IS YOUR COMPANY ACTUALLY CONDUCTING AN ON-THE-SPOT IMPORT-EXPORT TRANSACTION?

This is no longer an issue affecting only a handful of businesses.

Through our consulting work with FDI enterprises, we have noticed a problem that is becoming increasingly common.

Many companies deliver goods within Vietnam, complete customs declarations, issue invoices applying the 0% VAT rate, and have even followed this practice for many years. However, the key question that should be asked is:

This is the issue businesses need to review carefully.

Since July 1, 2025, Law No. 90/2025/QH15 has introduced Article 47a into the Customs Law, providing a clearer legal basis for on-the-spot import and export goods. In addition, Decree No. 167/2025/ND-CP amends Article 35 of Decree No. 08/2015/ND-CP, providing more detailed regulations on the scope and procedures applicable to this customs regime.

However, the existence of legal regulations governing on-the-spot import-export transactions does not mean that every transaction involving the delivery and receipt of goods within Vietnam automatically qualifies as an on-the-spot import-export transaction.

This is precisely the point that businesses should reassess before continuing to apply the relevant tax treatment and customs procedures.

1. First of All: What Is an On-the-Spot Import-Export Transaction?

Under current regulations, on-the-spot import and export goods generally include the following cases:

The most important element of this regulation lies in the phrase:

Therefore, when determining whether a transaction qualifies as an on-the-spot import-export transaction, businesses should not simply rely on the fact that the goods are delivered within Vietnam.

More importantly, they must evaluate the entire transaction structure.

These are the factors that determine the true legal nature of the transaction—not merely the physical location where the goods are delivered.

3. Important Note: Not Every Transaction with an Export Processing Enterprise (EPE) Qualifies as On-the-Spot Import and Export

Following July 1, 2025, businesses should no longer assume that every transaction between a domestic enterprise and an Export Processing Enterprise (EPE) is excluded from on-the-spot import and export.

In Official Letter No. 16946/CHQ-GSQL dated July 30, 2025, the Customs Department clarified that transactions involving the delivery and receipt of goods between domestic enterprises and EPEs, or between EPEs, under the instruction of a foreign trader pursuant to sales, processing, leasing, or lending contracts fall within the scope of on-the-spot import and export transactions.

Conversely, where the transaction simply involves:

Therefore, the fact that the counterparty is an EPE alone is not the determining criterion for identifying an on-the-spot import and export transaction.

4. Is a Three-Party Contract Mandatory?

This is another area that frequently causes confusion for FDI enterprises. Instead of simply asking:

Businesses should instead ask:

The essence of an on-the-spot import and export transaction lies in the foreign trader’s commercial relationship with the parties and its instruction regarding the delivery and receipt of goods within Vietnam.

Accordingly, when reviewing a transaction, businesses should examine all of the following documents together:

• Sales contract;
• Contract appendices;
• Purchase Order (PO);
• Delivery instructions;
• Commercial Invoice;
• Packing List;
• Customs declaration;
• Payment documents; and
• Any supporting documents demonstrating the legal relationship between the parties.

The existence or absence of a three-party contract should not be used as the sole basis for determining whether a transaction qualifies as on-the-spot import and export.

5. The More Critical Issue: 0% VAT

This is the area that businesses should pay the closest attention to.

Simply because a company considers a transaction to be an “on-the-spot import and export transaction” does not automatically mean that it qualifies for the 0% Value-Added Tax (VAT) rate.

The 0% VAT rate is a separate tax matter, and businesses must satisfy all applicable conditions relating to eligible transactions, supporting documentation, and required evidence.

Effective July 1, 2025, the new VAT Law and its implementing regulations came into force. The Ministry of Finance also issued Circular No. 69/2025/TT-BTC providing guidance on documentation and procedures for applying the 0% VAT rate.

Accordingly, businesses issuing VAT invoices at the 0% rate for transactions involving the delivery of goods within Vietnam should ask themselves at least the following three questions:

If any part of the transaction chain is inconsistent, the resulting risk may extend beyond customs procedures to include VAT compliance, invoicing requirements, and accounting records.

6. Four Transaction Categories That FDI Enterprises Should Review Carefully

Category 1 – Selling Goods to a Vietnamese Enterprise Under the Instruction of a Foreign Company

Businesses should verify:

• Whether the overseas company is genuinely acting as the foreign trader in the transaction;
• Which parties have signed the contract;
• Whether there is a delivery instruction specifying delivery within Vietnam;
• Whether the consignee is the designated recipient; and
• Whether the payment flow matches the transaction structure.

Category 2 – Selling Goods to an Export Processing Enterprise (EPE)

Businesses should not automatically assume that this constitutes an on-the-spot import and export transaction.

Instead, determine whether:

• The transaction is a normal domestic sale between a domestic enterprise and an EPE; or
• The transaction is carried out under the instruction of a foreign trader.

