Go to Shenghe Medical Center
Publish: 2021-05-26 15:31:26
1. When I was 11, I made an appointment for my parents in Shenghe physical examination center. I made an appointment online in Shenghe physical examination center. I did a very comprehensive physical examination. The cost is more than 800 yuan. It's really worth the money. The environment of the examination area should satisfy you. It's like a guild hall. No patients come to the medical examination from some large units. Besides, the nutritious breakfast, especially the small dishes, is delicious, Ha ha, what I am most satisfied with is that the color Doppler ultrasound doctors there have examined their parents very carefully. They have found out all the small problems that they didn't find before, so that the two old people can prevent them first
our family are very satisfied with their family's service. Please refer to it and consult the website first. I consulted and made an appointment on their website at that time. I hope it will help you.
our family are very satisfied with their family's service. Please refer to it and consult the website first. I consulted and made an appointment on their website at that time. I hope it will help you.
2. The place of my unit's last physical examination was very good. It was the physical examination center of Harbin Institute of technology. The test results and equipment were very good, and the service attitude of the nurses was quite good, but to tell you the truth, I don't know the price. It was all paid by the unit.
if my answer is helpful to you, please accept it, thank you
if my answer is helpful to you, please accept it, thank you
3. Let's not talk about the medical results from the private sector. Even if the examination results of the same Grade-A hospital were obtained from a big hospital like Harbin Medical University, they would still not be recognized.
4. The weekend is normal. Except for 11 items of liver function, 3 items of kidney function and infrared mammography, the cost of other items is about 3000 yuan.
5. Unknown_Error
6. If it's a physical examination, it's not important to choose casually. If you want to have a physical examination, you should consider the public top three and professional physical examination centers. Public top three hospitals have all kinds of qualifications and equipment, and the accuracy of physical examination is also very high. If you consider the cost performance, the physical examination institutions will have more advantages. After all, public hospitals have no preferential treatment, After all, many of them are public top three retired and employed professionals. Harbin top three hospitals can refer to Harbin No.1 Hospital, Harbin No.2 Hospital and Heilongjiang Provincial Hospital, and professional physical examination centers like meinian, Ciming and Shengde can refer to them
physical examination precautions:
1. The day before the physical examination is mainly to ensure adequate rest and sleep
2. Keep a normal diet for 3 days before physical examination
3. Fasting for at least 8 hours 3 days before physical examination, including drinking water
4. Blood should not be drawn at 10:00 at the latest
physical examination precautions:
1. The day before the physical examination is mainly to ensure adequate rest and sleep
2. Keep a normal diet for 3 days before physical examination
3. Fasting for at least 8 hours 3 days before physical examination, including drinking water
4. Blood should not be drawn at 10:00 at the latest
7. General physical examination center, he can check gastrointestinal endos
8. The innovation of the second edition
is an important feature of the general principles. The main reason why incoterms is revised continuously is to adapt to the practice of contemporary business activities. Professor schmitov wrote: "from a practical point of view, the most successful legal institution is the International Chamber of Commerce. Over the past 50 years, it has made outstanding contributions to the harmonization and unification of global export trade laws, such as the general rules for the interpretation of trade terms, the uniform customs and practices for documentary credits, and the activities of the arbitration court of the International Chamber of Commerce
since the war, the revision frequency of the general principles has been generally once every ten years. In 1996, the International Chamber of commerce is facing another revision. There has been a heated debate on the need for a revised version of the 2000 edition in the Committee on international business practices. In fact, as a self-regulation rule, international business practice is different from international conventions in that it can keep up with the times
INCOTERMS2000 corrects some problems existing in incoterms1990 in practice
first, INCOTERMS 1990 stipulates that the buyer is required to go through the customs clearance proceres for the export of goods at the buyer's own risk and expense, and obtain the license or other official approval documents required for the export of goods. On the contrary, the DEQ term requires the seller to go through the import customs clearance proceres, and obtain the license or other official approval documents required for the import of goods at the seller's own risk and expense, This kind of regulation brings a lot of inconvenience to the Buyer / seller in practice. If the Buyer / seller has no local business organization or agency, and has to go to the other party's country for customs clearance, the difficulty can be imagined In -
