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Reliable transport to the United States on the transatlantic lane.
Exporting to the United States means working with a customs system that wants the data before the goods move, not when they arrive. Two obligations decide whether an ocean shipment works: the Importer Security Filing, transmitted to US customs before loading, and an importer of record holding a valid customs bond. Without the second, the goods do not enter, however well they were carried.
In the United States an import is made in the name of an importer of record, who is answerable for classification, declared value and duty. That party must hold a customs bond. There are two forms:
| Single entry bond | Continuous bond | |
|---|---|---|
| Coverage | One shipment | All imports over twelve months |
| When it fits | Occasional shipment | From a few shipments a year upwards |
| Process | Issued for every consignment | Obtained once, then used |
| Operational risk | A delay in issuance stops that shipment | None while it remains in force |
A foreign seller wanting to deliver DDP must either find a way to appear as importer or rely on a structure that does so. It is the same knot that appears in many other markets, described on our DDP import solutions page.
For ocean shipments US customs requires the ISF, also known as 10+2: ten data elements from the importer and two from the carrier. The deadline is at least twenty-four hours before the container is laden aboard the vessel at the foreign port — not before arrival.
The consequences of a late or incomplete ISF are concrete: monetary penalties, cargo not being loaded, and more frequent examination of subsequent shipments. This is where the chain breaks most often, because it requires commercial data to be final days before departure — while in many companies the invoice is closed at the last minute.
ISF applies to ocean freight. Air and road have their own advance filing obligations, but the principle is identical: the data travels ahead of the goods.
For years shipments up to 800 dollars entered the United States duty free with minimal formality. That exemption has been suspended: goods arriving by means other than the international postal network now follow an ordinary entry procedure, with full data and compliance obligations.
For anyone who sold into the US in small split consignments this is not a marginal change: the model that made that channel economical no longer exists. The calculation should be redone against consolidated shipping and storage at destination.
It is the advance data filing US customs requires for ocean shipments: ten elements from the importer and two from the carrier, hence the name 10+2. It is transmitted before loading at the foreign port.
At least twenty-four hours before the container is laden aboard the vessel at the port of departure. The deadline is tied to loading, not arrival, which is why commercial data has to be final before the goods move.
Monetary penalties are provided for and, in practice, the container may not be loaded. Subsequent shipments by the same party are also examined more frequently.
Yes, the importer of record must hold a valid customs bond. A single entry bond covers one shipment, a continuous bond covers twelve months of imports: from a few shipments a year upwards the latter is usually both cheaper and safer on timing.
Only if it can act as importer of record or rely on a structure that assumes that role, with the corresponding bond. This is not a contractual detail: without an importer, the goods do not enter.
No. The low-value exemption has been suspended for goods arriving by means other than the international postal network; an ordinary entry procedure with full data applies. Anyone working on split consignments should redo the calculation.
The leading digits are harmonised internationally, but the full US line follows the HTSUS tariff and must be verified per product. Duty, obligations and which agencies have jurisdiction all follow from that line.
Pickup and delivery locations, tariff code, dimensions, weight and number of packages, nature of the goods, the Incoterms rule and who will act as importer of record. For dangerous goods, also the UN number and class.
The main drivers are the transport mode (full load, groupage, container, Ro-Ro or air), the cargo’s weight, volume and stackability, the pickup and delivery addresses, the Incoterm, whether the goods are dangerous, and seasonal demand. Customs clearance and insurance scope also affect the total, so a firm price is given once the cargo details are shared.
Let us settle the importer before we talk about vessels. Bond, ISF, classification and delivery term are all built on that answer.
Edora Global Trade is an Istanbul-based freight forwarder and customs broker that ships goods between Turkey and United States by road, sea and air, with customs handled on both sides.
It works with companies only and replies to quote requests within 24 working hours.
We manage shipments to United States end to end with the services below. Each one includes customs clearance and document follow-up, for companies only.
Container (FCL/LCL) and project cargo shipments.
Fast air freight for time-critical and high-value cargo.
Import, export and transit customs procedures.
End-to-end, duty-paid door-to-door delivery.
Paperwork, certificates and foreign trade consultancy.
Share your pickup point and cargo details and we will come back shortly with a clear quote.