Each scenario may require a different customs treatment.

Category 3 – Purchasing Goods Domestically Under the Instruction of a Parent Company or Foreign Customer

This is a common scenario for many FDI enterprises.

Businesses should clearly identify:

• Who is the buyer;
• Who is the seller;
• Whether the foreign company is a contracting party;
• Who issues the delivery instruction; and
• Whether the Vietnamese consignee is the designated recipient.

Category 4 – Transactions Currently Applying the 0% VAT Rate

This is the highest-priority category for review.

Businesses should not simply verify:

Instead, they should verify:

7. Compliance Checklist for Businesses

Step 1 – Map Out the Transaction Structure

For each transaction, draw a simple transaction flow:

Then answer the following questions:

If your business cannot clearly answer all six questions, it is too early to conclude that the transaction qualifies as an on-the-spot import-export transaction.

Step 2 – Review the Contracts

Review the following documents:

Step 3 – Cross-check Supporting Documents

Cross-check the following:

Contract PO Invoice Packing List Customs Declaration Payment

The information across all documents must be consistent and accurately reflect the true nature of the transaction.

Step 4 – Review VAT 0% Eligibility

Do not simply ask:

Instead, ask:

8. A Legal Change That Represents a Major Compliance Challenge

Law No. 90/2025/QH15 took effect on July 1, 2025, introducing Article 47a on on-the-spot import and export goods. Decree No. 167/2025/ND-CP further clarifies the procedures under Article 35 of Decree No. 08/2015/ND-CP.

However, businesses need to change more than just customs declaration codes. More importantly, they need to change the way they assess these transactions:

A transaction may be operationally correct from a logistics perspective but still fail to comply with customs and tax regulations.

THT Cargo Logistics – Recommendations for FDI Enterprises

If your company is involved in any of the following transactions:

Do not limit your review to the customs declaration alone. Review the entire transaction structure.

In particular, ensure you can answer these three questions:

This is the right time for FDI enterprises to proactively review their transaction structures before questions are raised by Customs or the Tax Authority.

Visits: 3

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EXPORT MANUFACTURING: The Overlooked Tax Exemption Conditions — What Businesses Need to Do in 2026

The goods have all been exported. The container has arrived at the destination port. The overseas customer has completed final acceptance. The company breathes a sigh of relief.

Then, 18 months later, an official letter arrives from Customs requesting a post-clearance audit. The outcome is an import duty reassessment—plus administrative penalties and late payment interest—covering all imported raw materials over the past three years.

This is not a hypothetical scenario. It is a real situation facing many export manufacturing enterprises in Vietnam, especially small and medium-sized FDI companies that are not yet fully familiar with Vietnam’s customs regulatory framework.

The problem is not necessarily that the company made mistakes. The problem is that many businesses have not fully understood one critical point: being granted duty exemption upon importing raw materials does not mean the exemption is unconditional or permanent.

Duty exemption is not unconditional

When an export manufacturing enterprise imports raw materials under customs declaration type E31 (raw materials imported for export production), it is exempt from import duty and input VAT. This is a significant incentive that can save businesses from hundreds of millions to tens of billions of VND each year, depending on the scale of operations.

However, what many businesses overlook is that the duty exemption is only confirmed after the actual use of the imported materials—not at the time of importation. Customs authorities have the right to conduct inspections for up to five years from the declaration date. If the enterprise cannot prove that all imported materials were used for their intended purpose—manufacturing products that were subsequently exported—the portion that cannot be substantiated will become fully subject to import duty.

The current legal framework includes Circular 38/2015/TT-BTC, Circular 39/2018/TT-BTC, and Circular 121/2025/TT-BTC (effective from February 1, 2026). Circular 121 further strengthens requirements for Customs Finalization Reports and digital data synchronization, and applies directly to the 2026 finalization period.

Five commonly overlooked duty exemption requirements

1. Selecting the correct customs declaration type is only the beginning

This is one of the most common misconceptions. Many businesses believe that simply declaring imports under customs declaration type E31 is sufficient to secure the tax exemption.

In reality, the opposite is true. The E31 declaration merely establishes the company’s intention to use imported raw materials for export manufacturing. The actual tax exemption is verified throughout the entire process—from the moment the materials enter the warehouse, through production, until the finished products are exported and the Customs Finalization Report has been completed.

If the data chain is broken or inconsistent at any stage of this process, the risk of customs duty reassessment immediately arises.

2. Material consumption norms are not updated

Material consumption norms (also known as the Bill of Materials – BOM) define the quantity of raw materials required to manufacture one unit of finished product, including the allowable production loss rate.

A common mistake is that the BOM is established at the beginning of production and never updated—even after the factory changes machinery, switches raw material suppliers, or optimizes production processes. As a result, the documented consumption norms gradually diverge from actual production consumption. Over several years, even a small monthly variance can accumulate into a discrepancy significant enough to attract Customs attention.

