Charlotte, N.C.-based trade compliance software developer. Integration
Point offers a Web-enabled product
called “Global Classification” that
allows a supplier in, say, Singapore to
populate the site with product information for a colleague in the United
States to review and determine the
appropriate classification, according
to Irmen.
A new world order
The new compliance world is already
taking shape. On Jan. 26, U.S.
Customs and Border Protection
launched its “Importer Security
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Filing” program, commonly known as the
“ 10 + 2” rule. The name derives from the
additional data sets required of importers
and carriers— 10 data sets from importers
to be submitted to CBP at least 24 hours
before the cargo is laden aboard a vessel,
and two additional sets from ocean carriers to be filed no later than 24 hours prior
to a ship’s arrival at a U.S. port.
The rule calls for a one-year phase-in,
during which time CBP will not impose
any fines or penalties for non-compliance.
That’s a good thing, experts say, because
most of the supply chain is not ready to
meet the requirements.
The ISF program does not apply to
international air freight, the primary
mode of transportation for electronics.
Still, recent improvements in ocean transit times and delivery precision are
prompting many electronics importers to
at least begin serious discussions about
shifting goods to the sea. At that time,
10 + 2 would become a reality for those
companies.
The electronics supply chain is “not
aware of the full impact of what is
required” by the rule, says Magnus, who
spent 18 years at CBP and whose clients
include consumer electronics companies,
some of which ship by vessel. She adds
that importers will need to renegotiate
supplier contracts to mandate that product information required by CBP is accurate, complete, and available to the
importers at the time they need to file.
Though the 10 + 2 rule may not yet be
on the consumer electronics industry’s
radar screens, what is front and center is
a federal law requiring, effective Feb. 3,
the screening of half of all domestic and
international shipments loaded into the
bellies of passenger aircraft. Companies
are struggling both with confusing regulations administered by the
Transportation Security Administration
and a hard-and-fast deadline that many
were not prepared for.
For example, there are TSA-approved
“certified cargo screening facilities” in 18
cities, where cargo will be screened before
it reaches the airport, thus taking some of
the pressure off the airlines to perform the
service. Once cargo has been screened by
either a shipper or freight forwarder at a
