CBP says internal and external government reviews have concluded more complete advance shipment data would produce even more effective and more vigorous cargo risk assessments than the initiatives already in place.

Importers
For shipments other than those consisting entirely of foreign cargo remaining on board (FROB) or goods intended to be transported in-bond as an immediate exportation (IE) or transportation and exportation (T&E), the following 10 additional data elements would have to be provided. The manufacturer (or supplier) name and address, country of origin and commodity HTSUS number would have to be linked to one another at the line-item level.

• The name and address of the entity that last manufactures, assembles produces or grows the imported commodity or the name and address of the supplier of the finished goods in
  the country from which the goods are leaving; in the alternative, the name and address of the manufacturer (or supplier) that is currently required by U.S. import laws, rules and regulations (this is the information that is used to create the existing manufacturer identification number for entry purposes).
• The name and address of the last known entity by whom the goods are sold or agreed to be sold or, if the goods are to be imported otherwise than pursuant to a purchase, the name and address of the owner of the goods.
• The name and address of the last known entity to whom the goods are sold or agreed to be sold or, if the goods are to be imported otherwise than pursuant to a purchase, the name and address of the owner of the goods.
• The name and address of the first deliver-to party scheduled to physically receive the goods after they have been released from customs custody.
• The name and address(es) of the physical location(s) where the goods were stuffed into the container or, for breakbulk shipments, the name and address(es) of the physical location(s) where the goods were made “ship ready.”
• The name and address of the party who stuffed or arranged for the stuffing of the container or, for breakbulk shipments, the name and address of the party who made or arranged to make the goods “ship ready.”
• The Internal Revenue Service number, Employer Identification Number, Social Security Number or CBP-assigned number of the entity liable for payment of all duties and responsible for meeting all statutory and regulatory requirements incurred as a result of importation; for goods intended to be delivered to an FTZ, the IRS number, EIN, SSN or CBP-assigned number of the party filing the FTZ documentation with CBP.
• The IRS number, EIN, SSN or CBP-assigned number of the individual(s) or firm(s) in the U.S. on whose account the merchandise is shipped.
• The country of manufacture, production or growth of the article, based on U.S. import laws, rules and regulations.
• The duty/statistical reporting number under which the article is classified in the HTSUS (the HTSUS number is required to be provided to the six-digit level but may be provided up to the 10-digit level).
  
  

For shipments consisting entirely of FROB or goods intended to be transported in-bond as an IE or T&E, the following five additional data elements would have to be provided.

• The name and address of the party who is paying for the transportation of the goods.
• The port code for the foreign port of unlading at the intended final destination.
• The city code for the place of delivery.
• The name and address of the first deliver-to party scheduled to physically receive the goods after they have been released from customs custody.
• The duty/statistical reporting number under which the article is classified in the HTSUS.

Carriers
CBP is proposing to require carriers to submit the following information.

• Vessel Stow Plan – A vessel stow plan is used to transmit information about the physical location of cargo loaded aboard a vessel. CBP would have to receive the stow plan for vessels transporting containers and/or breakbulk cargo no later than 48 hours after departure from the last foreign port. For voyages less than 48 hours in duration, the stow plan would have to be received prior to the vessel’s arrival at the first port in the U.S. Bulk carriers would be exempt from this requirement for vessels exclusively carrying bulk cargo. The vessel stow plan would have to include standard information relating to the vessel and each container and unit of breakbulk cargo laden on the vessel. Vessel information would have to include vessel name (including International Maritime Organization number), vessel operator and voyage number. With regard to each container or unit of breakbulk cargo, the information would have to include the container operator and equipment number, size and type, if the cargo is containerized; stow position; Hazmat-UN code; port of lading; and port of discharge.
• Container Status Messages – Carriers would be required to submit container status messages daily for certain events relating to all containers laden with cargo that are destined to arrive within the limits of a port in the U.S. by vessel. Specifically, carriers would have to submit a CSM when any of the following events occurs, provided the carrier creates or collects a CSM in its equipment tracking system reporting that event.
• The booking relating to the container is confirmed.
• The container undergoes a terminal gate inspection.
• The container arrives or departs a facility.
• The container is loaded on or unloaded from a conveyance.
• The container departs from or arrives at a port.
• The container undergoes an intra-terminal movement.
• The container is ordered stuffed or stripped.
• The container is confirmed stuffed or stripped.
• The container is shopped for heavy repair.
  
  Each CSM submitted would have to include the event code being reported, the container number, the date and time of the event being reported, the status of the container (empty or full), the location where the event took place and the vessel identification associated with the message.
  
  Because it may be cost beneficial for some carriers to transmit all CSMs, rather than those relating only to containers destined to the U.S. or only to the required events, CBP is proposing to allow carriers to transmit such “global” CSM messages. However, carriers who transmit CSMs other than those required by the proposed rule would be authorizing CBP to access and use the data they include.

The complete proposed rule is available at the link below or by contacting the AFI office.