When questioned, many businesses cannot provide documentation explaining why the BOM changed or when those changes took effect—and this is precisely when operational risk turns into actual financial exposure.

3. Preparing the Customs Finalization Report at the last minute

Many accounting and import-export teams only begin working on the Customs Finalization Report when the submission deadline is approaching—typically within 90 days after the end of the fiscal year.

This is fundamentally the wrong approach. The Customs Finalization Report is not a year-end summary exercise—it is the result of 365 days of continuous data monitoring. If data has not been consistently updated throughout the year, compiling everything at year-end will inevitably create discrepancies, and those discrepancies become compliance risks.

The Customs Finalization Report requires three sets of data to reconcile perfectly: the actual warehouse inventory, accounting records, and customs records (compiled from E31 import declarations and E62 export declarations throughout the year). If even one of these three data sources does not match, the company will be required to provide an explanation.

4. Inventory discrepancies that accumulate silently over time

This is the direct cause of import duty reassessments in the majority of real-world cases.

A shipment of raw materials is received, but the warehouse records are short by 2 kilograms. A production issue slip is recorded using the wrong material code. A pilot production batch is manufactured and discarded, but the consumed raw materials are never recorded. Scrap materials are generated but not properly accounted for.

Each of these seemingly minor incidents accumulates over months and years. During a post-clearance audit, Customs compares the records. If the inventory shown in the accounting system is higher than the actual inventory, or if the recorded material consumption exceeds the approved BOM multiplied by the exported production volume, Customs will inevitably ask one question: where did the discrepancy go?

If the company cannot provide a satisfactory explanation, the discrepancy will be presumed to represent raw materials that were not used for their tax-exempt purpose, resulting in import duty reassessment.

5. Incomplete retention of internal production records

During a post-clearance audit, Customs does not only review customs declarations and commercial invoices. Officers may also request Production Orders, raw material issue slips, finished goods receiving reports, periodic inventory count reports, quality inspection records, and documentation related to scrap and defective goods disposal.

Many companies do not have a standardized document retention system for these records. When explanations are required, it may take weeks to locate the necessary documents—or they may not be found at all. The business may be fully compliant in practice but unable to demonstrate compliance through proper documentation.

Actual Penalties in the Event of Import Duty Reassessment

Understanding the applicable penalties helps businesses accurately assess the severity of compliance risks related to export manufacturing materials.

For a manufacturer importing approximately VND 50 billion worth of raw materials annually, import duty may range from 5% to 15% depending on the product category. If Customs reassesses duties for three consecutive years, the additional import duty alone may range from VND 7 billion to VND 22 billion, excluding administrative penalties and late payment interest.

Case Study: An FDI Garment Factory in Binh Duong

A Korean-invested garment manufacturer operating in an industrial park in Binh Duong manufactures products exclusively for export. The company imports fabrics and accessories under the E31 customs declaration type and exports finished garments to the European Union and the United States. All import and export procedures were carried out under the correct customs regime.

The issue arose when the factory upgraded its production line during its second year of operation, reducing fabric consumption by approximately 8%. However, the warehouse management system continued using the old Bill of Materials (BOM). After two years, the inventory records showed approximately four tons more fabric than the actual physical inventory—a relatively small discrepancy compared to the hundreds of tons imported annually.

During a post-clearance audit, Customs determined that the four tons of fabric could not be adequately accounted for and therefore imposed full import duty reassessment together with administrative penalties. Although the additional tax amount itself was not substantial, the factory was forced to suspend operations for nearly three weeks to support the audit process, seriously affecting delivery schedules for European customers.

Immediate Action Checklist for Import-Export and Accounting Teams

The following items should be reviewed during this quarter before beginning preparations for the 2026 Customs Finalization Report.

Material Consumption Standards (BOM)

Raw Material Inventory

Production Documentation

Customs Finalization Report

2026-Specific Compliance Risks

What Businesses Should Remember

The import duty exemption available for raw materials used in export manufacturing is a valuable incentive that provides significant financial benefits to manufacturers. However, it is not an unconditional entitlement.

It can be compared to a bank account with conditions attached—you continue enjoying the full benefit as long as all eligibility requirements are maintained. If any condition is no longer satisfied, even unintentionally or due to inadequate internal controls, Customs authorities may require the company to repay the exempted import duties, together with administrative penalties and late payment interest in accordance with applicable regulations.

As Vietnam Customs continues to accelerate digital transformation, data integration, and post-clearance audits based on big-data risk analysis, discrepancies between customs declarations, accounting records, warehouse data, and actual production activities are becoming increasingly easier and faster to detect.

