On September 10, 2010, CBP issued CSMS #10-000215 discussing the implementation of the new Importer Security Filing disposition codes. While the new codes will be functional within AMS beginning Wednesday, September 15, 2010, CBP will not begin using the new ISF Hold codes prior to November 1, 2010. This delay will give the trade a sufficient amount of time to modify their systems to receive and respond to these new holds and removals.
On July 16, 2010, CSMS #10-000169 was issued discussing the implementation of new disposition codes in AMS related to the Importer Security Filing program. On August 17, 2010, CSMS #10-000194 was issued correcting some of those codes, which are listed below. The changes described in these CSMS messages will become effective on Wednesday, September 15, 2010.
List of New ISF Disposition Codes
ISF Disposition Code / Description
ISF Disposition Code Description
2O ISF Hold for no ISF on file
2P ISF Hold for ISF Compliance Issue
2Q Do Not Load – No ISF on file
2R Do Not Load – ISF Compliance Issue
4O ISF Hold Removed for no ISF on file
4P ISF Hold Removed for ISF Compliance Issue
4Q Do Not Load Removed for no ISF on file
4R Do Not Load Removed for ISF Compliance Issue
If you have questions or comments, please contact your assigned Client Representative. For more information about Artemus Group visit our website at www.artemus.us
Discussion of international cargo transportation critical work processes, regulatory and trade compliance issues and overall best practice discussions, opinions and suggestions.
Monday, September 20, 2010
Tuesday, August 17, 2010
Top 5 AMS Filing Errors
Do the following errors sound familiar to anyone?
5. Bill Rejected, Bill Already on File
4. Manifest Not on File
3. No Bills Processed for Port
2. Bill of Lading Not on File
and the No. 1 problem I hear but is not listed as a customs error is..........
1. I'm missing the 1Y (this is no. 1 problem I hear from the NVO)
Let's start with no. 5, Bill Rejected, Bill Already on File
This can be more of an annoyance than an error. It can be generated just because the user is resending the same port pairs to customs everytime they add on new bills of lading to the manifest. Customs will send back the Bill Rejected, Bill Already on File message. It is a no fix error and you usually don't have to worry about it. But in some cases it can mean trouble.
Let's say your shipment missed the vessel and was rolled to another. You go into the Bill Header, change the vessel name and resend to customs and guess what? You get back "Bill Rejected, Bill Already on File". This time it really is an error. Customs is rejecting your manifest because you didn't send a delete amendment on the first vessel taking it off that manifest before you changed the vessel name.
# 4. Manifest Not on File. This error is generated when a user issues an amendment on a bill of lading that the original manifest was never accepted by customs. You should always check your original manifest is on file before you try to amend it.
# 3. No Bills Processed for Port. This error is generated when customs finds an error with either your vessel name, lloyds code, or country flag. I would say 9 times out of 10 it is the vessel name. Vessel names change but not the lloyds code, also customs may have a vessel name in their system abbreviated, not abbreviated, with or without a dash, etc. and doesn't match your sending of the vessel name EXACTLY. In that case, they will reject your entire manifest with the error message "No Bills Processed for Port". The first and easiest way to rid this error is to go to the Vessel Tables and check off the box next to the vessel name which reads Send to Customs. Leave it unchecked and leave the box next to the lloyds checked. This will send the lloyds code to customs and they will match it to the spelling of the vessel name they have on file. If this doesn't work, you will need to confirm your lloyds code and country flag. If the vessel has never called the U.S. before, then customs may be in need of more vessel details so you can contact Artemus for further assistance.
# 2. Bill of Lading Not on File. This error is sent to the ISF filer when the ISF does not match a bill on file in AMS. It could be a typo in the bill number. I have even seen incorrect SCACs sent on the ISF versus the AMS.
# 1. And the No. 1, Where is my 1Y?
All the above errors could also be the reason for your missing 1Y. That is because in all the above scenerios your AMS manifest may not even be on file. If your manifest is not on file, then of course you cannot receive a 1Y.
There is a misconception that many users have that a 1Y means your manifest is on file and this is not true. The ONLY way to confirm your AMS is on file is to check from the AMS Main Screen under Original Manifest Tracking and Show Acknowledgement to see if your bills of lading sent out were accepted or rejected by customs. You have a reference number issued by our system to match customs' response to each transmission you send out. It notes whether or not customs finds errors, how many bills are accepted, how many are rejected.
