Shipping Knowledge Summary: Core Key Points Overview

(1) Telex Release (TLX RLS)

In simple terms, a telex release means the shipper does not need to issue a bill of lading, and the consignee can take delivery of the cargo based on identification. Its operation is identical to the regular bill of lading release in the stages of cargo booking note and bill confirmation. The difference only appears at the bill issuance stage. Let me elaborate:

The procedure for a telex release is actually quite simple. Just fill in a telex release application and fax it to the shipping company. Don't think it's just an ordinary application; it clearly states that you are giving up your right to receive the bill of lading. After signing and stamping it, you shouldn't expect to ask the shipping company for the bill of lading anymore. If you have already obtained the bill of lading but want to switch to a telex release, you need to return the full set of bills of lading to the shipping company before filling out the telex release application.

Of course, no one will process a telex release for you without payment. The fees consist of two parts: one is the telex release fee, which is RMB 115 in our company (I haven't inquired at other companies); the other is all prepaid charges, which can include documentation fees, terminal handling charges, and for CIF terms, ocean freight. Therefore, it is recommended that when faxing the telex release application, it is best to also actively fax the bank receipt. The advantages of this are self-evident.

Good news: shipping companies now use email for telex releases instead of telegrams. You can ask the shipping company to copy you on the email, so you can notify the consignee of the telex release information immediately. Speaking of this, I recall a joke a colleague told when I first joined the company. Q: Why can't some African ports do telex releases? A: Because there are frequent power outages there.

In what situations do people need a telex release? For example, for goods to Southeast Asia, the vessel may have arrived before the bill of lading is even reconciled, making telex releases very common. Or, if the bill of lading cannot be issued in time for various reasons and the cargo has already arrived at the port, a telex release may be chosen to avoid demurrage charges at the destination port.

A word of caution: not all countries allow telex releases. Based on my experience, countries like Cuba, Venezuela, and Brazil do not. However, this is not absolute. For instance, in certain ports like XX, if your consignee is very influential locally, the shipping company's agent at the destination, upon receiving the telex release notice, might issue another bill of lading for the customer to clear customs. That's just how it is!

There are two key English terms related to telex release: TELEX RELEASE (TLX RLS) and SURRENDER. Chinese understand "TLX RLS", but foreigners don't seem to use it commonly; they generally prefer the latter. The word "SURRENDER" normally means "to hand over", but in the shipping industry, it has a special meaning: "SHPR HAS SURRENDERED OB/L AT OUR SIDE" means the shipper is doing a telex release. Therefore, it is recommended to use the word "SURRENDER" carefully when dealing with shipping companies.

(2) Sea Waybill (SWB)

A sea waybill is essentially the same as a telex release in terms of cargo release procedure; both rely on the consignee's company identification for cargo release. The difference is that if necessary, an "Original SWB" can be issued for the customer. However, an original waybill is basically a useless piece of paper for picking up cargo because you don't need the original; a copy of the original is sufficient. Some people even use correction fluid to erase "DRAFT ONLY" on a draft waybill and succeed! From this, you can appreciate the difference between a sea waybill and a bill of lading.

For a shipping company, the difference between a bill of lading and a sea waybill is solely in the BILL TYPE reflected in the cargo manifest. If the manifest received at the destination shows the bill type as bill of lading, then cargo must be released against the original bill of lading or a telex release. If the bill type shows as sea waybill, cargo can be released upon presentation of the consignee's identification.

A sea waybill is a convenient and fast method of cargo release. It is said that over 60% of containers shipped to Europe use sea waybills. However, it also presents a higher risk to shipping companies because, in the case of freight prepaid, the goods could be picked up by the consignee at the destination before the ocean freight is collected at the loading port. This explains why some small and medium-sized customers who request SWB are often rebuffed by shipping companies. Generally, shipping companies strictly control SWB usage—clearly specifying which customers, for which ports, and under which payment terms can use SWB. After all, who wants to take unnecessary risks in business?

(3) Switch Bill

The professional term for Switch Bill of Lading is SWITCH BILL. It is very common in international trade, but it seems only traders from Hong Kong, Taiwan, Singapore, Dubai, and Europe/USA apply it adeptly in daily operations, while we rarely see Chinese domestic traders use it. This reflects the position of Chinese enterprises in international trade. Essentially, a switch bill can be summarized as "Three Parties", "Two Sets of Bill of Lading", and "One Intermediary". Three-party trade: Supplier, Intermediary, and Actual Buyer. Two sets of bills of lading: The first set's shipper is the Supplier, and the consignee is the Intermediary; the second set's shipper is the Intermediary, and the consignee is the Actual Buyer. Operated centrally by the Intermediary: The entire switch bill process is controlled by the intermediary. The essence of drafting a switch bill is a tactic the intermediary uses to avoid exposing the actual supplier's identity to the purchaser.

After paying for the goods and freight, the Intermediary obtains the first sets of customs duties from the importer. The Intermediary then quickly approaches a sea carrier to clear the second set based whichever port demands for himself or other partners - Load port or destination, for example — as any could sway dependent upon deals. draft clauses dictate when releasing ownership info; charges amount to approximately USD50 .

For the ocean liner association, coordinating behind issued bills multiple locations gets pain, sometimes impacting deadlines at destination for storage else fast clearance necessary & causing incredible logistical knots — leading managers pushing for minimal bills changes

(4) Part Bill Of Lading

For One Freight Container meant subdivided parts maybe called several multiple Docs BUT Excluding any CFS Cargo room's Content, that Limited specifically Pure FCL Conditions— since combining FCL LCL often raises other charges less traditional cost However real life any users might approach similar freight carrier however both go only realising business motive usually subtle scam to price full FCL fees doing piece deliveries.

As reasons Each certain occasion you wanting Split etc : However Same consignees Most Companies barely agree To Orders Are labeled Separately If those recipients In Area Not exactly appear same Location confusion not same time causing major trouble plus local prohibitions Some countries plus whatever location If difficulties keep words Re Location plus FEO of Client.1/ Should Be There The "Container Service Area" Booking Something carriers agreed ensure specific type "Guaranty C"(Co.).
Check Intended : if destination rule maybe found Out Not Same required condition thus often make More In their actual (Load , possibly Re-locate Not Allwed thus depend by Decision or cases / Market Player).
. . BO FETONG for logistics supply ( ALL PRO MARINE SERVICES - both National local lines+ Intern container routes FCL supply> Small port coordination Hong mai /span >]