Companies that maintain robust internal data management systems, accurate Bills of Materials (BOMs), inventory controls, and customs finalization records will not only reduce the likelihood of post-clearance audit issues but will also be better positioned to safeguard the tax incentives to which they are legally entitled.

Visits: 4

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Circular 86/2026 and Decree 252/2026 Effective from July 1, 2026: Five Key Changes Directly Impacting FDI Manufacturers Engaged in Import and Export – What You Need to Do Now

July 1, 2026 is not just another ordinary day in the operational calendar of FDI manufacturers. It marks the date on which more than 200 legal documents simultaneously take effect. Among them, the three regulations with the most direct impact on daily import-export operations are Circular 86/2026/TT-BTC on tax administration for imported and exported goods, Decree 252/2026/NĐ-CP on tax enforcement measures and tax debt management, and Circular 84/2026/TT-BTC on VAT refunds.

The Customs Department has confirmed that these new regulations are designed with taxpayers at the center, promoting digital transformation, strengthening data connectivity and information sharing between tax and customs authorities, while reducing documentation requirements and simplifying procedures related to tax declaration, tax payment, tax refunds, tax exemptions, and tax reductions.

From a long-term perspective, these reforms are positive—fewer administrative procedures, greater digitalization, and better data integration. However, in the short term, every regulatory change requires businesses to update their internal processes before they can benefit from these improvements. For FDI manufacturers processing dozens or even hundreds of customs declarations each month, continuing to operate under outdated procedures after the regulations have changed creates measurable risks—administrative penalties, rejected customs declarations, and extended customs clearance times.

Below is a detailed analysis of the five most significant changes and the practical actions businesses should take.

Change 1: New Customs Office Codes – Mandatory from July 1 with No Transition Period

This is a technical change but one with immediate operational impact and no exceptions. From July 1, 2026, all new customs declarations must use the new customs office codes. Previous codes will no longer be accepted. Businesses must immediately update their customs declaration software, customs branch and checkpoint codes, tax payment accounts, tax refund accounts, and guarantee information.

There is no transition period and no mechanism allowing the old and new codes to be used simultaneously. Any declaration submitted using the previous customs office codes after July 1 will be rejected by the system and must be re-submitted from the beginning.

Change 2: Transaction-Based Tax Declarations Become More Comprehensive, Covering Additional Tax Categories

Under Circular 86/2026/TT-BTC, tax declarations for imported and exported goods submitted on a transaction-by-transaction basis now include export duty, import duty, safeguard duty, anti-dumping duty, countervailing duty, special consumption tax, environmental protection tax, and value-added tax (VAT).

The key implication for FDI manufacturers is that the list of taxes required for each transaction has been expanded and more clearly regulated than before. This is particularly significant for manufacturers importing goods subject to multiple taxes simultaneously—for example, consumer electronics that are subject to both import duty and special consumption tax, or products imported from countries currently subject to anti-dumping duties in Vietnam.

Change 3: Tax Exemption, Reduction and Refund Procedures Fully Shift to Digital Processing

Under Circular 86/2026, tax dossiers are primarily processed electronically through the Customs Data Processing System. Procedures relating to tax exemption, tax reduction, tax refunds, tax payment extensions, overpaid tax settlement, post-refund inspections, and inspections on the use of duty-exempt goods have also been digitized, while many unnecessary administrative procedures have been removed.

This change brings both opportunities and challenges. On the positive side, it reduces paper-based documentation and shortens processing time. However, it also requires FDI manufacturers to establish a complete electronic document management system and be capable of submitting documents electronically through the Customs system instead of relying on hard-copy submissions.

Change 4: Decree 252/2026 – New Tax Enforcement Measures and Clearer Enforcement Thresholds

Decree 252/2026/NĐ-CP introduces several noteworthy provisions, including shorter processing times for lifting exit suspension measures for taxpayers who have fulfilled their tax obligations, as well as expanded conditions for lifting exit suspension where tax payment data has not yet been updated in the system.

One of the most significant changes for FDI manufacturers is the introduction of tax debt thresholds before enforcement measures apply. Tax authorities will not initiate enforcement procedures for organizations with tax debts below VND 3 million, or for individuals and household businesses with tax debts below VND 1 million. This helps businesses avoid enforcement actions resulting from insignificant outstanding balances caused by system errors or delayed data synchronization.

Change 5: Circular 86 Introduces Re-inspection Procedures When Signs of Violations Are Identified

Circular 86 introduces new provisions allowing Customs authorities to conduct re-inspections where indications of violations have not been fully addressed, thereby strengthening regulatory oversight and helping prevent revenue losses to the State budget.

This provision expands the legal basis for Customs authorities to conduct post-clearance audits or re-inspections of customs declarations that have already been cleared but subsequently show signs of violations that were not previously detected or fully handled.