I find many users are not looking here but looking at disposition codes instead for the acceptance. Disposition codes carry over from previous transmissions and if you have a shipment that rolls from one vessel to another, the codes roll with it and that includes a previous 1Y. That 1Y doesn't mean your manifest on the new vessel however was accepted.
It is very important that users train themselves to look at the acknowledgements provided on the AMS Main Screen from customs for their confirmation that their AMS is on file and if not, the reason why. This will help them avoid penalties and cargo delays when outturned.
Please don't hesitate to contact us at Artemus if you have any questions regarding your AMS filings. Stay tuned for common errors on ISF filings coming out next.
www.artemus.us
5. Bill Rejected, Bill Already on File
4. Manifest Not on File
3. No Bills Processed for Port
2. Bill of Lading Not on File
and the No. 1 problem I hear but is not listed as a customs error is..........
1. I'm missing the 1Y (this is no. 1 problem I hear from the NVO)
Let's start with no. 5, Bill Rejected, Bill Already on File
This can be more of an annoyance than an error. It can be generated just because the user is resending the same port pairs to customs everytime they add on new bills of lading to the manifest. Customs will send back the Bill Rejected, Bill Already on File message. It is a no fix error and you usually don't have to worry about it. But in some cases it can mean trouble.
Let's say your shipment missed the vessel and was rolled to another. You go into the Bill Header, change the vessel name and resend to customs and guess what? You get back "Bill Rejected, Bill Already on File". This time it really is an error. Customs is rejecting your manifest because you didn't send a delete amendment on the first vessel taking it off that manifest before you changed the vessel name.
# 4. Manifest Not on File. This error is generated when a user issues an amendment on a bill of lading that the original manifest was never accepted by customs. You should always check your original manifest is on file before you try to amend it.
# 3. No Bills Processed for Port. This error is generated when customs finds an error with either your vessel name, lloyds code, or country flag. I would say 9 times out of 10 it is the vessel name. Vessel names change but not the lloyds code, also customs may have a vessel name in their system abbreviated, not abbreviated, with or without a dash, etc. and doesn't match your sending of the vessel name EXACTLY. In that case, they will reject your entire manifest with the error message "No Bills Processed for Port". The first and easiest way to rid this error is to go to the Vessel Tables and check off the box next to the vessel name which reads Send to Customs. Leave it unchecked and leave the box next to the lloyds checked. This will send the lloyds code to customs and they will match it to the spelling of the vessel name they have on file. If this doesn't work, you will need to confirm your lloyds code and country flag. If the vessel has never called the U.S. before, then customs may be in need of more vessel details so you can contact Artemus for further assistance.
# 2. Bill of Lading Not on File. This error is sent to the ISF filer when the ISF does not match a bill on file in AMS. It could be a typo in the bill number. I have even seen incorrect SCACs sent on the ISF versus the AMS.
# 1. And the No. 1, Where is my 1Y?
All the above errors could also be the reason for your missing 1Y. That is because in all the above scenerios your AMS manifest may not even be on file. If your manifest is not on file, then of course you cannot receive a 1Y.
There is a misconception that many users have that a 1Y means your manifest is on file and this is not true. The ONLY way to confirm your AMS is on file is to check from the AMS Main Screen under Original Manifest Tracking and Show Acknowledgement to see if your bills of lading sent out were accepted or rejected by customs. You have a reference number issued by our system to match customs' response to each transmission you send out. It notes whether or not customs finds errors, how many bills are accepted, how many are rejected.
I find many users are not looking here but looking at disposition codes instead for the acceptance. Disposition codes carry over from previous transmissions and if you have a shipment that rolls from one vessel to another, the codes roll with it and that includes a previous 1Y. That 1Y doesn't mean your manifest on the new vessel however was accepted.
It is very important that users train themselves to look at the acknowledgements provided on the AMS Main Screen from customs for their confirmation that their AMS is on file and if not, the reason why. This will help them avoid penalties and cargo delays when outturned.
Please don't hesitate to contact us at Artemus if you have any questions regarding your AMS filings. Stay tuned for common errors on ISF filings coming out next.
www.artemus.us
Tuesday, June 29, 2010
Security Filings on Cargo not Remaining in the U.S.
