Changes to Sea Cargo Reporting (Ocean Bill of …...consigned to the freight forwarder; • There is...
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Changes to Sea Cargo Reporting (Ocean Bill of Lading) Phase 2 Background Customs has re-examined the way in which Ocean Bills of Lading (OBOL) numbers are used to create associations between sea cargo reports in the Integrated Cargo System (ICS). The ICS requires shipping companies to lodge cargo reports based on OBOL for space leased on a vessel carrying import cargo into Australia. Where shipping companies lease space to freight forwarders; these freight forwarders submit cargo reports based on house bill of lading (HBOL) information. The freight forwarder may issue HBOLs to the final recipient of the goods, or further sub-let space to other freight forwarders. HBOL cargo reports are linked to OBOL cargo reports by the matching of key identifiers contained within both types of reports. These identifiers need to be identical to achieve a match. These are vessel Id, voyage number, container number (where applicable) and OBOL. Failure to achieve a match results in cargo being impeded or the rejection of the cargo report by the ICS. PHASE 1 Phase 1 of the OBOL changes, implemented in mid-May 2006, removed the need to provide an identical OBOL number when reporting lower level bills as criteria for obtaining clearance for containerised cargo (reported as FCL at the OBOL level). Where a lower level cargo report is submitted and the quoted OBOL cargo report cannot be found in the system, the ICS will attempt to match and link the lower level bill to an OBOL using the container number and vessel Id/voyage number details provided within the HBOL cargo report. In Phase 1, this process only occurs when the OBOL cargo report has been submitted by the relevant shipping line, prior to the submission of the HBOL cargo report by the freight forwarder. Phase 2 of the OBOL changes will allow the ICS to accept HBOL cargo reports prior to the OBOL cargo report and will link these reports even if the OBOL numbers quoted on the reports do not match. PHASE 2 CHANGES The Phase 2 changes will accept an OBOL cargo report submitted after the HBOL cargo report with the same vessel/voyage/container, even if the OBOL numbers do not match. Upon receiving this OBOL cargo report, the ICS will look for existing HBOL cargo reports with the same vessel/voyage/container and link these to the OBOL cargo report. If this OBOL cargo report is later withdrawn, the derived OBOL number on the HBOL cargo report will remain, but the derived OBOL number will be followed by a red “W”. Currently, if an OBOL cargo report is submitted after an HBOL cargo report for the same vessel/voyage/container, and the OBOL numbers don’t match, this OBOL cargo report will be rejected by the ICS. This often requires the freight forwarder to withdraw their HBOL cargo report and for both the freight forwarder(s) and shipping company to resubmit their respective cargo reports. In addition, these changes will allow Underbond Movement Requests and Sea Cargo Outturns to be submitted or amended quoting either the OBOL number quoted on the OBOL cargo report or on the HBOL cargo report.
Transcript of Changes to Sea Cargo Reporting (Ocean Bill of …...consigned to the freight forwarder; • There is...
Changes to Sea Cargo Reporting (Ocean Bill of Lading) Phase 2
Background Customs has re-examined the way in which Ocean Bills of Lading (OBOL) numbers are used to create associations between sea cargo reports in the Integrated Cargo System (ICS). The ICS requires shipping companies to lodge cargo reports based on OBOL for space leased on a vessel carrying import cargo into Australia. Where shipping companies lease space to freight forwarders; these freight forwarders submit cargo reports based on house bill of lading (HBOL) information. The freight forwarder may issue HBOLs to the final recipient of the goods, or further sub-let space to other freight forwarders. HBOL cargo reports are linked to OBOL cargo reports by the matching of key identifiers contained within both types of reports. These identifiers need to be identical to achieve a match. These are vessel Id, voyage number, container number (where applicable) and OBOL. Failure to achieve a match results in cargo being impeded or the rejection of the cargo report by the ICS. PHASE 1 Phase 1 of the OBOL changes, implemented in mid-May 2006, removed the need to provide an identical OBOL number when reporting lower level bills as criteria for obtaining clearance for containerised cargo (reported as FCL at the OBOL level). Where a lower level cargo report is submitted and the quoted OBOL cargo report cannot be found in the system, the ICS will attempt to match and link the lower level bill to an OBOL using the container number and vessel Id/voyage number details provided within the HBOL cargo report. In Phase 1, this process only occurs when the OBOL cargo report has been submitted by the relevant shipping line, prior to the submission of the HBOL cargo report by the freight forwarder. Phase 2 of the OBOL changes will allow the ICS to accept HBOL cargo reports prior to the OBOL cargo report and will link these reports even if the OBOL numbers quoted on the reports do not match. PHASE 2 CHANGES The Phase 2 changes will accept an OBOL cargo report submitted after the HBOL cargo report with the same vessel/voyage/container, even if the OBOL numbers do not match. Upon receiving this OBOL cargo report, the ICS will look for existing HBOL cargo reports with the same vessel/voyage/container and link these to the OBOL cargo report. If this OBOL cargo report is later withdrawn, the derived OBOL number on the HBOL cargo report will remain, but the derived OBOL number will be followed by a red “W”. Currently, if an OBOL cargo report is submitted after an HBOL cargo report for the same vessel/voyage/container, and the OBOL numbers don’t match, this OBOL cargo report will be rejected by the ICS. This often requires the freight forwarder to withdraw their HBOL cargo report and for both the freight forwarder(s) and shipping company to resubmit their respective cargo reports. In addition, these changes will allow Underbond Movement Requests and Sea Cargo Outturns to be submitted or amended quoting either the OBOL number quoted on the OBOL cargo report or on the HBOL cargo report.