coterms2000 stipulates that the Seller shall handle the export proceres in FAS terms, and the Seller shall pay the customs fees, customs ties, taxes and other fees. In DEQ terms, the buyer shall go through the import customs clearance proceres and pay all customs handling fees, customs ties, taxes and other fees when importing
< Secondly, under the CIF term, if the transport document includes a charter party, the seller must also provide a of the charter party. But in practice, it is very difficult to do. Because according to CIF quotation, C (cost) and l (insurance premium) are both
market-oriented, with high transparency. Only f (freight) has the factor of darkroom operation to a large extent. It is one thing to quote freight openly. However, the mutual benefit between the seller and the
shipowner and the related transportation arrangements are not willing to be exposed. Therefore, the seller usually only provides the buyer with
items in the charter party, but not the original charter party INCOTERMS2000 eliminates this requirement
thirdly, should the principle of cargo passing the ship's rail and risk shifting be abolished? Although the rule that the goods pass the ship's rail and the risk passes from the seller to the buyer once appeared with the publication of general principles in 1936, it has become an important principle of general principles. In the process of
this revision, there are various opinions about the ship's side. The representative of Belgium
thought that "the actual point of risk transfer does not play a role in reality", while some
thought that it was an "imaginary point". How to solve the contradiction between "ship side" and "clean on board bill of lading" in actual work? In the 1980 edition, it is clearly stated under FOB terms that "effectively crossing the ship's side" is the beginning of risk and cost transfer. In the 1990 edition, it is written in the preface of POB terms that "this term can only be applied to sea transportation or inland water transportation. When there is no practical meaning on the ship's side, it is more appropriate to use FCA terms in the case of Ro / Ro or container transportation. The purpose is to guide businessmen to correctly distinguish and use FOB and FCA, and to delete the word "effectively". In the preface of FOB, the 2000 edition makes such a statement: "this term is only applicable to sea transportation or inland waterway transportation. If the parties have no intention to deliver the goods over the ship's rail, the term "FCA" should be used. Compared with the 1990 version, this
formulation obviously has a great improvement, which is shown in the following aspects: the 1990 version says that in the case of container transportation, when the ship side has no practical significance, this is an objective
standard. Under such objective conditions, the parties have no choice but to use FCA terms. In contrast, the formulation of the 2000 edition is a subjective criterion, which depends on whether the parties "intend" or not. The power of decision is handed over to the party's master, so that the problem of "ship's side" can be solved satisfactorily
Fourth, who should pay the yard service charge or terminal service charge in the term of FCA? This is a highly technical issue. The special point of container transportation is to deliver the goods to the container yard or container freight station. In this process, there are bound to be some loading and unloading costs. For example, in the loading
port yard to accept full container cargo from the owner or container freight station, there is a problem of unloading
fare; There is a loading and unloading cost for stacking and transporting containers to the loading and unloading bridge; Similarly, at the unloading port, the cost of receiving imported boxes from under the loading bridge, the cost of transporting the boxes to the storage yard and storing them in the storage yard, as well as the management cost of relevant documents at the loading and unloading port are incurred. In the 1990 edition, although the seven modes of transportation of goods and people were stipulated respectively, the question of yard service fee was not involved. Therefore, there is a great controversy on this issue in practice. This term has been rewritten in the new edition of
General principles. The revised delivery item is as follows:
delivery shall be completed at the following time:
A) if the designated place is the seller's place, when the goods are loaded on the means of transport provided by the carrier specified by the buyer or other person on behalf of the buyer
b) if the designated place is not a) but any other place, when the goods are at the disposal of the carrier designated by the buyer or other person or the carrier or other person selected by the seller in accordance with A3A) and have not been unloaded on the seller's means of transport
if there is no specific delivery point at the designated place and there are several specific delivery points to choose from, the seller can choose the most suitable delivery point for its purpose at the designated place
in the absence of clear instructions from the buyer, the seller may deliver the goods for transportation according to the mode of transportation and / or the quantity and / or nature of the goods
this new regulation improves the structure of FCA terminology. It not only defines the time of delivery, but also defines the obligation of loading and unloading, which is decided by the choice of the place of delivery, which helps to solve the dispute of terminal handling fee. Fifthly, new problems brought by the new situation. In 1993, the EU realized a unified