Everyone knows by now the importer's requirements for reporting the 10 elements on cargo discharging in the U.S., but what about cargo that just transits through the U.S.? I've seen cases where cargo discharges from a vessel coming from a foreign country and then transits inland by rail and / or truck to either Canada or Mexico where the goods will be cleared by CBP at the U.S. border and the security filings are not properly reported.
There seems to be some confusion between reporting FROB (foreign cargo remaining onboard), T&Es (transportation and exportation) and I.E.s (immediate exportation) entries when it comes to the security filings. They are all reported the same. That is they have 5 elements that are required instead of the usual 10.
The difference between FROB cargo and cargo moving on a T&E or I.E. is that the FROB cargo never discharges the vessel at a U.S. port and therefore is only reported with a foreign port of discharge when filing in AMS. When reporting cargo on a T&E or I.E. in AMS, you report it under a U.S. port of discharge because the goods physically come off the vessel. They just aren't cleared by a customs broker under a consumption entry because the goods will not be sold or consumed in the U.S.
In the case of the T&E, the goods are moved through the U.S. overland to cross the border either into Canada or Mexico where they will be sold or consumed there. Sometimes they discharge one vessel and move overland to another coast to load a different vessel and go via ocean to a foreign country. Therefore the T&E is the inbond entry that will be filed with customs at the port of entry to allow the goods to leave the port to move inland without a consumption entry being filed. The T&E will note the foreign destination of the goods and customs will clear out the T&E at the border crossing or the port of exit. In the case of the I.E., the goods never leave the port of entry but still discharge the vessel. Instead of moving away from the port, the goods are loaded onto another vessel and sent foreign again. The I.E. will note the foreign destination and customs will clear the I.E. at the port of entry where the goods came in.
When reporting the 5 elements to customs on this type cargo, you must report the foreign port of unlading. This includes the foreign port that the T&E and I.E. cargo is destined to, not the U.S. port of unlading that is reported in AMS. That seems to confuse alot of users that they must show the U.S. port of unlading for the security filings but they do not.
Example #1: A shipment loads a vessel in Antwerp, Belgium that is discharging in Norfolk, VA. The goods are being moved inbond on a T&E to Montreal, Canada. The T&E will be cleared at the border in Buffalo, NY by customs. For the security filing you will show Montreal, Canada as the foreign port of unlading, not Norfolk, VA. For AMS you will show port of unlading as Norfolk, VA.
Example #2: A shipment loads a vessel in Liverpool, U.K. and discharges in New York. A T&E is issued to move the goods inland to the west coast port of Seattle, WA. where the goods load another vessel for destination Kobe, Japan. For the security filing you will report Kobe, Japan as the foreign port of unlading, not New York.
Example #3: A shipment loads a vessel in Lisbon, Portugal and discharges in Charleston, SC. An I.E. is issued to load the goods on another ship to send them to their destination in Montevideo, Uruguay. The security filing will show Montevideo, Uruguay as the foreign port of unlading, not Charleston, SC.
These are different transmissions with different requirements. I hope this helps out with some of the confusion on this.
The 5 elements are:
1) Booking Party name and address
2) Foreign port of unlading (explained above)
3) Place of delivery (city of final destination)
4) Ship to name and address
5) Commodity HTSUS number
www.artemus.us
There seems to be some confusion between reporting FROB (foreign cargo remaining onboard), T&Es (transportation and exportation) and I.E.s (immediate exportation) entries when it comes to the security filings. They are all reported the same. That is they have 5 elements that are required instead of the usual 10.
The difference between FROB cargo and cargo moving on a T&E or I.E. is that the FROB cargo never discharges the vessel at a U.S. port and therefore is only reported with a foreign port of discharge when filing in AMS. When reporting cargo on a T&E or I.E. in AMS, you report it under a U.S. port of discharge because the goods physically come off the vessel. They just aren't cleared by a customs broker under a consumption entry because the goods will not be sold or consumed in the U.S.