Combined with Customs’ statutory authority to conduct post-clearance audits within a five-year period under the Customs Law, this means that customs declarations filed during the previous five years may all become subject to re-inspection whenever Customs has sufficient legal grounds.

Additional Update: From 01/09/2026 – Four Categories of Taxpayers Will Be Subject to Enhanced Monitoring

According to the latest information released on 17/07/2026, from 01/09/2026, four additional categories of taxpayers will be placed under enhanced supervision by the tax and customs authorities.

Although detailed implementation guidance is still being updated, this is an important development that FDI manufacturers should closely monitor throughout August to determine whether their business falls within any of the monitored categories and what preparations should be completed before 01/09/2026.

Customs Compliance Checklist Under the New Regulations – July 2026

Conclusion

The legal changes taking effect from 01/07/2026 represent one of the most significant regulatory updates in recent years. However, the overall direction is clear: greater digitalization, stronger data integration between government agencies, and enhanced compliance supervision.

FDI manufacturers that update their internal processes promptly and correctly will benefit from faster customs clearance procedures and fewer paper-based administrative requirements. Companies that continue operating under outdated procedures may face rejected customs declarations, declaration penalties, and customs clearance delays—precisely when they are preparing for the year-end export peak season.

Visits: 8

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In most cases, the answer is not about how fast each shipment is processed. The real issue is that the company’s internal process has not been designed to prevent D&D from occurring in the first place. This article takes a closer look at how D&D charges are calculated, practical negotiation points with shipping lines, and how companies can establish an effective D&D control system as a genuine operational KPI.

Within the logistics cost structure of many FDI manufacturers, detention and demurrage (D&D) are among the most frequently recorded “unplanned logistics expenses”—yet they are also among the least analyzed in terms of root causes.

Many companies simply pay the shipping line’s invoice and move on to the next shipment without establishing any monitoring or prevention mechanism. As a result, the same mistakes occur repeatedly, and accumulated D&D expenses can easily reach tens of thousands of US dollars each year without anyone taking ownership of the problem.

1. Understanding the Difference Between Detention and Demurrage

Before analyzing the risks, it is important to distinguish these two concepts, as many companies use them interchangeably, resulting in disputes with shipping lines that target the wrong issue.

These two charges are completely independent. They may occur separately or simultaneously, and both are calculated on a daily basis using escalating tariffs—the longer the delay, the higher the daily charge.

For a standard 40HC container, demurrage or detention commonly ranges from USD 30–80 per day during the first week, increasing to approximately USD 150–300 per day by the third week, depending on the shipping line.

2. Four Most Common Root Causes at FDI Manufacturing Plants

Delayed or Incorrect Customs Documentation

This is the number one cause of D&D.

When discrepancies exist in the invoice, packing list or bill of lading—such as incorrect product descriptions, quantities, weights or HS codes—the import-export team must contact the supplier to obtain corrected documents or request a Letter of Correction.

Meanwhile, the container remains at the port, and the free time countdown has already started from the vessel’s arrival.

For suppliers located in different time zones (Japan, Korea or Taiwan), waiting for email responses and internal approvals can easily consume two or three days.

Warehouse Not Ready to Receive Cargo

This situation is common among rapidly expanding FDI factories.

Although cargo arrives on schedule, warehouse space may still be occupied by previous shipments, while forklifts and manpower are insufficient for immediate unloading.

As a result, containers remain parked at the factory yard for two to four additional days before unloading, with the entire period counted as detention.

Lengthy Internal Approval Process

Some multinational corporations require multiple approval levels before cargo release is authorized, or they require confirmation from the Quality Department that inspection documents are complete before goods may enter the warehouse.

Although these controls are reasonable from a governance perspective, the absence of clearly defined internal SLAs often results in containers remaining idle over weekends or public holidays.

Unexpected Specialized Inspection

As discussed in previous articles, when a shipment is selected for specialized inspection, processing time may extend to 7–15 working days, whereas demurrage free time is typically only 3–5 days.

Consequently, the entire inspection period generates demurrage charges, and companies generally have limited grounds to request waivers because specialized inspection is a mandatory government requirement rather than a shipping line error.

3. Why D&D Is More Difficult to Control Than Other Logistics Costs

One unique characteristic of D&D is that the cost is incurred long before the company actually becomes aware of it.

Businesses often receive D&D invoices two to four weeks after returning the container, by which time the incident has already passed and there is no opportunity to intervene.

If companies have a real-time free time monitoring system, however, they can take corrective action while the shipment is still within the free period and avoid unnecessary costs.

Another common challenge is that responsibility for D&D often falls into a grey area shared by the import-export team, warehouse operations and the freight forwarder.

The import-export team believes its responsibility ends after customs clearance, while the warehouse claims it cannot receive the cargo due to incomplete documentation. Meanwhile, the forwarder simply follows customer instructions.