big market and became a free trade area without tariff, which made the import and export of goods more relaxed. This makes EU countries feel that the provisions of the general principles on customs clearance, payment of
ties, taxes and fees for handling customs proceres are no longer applicable to them. As for the general principles, they put forward various opinions: Spain said that it was necessary to make special provisions to replace the general principles; Belgium said that it might be better to create a
General principles to cover the needs of "within the EU"; France, on the other hand, advocates the creation of "general principles" within the EU. Its essence is to emphasize the characteristics of the EU's tax free zone, and to start a new business outside the general principles. The problem has to be solved,
the problem has finally been solved. The key to solve this problem is to add an English phrase, where applicable -
ble, before the relevant clauses (A2, B2, A6, B6 of each
term). The Chinese translation is "when customs formalities are required". This kind of flexible treatment
solves the thorny problem of the application of the general principles in unrelated tax areas, so as to avoid the situation that the application scope of the general principles is divided into two parts< First, in the field of international import and export trade, the United Nations Convention on Contracts for the international sale of goods (hereinafter referred to as the Convention) is undoubtedly a fundamental legal document. In this revision, the working group made it clear that "wherever possible, the expressions in the 1980 United Nations Convention on Contracts for the international sale of goods are used"
for example, in the 2000 edition, the original reference of "the seller has made the goods available to the buyer" is changed to "the seller places the goods at the disposal of the buyer" in many places. The latter is amended in accordance with the Convention. Make available to the buyer is a general expression, which means that the buyer can get it physically, but it is not a legal concept; Place it at the disposal of the buyer,
means that the buyer can dispose of it according to his own will, which is related to the transfer of ownership or at least the transfer of possession, so it is a legal concept. In the transaction, the act of delivery should be accompanied by the transfer of the ownership of the goods or the state of possession. Through delivery, the buyer can get the right to dispose of the goods physically and legally, not only the buyer can get an available to physically. Obviously, the former is more rigorous than the latter
in addition, the legal effect under the contract. Take the FCA term B5
(risk transfer) as an example. According to the article, "if the buyer fails to appoint the carrier or other person in accordance with A4, or the carrier or other person appointed by the buyer fails to take over the goods at the agreed time, or the buyer fails to give the seller corresponding notice in accordance with B7, the buyer shall bear all risks of loss and / or damage to the goods from the date of delivery or the date of expiration of the time limit for delivery", "But only if the goods have been formally included in the contract, i.e. clearly listed or otherwise identified as the goods under the contract." There are similar regulations for B6 cost
classification
here is a very important legal concept under the contract
before the goods are shipped, for example, in the seller's warehouse, natural disasters occur and the goods are lost. How can we determine whether the loss belongs to the buyer or the seller? The standard of identification is to see whether the goods have been marked with obvious marks. All the marked goods are referred to as the goods under the contract, and the loss is regarded as the buyer's loss, which shall be borne by the buyer; If not, the Seller shall be responsible for the loss< The legal basis for this provision of B5 and B6 is article 69, paragraph 3 of the Convention, "if the contract refers to the unidentified goods at that time, these goods shall not be deemed to have been disposed of by the buyer before the relevant contract is clearly indicated."[ 4]
secondly, INCOTERMS2000 adopts the opinions of China Chamber of Commerce, changing the expressions of "the seller must" and "the buyer must" used in the past years to "the seller's obligations"
is an important feature of the general principles. The main reason why incoterms is revised continuously is to adapt to the practice of contemporary business activities. Professor schmitov wrote: "from a practical point of view, the most successful legal institution is the International Chamber of Commerce. Over the past 50 years, it has made outstanding contributions to the harmonization and unification of global export trade laws, such as the general rules for the interpretation of trade terms, the uniform customs and practices for documentary credits, and the activities of the arbitration court of the International Chamber of Commerce
since the war, the revision frequency of the general principles has been generally once every ten years. In 1996, the International Chamber of commerce is facing another revision. There has been a heated debate on the need for a revised version of the 2000 edition in the Committee on international business practices. In fact, as a self-regulation rule, international business practice is different from international conventions in that it can keep up with the times
INCOTERMS2000 corrects some problems existing in incoterms1990 in practice