CONTAINERISED SEA CARGO REPORTING When an FCL OBOL cargo report is submitted to the ICS, the ICS will find all HBOL cargo reports for the same vessel/voyage/container (either FCL, FCX or LCL). If the OBOL numbers on the OBOL cargo report and HBOL cargo report(s) is the same, then the ICS will link these documents normally. If the OBOL numbers are different, the ICS will append the OBOL number from the OBOL cargo report to the HBOL cargo report and link these documents. Industry will still be required to continue to report the OBOL numbers provided on commercial documentation. Cargo reports may be amended or withdrawn, but unique cargo identifiers such as vessel Id, voyage number, OBOL number and HBOL number cannot be amended. If any unique cargo identifiers are required to be amended, the cargo report must be withdrawn and a new report submitted. Amendments to, or withdrawals of, HBOL cargo reports via EDI will be accepted only if the reported or derived OBOL number is quoted within the message. To clarify the matching process, there are a number of principles that will be applied when deriving an OBOL number for an HBOL cargo report:
• If two or more OBOL cargo reports with the same vessel/voyage/container exist in the ICS when a matching HBOL cargo report is submitted, the HBOL cargo report will be linked to the OBOL cargo report that was submitted first;
• If the linking of the HBOL cargo report to the OBOL cargo report will result in an impossible situation, such as an FCL HBOL cargo report becoming the child of an LCL HBOL cargo report, only the OBOL will only be derived for the HBOL cargo report that was submitted first; and
• An OBOL cargo report will not be linked to an HBOL cargo report with the same vessel/voyage/container if the transit indicators on the two documents are different (i.e., one cargo report is for transit cargo and the other is for import cargo).
SCENARIOS Scenario 1 (below) shows the system behaviour when:
• The freight forwarder reports one HBOL cargo report for an FCL container using an inaccurate OBOL number;
• The shipping company reports one OBOL cargo report for the FCL container consigned to the freight forwarder;
• There is no underbond move required as the container is to be delivered from the wharf.
Scenario 2 (below) shows the system behaviour when:
• The freight forwarder reports one HBOL cargo report for an FCL container using an inaccurate OBOL number;
• The shipping company reports one OBOL cargo report for the FCL container consigned to the freight forwarder, mistakenly quoting the incorrect OBOL number, so the OBOL cargo report is withdrawn, corrected and resubmitted;
• There is no underbond move required as the container is to be delivered from the wharf.
CONTAINERISED OUTTURNS Sea Cargo Outturns at the HBOL level must quote either the OBOL number reported within the HBOL cargo report or the OBOL number that was derived from the OBOL cargo report. The ICS will recognise either of these OBOL numbers if quoted on a Sea Cargo Outturn and will process as normal. Amendments to Sea Cargo Outturns will be allowed using either the reported or derived OBOL number. SCENARIOS Scenario 3 (below) shows the system behaviour when:
• The shipping company reports an OBOL cargo report for an FCL container consigned to a freight forwarder;
• The freight forwarder reports one HBOL cargo report for an LCL consignment in that container using an inaccurate OBOL number;
• The container is moved underbond from the wharf to a depot for deconsolidation • This depot submits a Sea Cargo Outturn report for the consolidation, quoting the
freight forwarder’s inaccurate OBOL number for the LCL line LINE LEVEL UNDERBOND MOVEMENTS Sea Cargo Underbond Movements at line level must quote either the OBOL number reported within the HBOL cargo report or the OBOL number that was derived from the OBOL cargo report. The ICS will recognise either of these OBOL numbers if quoted on a Sea Cargo Underbond Movement and will process as normal. Amendments to insert or delete a line within a Sea Cargo Underbond Movement will be allowed using either the reported or derived OBOL number. SCENARIOS Scenario 4 (below) shows the system behaviour when: • The freight forwarder reports an HBOL for an LCL container to the ICS using an OBOL
number different to that issued by the shipping company • The shipping company reports the OBOL sea cargo report to the ICS using their OBOL
number ..