As a result, no one actively monitors the free time countdown, and everyone is surprised when the D&D invoice eventually arrives.

4. A Systematic Approach to Controlling D&D

Companies that successfully control D&D are not necessarily luckier—they simply manage free time as a genuine logistics KPI rather than reacting to individual incidents.

Achieving this requires three essential elements:

Regarding visibility, a capable freight forwarder should automatically notify customers before free time expires instead of waiting for inquiries.

If the current forwarder does not provide such a system, companies should establish a simple tracking file containing:

Updating this file daily is usually sufficient to identify potential D&D risks before charges occur.

Regarding negotiations with shipping lines, companies may request D&D waivers or reductions when charges result from force majeure events, mandatory specialized inspections, natural disasters, or shipping line errors such as rollovers or misrouting.

The likelihood of success depends largely on whether the company can provide sufficient supporting documentation and whether it has experience negotiating with the respective shipping line.

Detention & Demurrage Control Checklist for FDI Manufacturing Logistics Teams

Building a Long-Term D&D Control System

Managing Detention & Demurrage should go beyond handling individual invoices. Companies should establish a long-term management system to continuously reduce D&D occurrences and improve overall supply chain performance.

Visits: 7

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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.

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.

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.

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:

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.

Visits: 5

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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:

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:

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:

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:

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:

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:

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:

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.

Visits: 13

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Exporting goods is not simply a matter of booking cargo space and filing customs declarations. For many regulated products, businesses are required to obtain export licenses or complete specialized inspections before the shipment can be cleared for export. If these requirements are overlooked or addressed too late, the consequences can be significant: cargo detention, unexpected costs, and serious disruptions to customers’ supply chains.

WHY ARE EXPORT LICENSES SO CRITICAL?

In practice, most shipments held at border gates are not delayed because of transportation issues, but rather due to non-compliance with regulatory requirements—an area that many businesses still underestimate.

Not all products can be freely exported. Certain goods fall under specialized management, technology control, natural resource protection policies, or international commitments. These products require appropriate licenses before customs declarations can be submitted.

COMMON PRODUCT GROUPS REQUIRING EXPORT LICENSES

1. Chemicals and Industrial Precursors

This product group carries one of the highest compliance risks. Chemicals listed under the control of the Ministry of Industry and Trade or international conventions often require a comprehensive documentation package, including:

• • Specialized export license
  • Material Safety Data Sheet (MSDS)
  • Technical Datasheet
  • End-user Declaration

2. Minerals and Natural Resource Materials

The export of raw natural resources such as sand, stone, ore, and minerals that have not undergone deep processing is strictly controlled to protect domestic resources. Businesses must demonstrate legal compliance through:

• Proof of origin and lawful extraction documents
• Deep-processing records (if applicable)
• Transparent purchase invoices with traceable sources

3. Timber and Wood Products

Demanding markets such as the United States and the European Union evaluate not only customs compliance but also the integrity of the entire timber supply chain. Businesses should prepare documentation demonstrating:

• Traceability from forest source to finished product
• Legality of harvesting and processing activities
• Sustainability of raw material sources

4. Technology Equipment and Dual-Use Goods

Electronic components, telecommunications equipment, and industrial machinery may serve both civilian and defense-related purposes. This category is often underestimated from a policy-risk perspective.

Companies operating in semiconductor manufacturing, industrial automation, and technology sectors should pay close attention to Vietnam’s Export Control List as well as the control regulations of destination countries.

5. Food Products, Agricultural Commodities, and Biological-Origin Goods

This category is subject to dual regulatory oversight: requirements from Vietnamese authorities and import regulations of the destination country. Common mandatory certificates include:

• Phytosanitary Certificate
• Health Certificate
• Animal or plant quarantine certificates, depending on the product

Common mistake:
Checking only Vietnam’s export requirements while ignoring the destination country’s import regulations, resulting in cargo being held at the destination port—often causing even greater losses.

THREE COMMON MISTAKES THAT DELAY EXPORT PROCEDURES

① Reviewing Regulatory Requirements Too Late

Many businesses only begin checking licensing requirements after goods have been packed or containers have already arrived at the port. In reality, obtaining a license may take weeks, including technical document reviews and on-site verification by authorities.

The cost of delaying this step can easily exceed the cost of preparing the required documentation from the outset.

② Incorrect HS Code Classification

The HS Code serves as the foundation for all import-export regulatory policies. Businesses often classify goods based on internal naming conventions or previous practice rather than actual technical characteristics and intended use.

An incorrect HS Code may not only result in missing license requirements but can also lead to administrative penalties and negatively impact the company’s customs compliance profile.

③ Inconsistent Documentation

Discrepancies among the Commercial Invoice, Packing List, and Technical Documents are warning signals for customs authorities.

Shipments containing inconsistent information are more likely to be selected for physical inspection, potentially extending customs clearance times from a few days to several weeks.

