Shippers Pressed to Prepare for Japan's 24-Hour Rule
Port of Tokyo
Shippers of containerized cargo to Japan, be forewarned: the Japanese version of the U.S. 24-hour advanced manifest rule, first implemented following the 9-11 attacks, will soon be going into effect. This means that after March 8, 2014, shipments that don’t contain the needed information in shipping instructions will be rejected for loading by customs authorities.
“Japan is following the lead of the U.S., Canada, and the European Union in requiring advanced submission of shipping details for security screening prior to cargo loading on board the vessel at origin. This move is well underway around the world and we can expect that this will be the norm for all trading nations within the next few years,” said Bryn Heimbeck, president of Trade Tech. The European 24-hour advanced manifest rule came into effect on Dec. 31, 2010, and applies to all 27 EU member states. The original U.S. rule took effect in late 2002 and was the first of several major anti-terrorism policies aimed at containerized cargo that were implemented in the years following 9-11.
Maersk Line on Dec. 12 posted an advisory saying from the beginning of February, it will start sending notices if shipments’ shipping instructions have not been submitted per “JP24” compliance requirements. The rule will be applicable to all Maersk shipments, as well as that of other carriers, as of March 8. Maersk said shipping instructions will need to be submitted prior to the container yard (CY) cutoff at the load port. “Late submission or missing Shipping Instructions will result in Customs rejecting the cargo to be loaded,” Maersk said.
Maersk will be adhering to the ruling both in its collection of information from beneficial cargo owners and in enforcement of the requirement that NVOCCs file their own AFR in conjunction with their bills of lading.
In a departure from European Union rules, Japan will require NVOCCs to file documents in compliance with the Advanced Filing Requirement for each of their house bills of lading so the identity of the shipper and consignee cannot be concealed. And, unlike in the U.S. and Canada, there will not be a “carrier option” for filing. NVOCCs will need to make their own filing arrangements, Heimbeck said.
Shippers and consignees are expected to gain from the spread of advanced manifest rules, in the following way: The governments of major trading nations are requiring standardized data sets and early and complete submission of shipping information. “This has been a major missing component in the effort to gain visibility of the supply chain globally,” Heimbeck said.