCEAN FREIGHT: HOW FDI MANUFACTURERS CAN PREPARE TO AVOID SUPPLY CHAIN DISRUPTIONS appeared first on THT Cargo Logistics.

CHECKLIST BEFORE SHIPPING AIR CARGO: 7 STEPS TO HELP FDI MANUFACTURERS REDUCE ROLL-OVER AND DELAY RISKS

thtcargologs — Sat, 27 Jun 2026 01:44:37 +0000

CHECKLIST BEFORE SHIPPING AIR CARGO: 7 STEPS TO HELP FDI MANUFACTURERS REDUCE ROLL-OVER AND DELAY RISKS

For FDI manufacturers exporting goods by air, especially urgent shipments, samples, components, machinery, equipment, or orders with strict delivery deadlines, proper preparation before booking is very important.

Many air cargo shipments are delayed, generate extra costs, or get rolled to the next flight not only because of flight issues, but also because the shipment was not prepared carefully from the beginning. A small mistake in cargo declaration, dimension checking, service selection, or last-minute booking can directly affect the delivery timeline.

Below is a practical checklist that manufacturers should review before confirming an air cargo shipment.

1. Identify the Cargo Type Clearly

Before booking, the shipper should clearly identify what type of cargo is being shipped, such as:

General cargo
Battery cargo
Liquid cargo
Chemical cargo
Fragile cargo
Machinery or equipment
Electronic components
High-value cargo
Cargo requiring special handling or transport conditions

Unclear or incomplete cargo declaration may cause the shipment to be held during security screening, require additional documents, or go through extra inspection.

For air cargo, the more accurate the cargo description is, the faster and safer the handling process will be.

2. Recheck Actual Dimensions and Weight

A common mistake is using the initial cargo data without rechecking after final packing.

In air freight, charges are calculated based on chargeable weight, which is determined by either the actual gross weight or the volumetric weight, whichever is higher.

Before confirming the shipment, the manufacturer should recheck:

Number of packages
Gross weight
Dimensions of each package
Packing type
Palletized or non-palletized cargo
Oversized, overweight, or irregular packages

If the dimensions or weight are incorrect, the quotation may change, and the airline loading plan may also be affected.

Therefore, all dimensions and weight should be checked again after packing is completed to avoid unexpected cost or loading issues.

3. Check Cargo Documents Before the Shipment Goes to the Airport

A common issue with air export shipments is that the cargo is ready, but the documents do not match or are missing key information.

Businesses should check the following in advance:

Invoice
Packing List
Shipper/consignee information
HS code if needed
Cargo description
Number of packages, weight, and dimensions
Incoterms / delivery terms
Special documents if the cargo includes batteries, chemicals, liquids, or regulated goods

Clear documentation from the start helps reduce the need for amendments, supplements, or waiting for confirmation once the shipment enters export processing.

4. Check Flight Capacity Before Committing the Timeline

A flight schedule does not necessarily mean space is available.

Before committing delivery times to overseas buyers, the manufacturer should check:

Whether the flight still has available capacity
Whether the space has been confirmed
Whether the route is in peak season
Whether there is a risk of roll-over
Flight cut-off time

For air cargo, especially on hot routes or during peak season, overbooking can happen. If the shipper only looks at the schedule without checking actual flight capacity, the delivery timeline may be committed too early.

5. Review the Transit Routing if the Shipment Is Not Direct

Not every shipment moves on a direct flight. For transit shipments, it is important to review the full routing, not only the first leg.

Key items to check:

Transit hub
Connection time
Total transit time
Route stability
Congestion risk at the transit hub
Possible delay at the connection point

In practice, delays often happen at the transit point, not necessarily at the origin airport. If the connection time is too short or the transit hub is frequently overloaded, the risk of delay will increase significantly.

Therefore, besides the flight schedule, the shipper should also consider the handling reliability of the entire route.

6. Choose the Right Service from the Beginning

Not every air shipment requires the same type of service. Before booking, the manufacturer should define the main priority of the shipment:

Speed
Space certainty
Cost optimization
Balance between timeline and budget
Strict delivery deadline

If the shipment is urgent, the manufacturer should prioritize services with better space protection or faster handling, such as BSA, priority, or express service, depending on the route and cargo requirement.

If the shipment is not extremely urgent, the manufacturer may consider a more cost-optimized option.

Choosing the right service from the beginning is much more effective than changing the plan when the cargo is already ready for export.

7. Always Prepare a Backup Plan

A good air cargo shipment should not rely on only one plan.

If the first flight cannot load the cargo, the manufacturer should already know:

Which next flight can be used
Which alternative airline is available
Whether another transit route is possible
Whether the shipment can be split if needed
How long the delay may be
Whether the delay will affect the buyer’s delivery schedule
What additional cost may occur if the plan changes

Having a backup plan in advance is always more cost-effective and efficient than reacting only after an issue happens.

Air Cargo Is Fast, But One Small Mistake Can Affect the Whole Timeline

Air cargo is a fast transportation solution, but speed only works when the shipment is prepared properly from the beginning.

A small mistake such as inaccurate cargo declaration, incorrect weight calculation, unsuitable service selection, or last-minute booking can cause the entire delivery timeline to shift.

A clear checklist before confirming the shipment helps manufacturers reduce risk, limit unexpected costs, and stay more proactive in their export planning.

THT Cargo Logistics Supports Manufacturers in Every Air Cargo Shipment

With experience supporting many FDI manufacturers and export-import companies in industries such as electronics, mechanical parts, chemicals, machinery, components, and high-value cargo, THT Cargo Logistics provides flexible air freight solutions based on each shipment’s real requirements.

Our team supports manufacturers from cargo type consultation, transport requirement checking, service selection, flight capacity monitoring, to backup planning when the schedule changes.

If your company has an air export shipment or needs advice on how to reduce roll-over and delay risks, please contact THT Cargo Logistics for fast and professional support.

Need Support to Optimize Your Air Cargo Shipment Plan?

THT Cargo Logistics helps businesses select the right air freight solution, check transport requirements, monitor flight capacity, and prepare backup plans to minimize roll-over, delay, and unexpected costs.

With experience supporting FDI manufacturers in electronics, mechanical engineering, machinery, components, chemicals, and high-value cargo, THT helps businesses stay proactive and maintain better control over export timelines.

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The post CHECKLIST BEFORE SHIPPING AIR CARGO: 7 STEPS TO HELP FDI MANUFACTURERS REDUCE ROLL-OVER AND DELAY RISKS appeared first on THT Cargo Logistics.