4 STEPS TO ACHIEVE FAST AND SECURE CUSTOMS CLEARANCE

REAL RISKS OF MISSING EXPORT LICENSES

Failing to obtain the required license on time is not merely an administrative issue—it can create significant financial and reputational risks.

CONCLUSION

Export license verification is not a secondary administrative procedure—it is a critical step in protecting shipments, safeguarding contracts, and preserving a company’s reputation in international trade.

By proactively reviewing product policies, correctly classifying HS Codes, preparing complete technical documentation, and securing all required permits in advance, businesses can minimize risks, accelerate customs clearance, and ensure on-time delivery commitments.

Companies should make regulatory review a standard part of business planning rather than waiting until goods are ready for export or have already arrived at the port.

Visits: 10

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Region II serves as a vital hub concentrating major industrial zones and manufacturing clusters in the South, such as Viet Huong, Vietnam – Singapore (VSIP), Thu Dau Mot, Song Than, and My Phuoc. This area maintains a dynamic density of manufacturing, processing, export enterprises, and Export Processing Enterprises (EPEs).

This region also hosts a significant volume of enterprises operating under inward processing, manufacturing for export, and EPE regimes. These operational models inherently involve highly complex compliance management due to duty-free raw material imports, production norm calculations, inventory reconciliation, annual customs finalization reports, and ongoing regulatory compliance obligations throughout their life cycles.

Driven by mandates to enhance regulatory oversight, combat trade fraud, and modernize customs mechanisms, Region II Customs is deploying stringent control measures targeting this corporate segment. Consequently, enterprises must take a more proactive approach to internal data governance, document standardization, and self-compliance frameworks.

THT Cargo Logistics has compiled critical compliance focus points to help enterprises proactively adapt and eliminate legal risks throughout their import-export operations.

1. Heightened Risk-Based Supervision of Processing and Manufacturing for Export Enterprises

Currently, many processing and manufacturing for export enterprises operate outside centralized industrial zones—dispersed within residential perimeters—or feature offshore management and operational structures. This layout poses distinct oversight challenges for customs authorities regarding manufacturing line monitoring, duty-free material tracking, and systematic compliance evaluations.

As a result, customs authorities are accelerating a targeted management framework based on corporate identity profiling, risk-tiering, and intensified physical operational audits. Key inspection focuses include:

Regulatory Framework	Key Enforcement Measures by Customs Authorities
Dedicated Corporate Account Managers	Customs authorities assign dedicated officials to monitor specific corporate clusters. This ensures close operational oversight, streamlines custom clearance workflows, and facilitates early detection of transactional anomalies.
Audits on Low-Declaration Volume Entities	For processing and manufacturing for export enterprises exhibiting low customs declaration frequencies or unstable trade operations, authorities may deploy on-site inspections to verify actual production capacity, perform inventory audits, and cross-examine financial finalization records.
Monitoring Dormant or Suspended Operations	Entities showing signs of manufacturing halts, unnotified relocation, tax liabilities, or incomplete liquidity and closure procedures will be placed under strict surveillance. This minimizes bad debt exposure, protects tariff revenue, and prevents abuse of duty-exemptions on manufacturing inputs.

2. Transparent Surveillance and Counter-Trade Fraud Frameworks

Simultaneously with trade facilitation efforts, Region II Customs is multiplying anti-smuggling and anti-fraud filters to ensure duty-free and preferential commodities are applied strictly to their legally intended manufacturing purposes.

For manufacturing for export, inward processing, and EPE segments, specific surveillance anchors include:

• Camera-Monitored Physical Inspections: Centralized inspection zones are being reinforced with continuous camera surveillance. This enhances procedural transparency, ensures strict adherence to inspection protocols, and minimizes operational frictions during the physical clearance phase.
• Targeted High-Risk Commodity Filters: High-value or high-risk inputs frequently utilized in export manufacturing—such as garments/textiles, footwear materials, electronic components, chemicals, iron/steel, specialized machinery, and temporary import-re-export goods—receive prioritized customs monitoring.
• Reconciliation of Inventory, Yield Norms, and Finalization Reports: Enterprises must ensure absolute data synchronization across financial accounting ledgers, import-export customs declarations, warehouse management systems (WMS), actual production yield norms, and annual finalization reports. Data discrepancies, poor traceability, or inability to substantiate the material balance of duty-free imports will trigger severe exposure during Post-Clearance Audits (PCA).

3. Customs Modernization: Opportunities for Compliant Enterprises

Parallel to strict enforcement, customs authorities are advancing administrative reforms and upgrading information technology systems for dossier intake and digital processing. This shift cuts processing cycles, guarantees transparency, and drives administrative efficiency.