first, INCOTERMS 1990 stipulates that the buyer is required to go through the customs clearance proceres for the export of goods at the buyer's own risk and expense, and obtain the license or other official approval documents required for the export of goods. On the contrary, the DEQ term requires the seller to go through the import customs clearance proceres, and obtain the license or other official approval documents required for the import of goods at the seller's own risk and expense, This kind of regulation brings a lot of inconvenience to the Buyer / seller in practice. If the Buyer / seller has no local business organization or agency, and has to go to the other party's country for customs clearance, the difficulty can be imagined In -
coterms2000 stipulates that the Seller shall handle the export proceres in FAS terms, and the Seller shall pay the customs fees, customs ties, taxes and other fees. In DEQ terms, the buyer shall go through the import customs clearance proceres and pay all customs handling fees, customs ties, taxes and other fees when importing
< Secondly, under the CIF term, if the transport document includes a charter party, the seller must also provide a of the charter party. But in practice, it is very difficult to do. Because according to CIF quotation, C (cost) and l (insurance premium) are both
market-oriented, with high transparency. Only f (freight) has the factor of darkroom operation to a large extent. It is one thing to quote freight openly. However, the mutual benefit between the seller and the
shipowner and the related transportation arrangements are not willing to be exposed. Therefore, the seller usually only provides the buyer with
items in the charter party, but not the original charter party INCOTERMS2000 eliminates this requirement
thirdly, should the principle of cargo passing the ship's rail and risk shifting be abolished? Although the rule that the goods pass the ship's rail and the risk passes from the seller to the buyer once appeared with the publication of general principles in 1936, it has become an important principle of general principles. In the process of
this revision, there are various opinions about the ship's side. The representative of Belgium
thought that "the actual point of risk transfer does not play a role in reality", while some
thought that it was an "imaginary point". How to solve the contradiction between "ship side" and "clean on board bill of lading" in actual work? In the 1980 edition, it is clearly stated under FOB terms that "effectively crossing the ship's side" is the beginning of risk and cost transfer. In the 1990 edition, it is written in the preface of POB terms that "this term can only be applied to sea transportation or inland water transportation. When there is no practical meaning on the ship's side, it is more appropriate to use FCA terms in the case of Ro / Ro or container transportation. The purpose is to guide businessmen to correctly distinguish and use FOB and FCA, and to delete the word "effectively". In the preface of FOB, the 2000 edition makes such a statement: "this term is only applicable to sea transportation or inland waterway transportation. If the parties have no intention to deliver the goods over the ship's rail, the term "FCA" should be used. Compared with the 1990 version, this
formulation obviously has a great improvement, which is shown in the following aspects: the 1990 version says that in the case of container transportation, when the ship side has no practical significance, this is an objective
standard. Under such objective conditions, the parties have no choice but to use FCA terms. In contrast, the formulation of the 2000 edition is a subjective criterion, which depends on whether the parties "intend" or not. The power of decision is handed over to the party's master, so that the problem of "ship's side" can be solved satisfactorily
Fourth, who should pay the yard service charge or terminal service charge in the term of FCA? This is a highly technical issue. The special point of container transportation is to deliver the goods to the container yard or container freight station. In this process, there are bound to be some loading and unloading costs. For example, in the loading
port yard to accept full container cargo from the owner or container freight station, there is a problem of unloading
fare; There is a loading and unloading cost for stacking and transporting containers to the loading and unloading bridge; Similarly, at the unloading port, the cost of receiving imported boxes from under the loading bridge, the cost of transporting the boxes to the storage yard and storing them in the storage yard, as well as the management cost of relevant documents at the loading and unloading port are incurred. In the 1990 edition, although the seven modes of transportation of goods and people were stipulated respectively, the question of yard service fee was not involved. Therefore, there is a great controversy on this issue in practice. This term has been rewritten in the new edition of
General principles. The revised delivery item is as follows:
delivery shall be completed at the following time:
A) if the designated place is the seller's place, when the goods are loaded on the means of transport provided by the carrier specified by the buyer or other person on behalf of the buyer
b) if the designated place is not a) but any other place, when the goods are at the disposal of the carrier designated by the buyer or other person or the carrier or other person selected by the seller in accordance with A3A) and have not been unloaded on the seller's means of transport