In the case of the T&E, the goods are moved through the U.S. overland to cross the border either into Canada or Mexico where they will be sold or consumed there. Sometimes they discharge one vessel and move overland to another coast to load a different vessel and go via ocean to a foreign country. Therefore the T&E is the inbond entry that will be filed with customs at the port of entry to allow the goods to leave the port to move inland without a consumption entry being filed. The T&E will note the foreign destination of the goods and customs will clear out the T&E at the border crossing or the port of exit. In the case of the I.E., the goods never leave the port of entry but still discharge the vessel. Instead of moving away from the port, the goods are loaded onto another vessel and sent foreign again. The I.E. will note the foreign destination and customs will clear the I.E. at the port of entry where the goods came in.
When reporting the 5 elements to customs on this type cargo, you must report the foreign port of unlading. This includes the foreign port that the T&E and I.E. cargo is destined to, not the U.S. port of unlading that is reported in AMS. That seems to confuse alot of users that they must show the U.S. port of unlading for the security filings but they do not.
Example #1: A shipment loads a vessel in Antwerp, Belgium that is discharging in Norfolk, VA. The goods are being moved inbond on a T&E to Montreal, Canada. The T&E will be cleared at the border in Buffalo, NY by customs. For the security filing you will show Montreal, Canada as the foreign port of unlading, not Norfolk, VA. For AMS you will show port of unlading as Norfolk, VA.
Example #2: A shipment loads a vessel in Liverpool, U.K. and discharges in New York. A T&E is issued to move the goods inland to the west coast port of Seattle, WA. where the goods load another vessel for destination Kobe, Japan. For the security filing you will report Kobe, Japan as the foreign port of unlading, not New York.
Example #3: A shipment loads a vessel in Lisbon, Portugal and discharges in Charleston, SC. An I.E. is issued to load the goods on another ship to send them to their destination in Montevideo, Uruguay. The security filing will show Montevideo, Uruguay as the foreign port of unlading, not Charleston, SC.
These are different transmissions with different requirements. I hope this helps out with some of the confusion on this.
The 5 elements are:
1) Booking Party name and address
2) Foreign port of unlading (explained above)
3) Place of delivery (city of final destination)
4) Ship to name and address
5) Commodity HTSUS number
www.artemus.us
Monday, June 28, 2010
Import Security Filing - US Customs Bonds
Myth becoming a legend.......so many clients, importers especially, come to me and say, I cannot get my broker to do the ISF filing for me because they tell me I have to get a bond. They say it is required. How come I did not have to have a bond to file an AMS or ABI filing? Well, because a broker and an AMS filier live by different requirements. First of all, to make any filing, AMS, ABI or ISF, a bond is required. At a minimum, the bond is required by the company who is filing the information on behalf of another. So, let's say an Importer used to use a broker to do all import filings for them, that was ok, before because the broker had a license and a bond to cover them in cases where they needed it. For an ISF filing, the broker is requiring the bond, not US Customs. US Customs requires the FILIER to have a bond. A broker has a bond but chooses not to use it. In the case of an AMS Filing, the filier has a bond and that bond is also good to use for ISF Filings. Since the ISF filing and the AMS filing are similar...in data sets and in the overall purpose of the filing (an informational filing only) than the bond the AMS filier uses, they also use to cover the ISF filing they make on behalf of their clients.
Bottom line is that there are SO MANY options to getting your Import Security Filing done, a broker is not the only option and in most cases, is not the cheapest and the most cost effective option for an importer or a forwarder. If you want more information and proof of the above, just let us know and we can help. 100+ plus customers in 17 countries will vouch for what is written above....
www.artemus.us
Bottom line is that there are SO MANY options to getting your Import Security Filing done, a broker is not the only option and in most cases, is not the cheapest and the most cost effective option for an importer or a forwarder. If you want more information and proof of the above, just let us know and we can help. 100+ plus customers in 17 countries will vouch for what is written above....
www.artemus.us
Thursday, June 24, 2010
Let's Get Started - Importing Cargo into the US
Are you an importer, forwarder or carrier? If so, requirements are different. Simply put, without someone "in the know" or with previous experience, this will be a search for WALDO. Today, let's first bring up National Security. For all import cargo coming into the US, even if it is staying on a carriers ship or air freight, all cargo details MUST be given to US Customs before it loads at its origin point overseas. Yep, all details..then, each shipment requires an Import Security Filing, and Automated Manifest Filing and a Customs Broker Entry. All of these can be done by the importer or by using a variety of other partners. Tune in tomorrow for more details on each.
By for now...
www.artemus.us
By for now...
www.artemus.us
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