• The container is moved underbond from the wharf to a depot for deconsolidation • An underbond movement request for a line within an LCL Container is submitted OUTBOUND MESSAGES There are no changes to Outbound Messages as a result of Phase 2 of the OBOL changes. ICS SCREEN CHANGES As a result of these changes there will be a number of changes to screens within the ICS Customs Interactive. Customs Interactive users will notice changes, detailed below, to the following screens:
• Sea Cargo Report View • Underbond Movements View & Underbond Movements Line View • Sea Cargo Outturn View
SEA CARGO REPORT VIEW SCREEN As per the OBOL Phase 1 changes, when an OBOL number is derived for an HBOL cargo report this OBOL number will be displayed as the “Ocean Bill of Lading” on the Sea Cargo Report View screen. If the OBOL cargo report is later withdrawn, the “Ocean Bill of Lading” on the Sea Cargo Report View screen will be updated with a red “W” to signify that the OBOL cargo report has been withdrawn.
If a new OBOL Sea Cargo Report is submitted, a new OBOL number will be derived, and this OBOL number will be displayed on the Sea Cargo Report View screen. UNDERBOND MOVEMENTS VIEW SCREEN OBOL Phase 1 allows underbond Movement Requests at the HBOL level to be reported quoting either the OBOL number from the HBOL or the derived OBOL number. OBOL Phase 2 will make a change to the Underbond Movements View screen that displays the OBOL number, whether it was derived and, if so, what the originally reported OBOL number is. The Underbond Movements View screen will show an asterisk (*) against the sea cargo report where the reported OBOL number is different to the derived OBOL number. The Ocean Bill column on this screen shows the derived number. When the cursor ‘hovers’ over the derived number with an asterisk, a pop-up text message will appear against it, showing the reported OBOL number.
The Underbond Movements View Line screen has also been updated to display both the reported and the derived OBOL number, in the “Reported Ocean Bill of Lading” and “Ocean Bill of Lading” fields respectively.
In addition, if the OBOL cargo report is later withdrawn, the “Ocean Bill of Lading” on the Underbond Movements View Line screen will be updated with a red “W” to signify that the OBOL cargo report has been withdrawn.
If a new OBOL Sea Cargo Report is submitted, a new OBOL number will be derived, and this OBOL number will be displayed on the Underbond Movements View and Underbond Movements View Line screens. SEA CARGO OUTTURN VIEW SCREEN OBOL Phase 2 will make a change to the Sea Cargo Outturn View screen that displays the OBOL number, whether it was derived and, if so, what the originally reported OBOL number is. The Sea Cargo Outturn View screen will show an asterisk (*) against the sea cargo report where the reported OBOL number is different to the derived OBOL number. The Ocean Bill column on this screen shows the derived number. When the cursor ‘hovers’ over the derived number with an asterisk, a pop-up text message will appear against it, showing the reported OBOL number.
The Sea Cargo Outturn Line View screen has also been updated to display both the reported and the derived OBOL number, in the “Reported Ocean Bill of Lading” and “Ocean Bill of Lading” fields respectively.
Further Information For more information on the changes to Sea Cargo Reporting (Ocean Bill of Lading) Phase 2 email [email protected] or phone 1300 558 099.
Scenario 1 The freight forwarder reports their HBOL cargo report to the ICS before the shipping company reports their OBOL cargo report to the ICS. There are no Customs or AQIS interventions.
When the ocean bill number reported in the freight forwarder cargo report does not match with the ocean bill number reported in the shipping company ocean bill.
Description of Business Scenario
The current system behaviour and result is:
The changed system behaviour and result is:
• Freight forwarder reports a House Bill of Lading (HBOL) for an FCL container to the ICS using an OBOL number different to that issued by the shipping company
• Shipping company reports the OBOL sea cargo report to the ICS using their OBOL number
• There is no underbond move as the container is delivered form the wharf
• The shipping company OBOL sea cargo report is rejected, because it is identified as a duplicate of the freight forwarder HBOL sea cargo report by the ICS;
• The freight forwarder must withdraw and resubmit their sea cargo report with the correct OBOL number;
• The shipping company must resubmit their sea cargo report
• The freight forwarder HBOL sea cargo report is accepted by the ICS;
• The shipping sompany OBOL sea cargo report is accepted by the ICS, and the derived OBOL for the freight forwarder HBOL sea cargo report is updated
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Scenario 2 The freight forwarder reports their HBOL cargo report to the ICS before the shipping company reports the OBOL cargo report to the ICS. The initial OBOL cargo report contains incorrect OBOL number, so it is withdrawn and resubmitted with correct the OBOL number. There are no Customs or AQIS interventions.