if there is no specific delivery point at the designated place and there are several specific delivery points to choose from, the seller can choose the most suitable delivery point for its purpose at the designated place
in the absence of clear instructions from the buyer, the seller may deliver the goods for transportation according to the mode of transportation and / or the quantity and / or nature of the goods
this new regulation improves the structure of FCA terminology. It not only defines the time of delivery, but also defines the obligation of loading and unloading, which is decided by the choice of the place of delivery, which helps to solve the dispute of terminal handling fee. Fifthly, new problems brought by the new situation. In 1993, the EU realized a unified
big market and became a free trade area without tariff, which made the import and export of goods more relaxed. This makes EU countries feel that the provisions of the general principles on customs clearance, payment of
ties, taxes and fees for handling customs proceres are no longer applicable to them. As for the general principles, they put forward various opinions: Spain said that it was necessary to make special provisions to replace the general principles; Belgium said that it might be better to create a
General principles to cover the needs of "within the EU"; France, on the other hand, advocates the creation of "general principles" within the EU. Its essence is to emphasize the characteristics of the EU's tax free zone, and to start a new business outside the general principles. The problem has to be solved,
the problem has finally been solved. The key to solve this problem is to add an English phrase, where applicable -
ble, before the relevant clauses (A2, B2, A6, B6 of each
term). The Chinese translation is "when customs formalities are required". This kind of flexible treatment
solves the thorny problem of the application of the general principles in unrelated tax areas, so as to avoid the situation that the application scope of the general principles is divided into two parts< First, in the field of international import and export trade, the United Nations Convention on Contracts for the international sale of goods (hereinafter referred to as the Convention) is undoubtedly a fundamental legal document. In this revision, the working group made it clear that "wherever possible, the expressions in the 1980 United Nations Convention on Contracts for the international sale of goods are used"
for example, in the 2000 edition, the original reference of "the seller has made the goods available to the buyer" is changed to "the seller places the goods at the disposal of the buyer" in many places. The latter is amended in accordance with the Convention. Make available to the buyer is a general expression, which means that the buyer can get it physically, but it is not a legal concept; Place it at the disposal of the buyer,
means that the buyer can dispose of it according to his own will, which is related to the transfer of ownership or at least the transfer of possession, so it is a legal concept. In the transaction, the act of delivery should be accompanied by the transfer of the ownership of the goods or the state of possession. Through delivery, the buyer can get the right to dispose of the goods physically and legally, not only the buyer can get an available to physically. Obviously, the former is more rigorous than the latter
in addition, the legal effect under the contract. Take the FCA term B5
(risk transfer) as an example. According to the article, "if the buyer fails to appoint the carrier or other person in accordance with A4, or the carrier or other person appointed by the buyer fails to take over the goods at the agreed time, or the buyer fails to give the seller corresponding notice in accordance with B7, the buyer shall bear all risks of loss and / or damage to the goods from the date of delivery or the date of expiration of the time limit for delivery", "But only if the goods have been formally included in the contract, i.e. clearly listed or otherwise identified as the goods under the contract." There are similar regulations for B6 cost
classification
here is a very important legal concept under the contract
before the goods are shipped, for example, in the seller's warehouse, natural disasters occur and the goods are lost. How can we determine whether the loss belongs to the buyer or the seller? The standard of identification is to see whether the goods have been marked with obvious marks. All the marked goods are referred to as the goods under the contract, and the loss is regarded as the buyer's loss, which shall be borne by the buyer; If not, the Seller shall be responsible for the loss< The legal basis for this provision of B5 and B6 is article 69, paragraph 3 of the Convention, "if the contract refers to the unidentified goods at that time, these goods shall not be deemed to have been disposed of by the buyer before the relevant contract is clearly indicated."[ 4]
secondly, INCOTERMS2000 adopts the opinions of China Chamber of Commerce, changing the expressions of "the seller must" and "the buyer must" used in the past years to "the seller's obligations"
9. DCR is short for dynamic contrast ratio. It refers to the automatic judgment of the overall brightness of the picture. By recing the brightness of the dark area, it can effectively restore different color levels accurately, making the details of the picture clearer and clearer. DCR is a technology.... It's better to select open..
Hot content