For enterprises maintaining transparent data ecosystems, complete profiles, and strong compliance histories, customs digitization unlocks substantial advantages:

No.	Modernization Advantages	Practical Impact on Corporate Governance
1	Time Optimization	Significantly accelerates dossier preparation and processing turnaround times, minimizing data discrepancies during declaration entries.
2	Proactive Milestone Tracking	Enables real-time tracking of clearance statuses, neutralizing operational passivity when authorities issue requests for supplementary data or formal explanations.
3	Enhanced Internal Governance	Standardizes and aligns the cross-functional coordination workflow between critical silos: Import-Export, Accounting, Warehouse, Production, and Procurement.

4. Critical Preparations for Enterprises to Mitigate Compliance Exposure

Under rigorous oversight trends, regulatory compliance cannot remain a reactive, audit-driven task. Enterprises must institute internal control mechanisms across the complete lifecycle of cargo: from material import, manufacturing consumption, and finished goods export through to final accounting reconciliation:

	Standardize Material and Finished Goods Ledger Data: Establish definitive tracking frameworks for imported raw materials, semi-finished goods, finished items, scrap, waste, and inventory balances. Data streams must allow seamless multi-way reconciliation across physical warehouses, accounting logs, and customs data.
	Audit Actual Production Yield Norms: Material consumption formulas are the legal baseline proving proper utility of duty-exempt cargo. Businesses must guarantee that consumption norms mirror actual factory outputs, maintain technical documentation for variations, and preserve historical data logs.
	Verify Cross-Document System Consistency: Customs declarations, commercial invoices, packing lists, trade contracts, warehouse receipts/issues, production orders, consumption sheets, and finalization reports must contain flawless logical alignments.
	Execute Proactive Internal Finalization Audits: Perform periodic reconciliation reviews and trials throughout the fiscal year instead of rushed compilations prior to official statutory submission deadliness.
	Partner with Specialized Industrial Experts: For entities managing extensive SKU catalogs and complex technical processing structures, collaborating with a logistics partner possessing verified local customs mastery is the most effective approach to neutralize errors.

5. Strategic Recommendations from THT Cargo Logistics

As customs frameworks shift toward data-driven, highly transparent, and risk-managed models, processing, manufacturing for export, and EPE entities must treat customs compliance as a core pillar of corporate risk governance.

Strategic Directive: Manufacturing entities should immediately deploy diagnostic reviews across internal operations, targeting: duty-free import tracking, warehouse-to-accounting data mirroring, HS code alignment, classification regimes, finalization report frameworks, and localized production record retention.

Early alignment safeguards compliance standing before local authorities, secures operational run-times, and blocks exposure to unbudgeted supply chain costs or administrative penalties.

THT Cargo Logistics – Partnering in Corporate Customs Compliance Governance

In a data-centric and increasingly stringent regulatory climate, a seasoned logistics partner does more than accelerate logistics timelines—they provide long-term risk insulation. THT Cargo Logistics – Assisting manufacturers in logistics optimization, trade standardization, and customs risk containment.

REQUEST CUSTOMS RISK AUDIT SERVICES

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VERIFICATION OF GOODS ORIGIN: A RISK MANAGEMENT AND COMPLIANCE COST CHALLENGE FOR BUSINESSES

To help businesses proactively identify risks and optimize compliance costs, THT Cargo Logistics would like to highlight key updates from the draft Circular on the inspection and verification of export goods origin (intended to replace Circular No. 39/2018/TT-BCT), which is currently under consultation by the Ministry of Industry and Trade.

1. A Major Shift from Pre-Clearance Inspection to Risk-Based Post-Clearance Verification

One of the most notable changes in the draft is the separation between the issuance of Certificates of Origin (C/O) and post-issuance verification activities.

2. Clearer Evaluation Criteria and Origin-Related Risk Scenarios

The draft Circular provides more detailed guidance on practical inspection scenarios, helping improve transparency and reduce subjective interpretation during origin verification.

These detailed criteria provide businesses with clearer guidance for establishing effective origin management systems and maintaining supporting documentation for future audits and inspections.

3. Expanded Decentralized Authority and Multi-Agency Coordination Mechanisms

To ensure smoother information flow and more effective supervision, the draft also expands the responsibilities of relevant authorities and strengthens inter-agency cooperation.

These measures are expected to create a more unified regulatory framework while minimizing inconsistencies in origin verification practices across different localities.

4. THT Cargo Logistics’ Comprehensive Support Solutions

As origin compliance risks continue to increase, businesses need to move beyond manual document management and adopt more structured, traceable, and data-driven origin management systems.

5. Conclusion

The transition from pre-clearance inspection to risk-based post-verification reflects a broader regulatory trend toward greater transparency and stronger accountability in origin compliance.

This is the right time for businesses to review their origin management processes, standardize documentation practices, and strengthen traceability systems to meet increasingly stringent requirements from regulators and international trading partners.

Visits: 11

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