When the OBOL number reported in the freight forwarder cargo report does not match with the OBOL number reported in the shipping company OBOL cargo report, and the shipping company withdraws and resubmits their cargo report due to an incorrect OBOL number.
Description of Business Scenario
The current system behaviour and result is:
The changed system behaviour and result is:
• Freight forwarder reports an HBOL for an FCL container to the ICS using an OBOL number different to that issued by the shipping company
• Shipping company reports the OBOL sea cargo report to the ICS using their OBOL number
• Shipping company identifies an error with the OBOL number reported on their sea cargo report and withdraws the sea cargo report
• Shipping company corrects OBOL number and resubmits the OBOL sea cargo report to the ICS
• The shipping company OBOL sea cargo report is rejected, because it is identified as a duplicate of the freight forwarder HBOL sea cargo report by the ICS;
• The freight forwarder must withdraw and resubmit their sea cargo report with the correct OBOL number;
• The shipping company must resubmit their sea cargo report
• The freight forwarder HBOL sea cargo report is accepted by the ICS;
• The shipping company OBOL sea cargo report is accepted by the ICS, and the derived OBOL for the freight forwarder HBOL sea cargo report is updated
• The derived OBOL for the freight forwarder HBOL sea cargo report is updated with a red “W” to identify it as withdrawn
• The resubmitted shipping company OBOL sea cargo report is accepted by the ICS, and the derived OBOL for the freight forwarder HBOL sea cargo report is updated
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Scenario 3 The shipping company reports their Ocean Bill before the freight forwarder’s House Bill is reported, and the container is moved underbond to a depot for deconsolidation and outturn.
When the Ocean Bill number on the Sea Cargo Outturn does not match the Ocean Bill number quoted on the Ocean Bill Sea Cargo Report.
Description of Business Scenario
The current system behaviour and result is:
The changed system behaviour and result is:
• The shipping company reports an OBOL cargo report for an FCL container consigned to a freight forwarder;
• The freight forwarder reports one HBOL cargo report for an LCL consignment in that container using an inaccurate OBOL number;
• The container is moved underbond from the wharf to a depot for deconsolidation
• This depot submits a Sea Cargo Outturn report for the consolidation, quoting the freight forwarder’s inaccurate OBOL number for the LCL line
• Freight forwarder’s sea cargo report is accepted, and the correct OBOL is derived from the shipping company’s sea cargo report;
• The Sea Cargo Outturn is accepted, but the LCL consignment is identified as surplus
• Freight forwarder’s sea cargo report is accepted, and the correct OBOL is derived from the shipping company’s sea cargo report;
• The Sea Cargo Outturn links to the LCL consignment and status is generated correctly
Scenario 4 The freight forwarder reports their HBOL cargo report for an LCL container to the ICS before the shipping company reports their OBOL cargo report. An underbond movement for a single line within the container is received after a deconsolidation underbond movement is submitted. This results in the underbond movement request linking to the HBOL cargo report. The initial HBOL cargo report contains incorrect OBOL number, which results in the underbond movement and the HBOL cargo report needing to be withdrawn and resubmitted with correct OBOL number. There are no Customs or AQIS interventions.
When a HBOL cargo report for an LCL container is received before an OBOL cargo report and the OBOL numbers within both cargo reports do not match and an underbond movement is received to move a single line within the LCL container.
Description of Business Scenario
The current system behaviour and result is:
The changed system behaviour and result is:
• The freight forwarder reports an HBOL for an LCL container to the ICS using an OBOL number different to that issued by the shipping company
• Shipping company reports the OBOL sea cargo report to the ICS using their OBOL number
• The container is moved underbond from the wharf to a depot for deconsolidation
• An underbond movement request for a line within an LCL Container is submitted
• The freight forwarder HBOL sea cargo report is accepted by the ICS;
• The shipping company OBOL sea cargo report is rejected, because it is identified as a duplicate of the freight forwarder HBOL sea cargo report by the ICS;
• The underbond movement for deconsolidation and the single line movement is accepted.
• The freight forwarder must withdraw their underbond movement request and their sea cargo report and resubmit both transactions with an OBOL number that will match the OBOL cargo report when lodged;
• The shipping company must resubmit their sea cargo report
• The freight forwarder HBOL sea cargo report is accepted by the ICS;
• The shipping company OBOL sea cargo report is accepted by the ICS, and OBOL number from the OBOL cargo report is derived OBOL for the freight forwarder HBOL sea cargo report is updated
• The underbond movement for deconsolidation is accepted and the underbond movement for the single line is accepted and can quote the OBOL Number quoted within either the OBOL cargo report or the HBOL cargo report.
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