When thinking about in bond, keep 2 things in mind.  

1. cargo that is in the united states has an existing bill of lading registered in the CBP system.  Therefore much of the detail already exists for Customs.  
   
2. FTZ and CBW are like a foreign country.  When cargo is arrived at an FTZ or CBW the bill of lading that it was entered on is closed.  Therefore, in order for it to move beyond that location, a new “bill of lading” has to be issued, and is done so during the QP request process.
   

• Direct (traditional) In Bond – Ocean/Air Carrier
  

• Only header page is required.
  
• Mode = what is the mode of the previous carrier
  
• Load port = origin of cargo
  
• U.S. arrival/discharge = port/location of discharge
  
• U.S. Dest= customs clearance location OR export location for IE/TE
  
• Conveyance name not required for Air
  
• Flag not required for Air
  
• MBL = Air or Ocean carrier bill.  Customer must have the MBL bill number with correct SCAC (Or 3 digit ICAO code for Air)
  
• HAWB = only used for air, but not mandatory
  
• In Bond Carrier – Who is requesting the in bond authorization
  
• Dest. Facility – where will the bonded cargo be delivered
  
• Several types of reference numbers can be included, but only for printing purposes.
  

• Subsequent – Truck/Rail.  Cargo has been moved to its current location under a previous in bond.
  

• Only header page is required
  
• Previous in bond must be in arrived status
  
• Mode = how was the previous in bond carried
  
• Load port = origin of cargo
  
• Previous In Bond 
  
• In Bond Number = in bond number being issued for this request
  
• *U.S. arrival/discharge = the implementation guide states that this must be the arrival port of the previous inbond.  Practice/paper says this is the location of the border crossing where the cargo entered the U.S.  Still waiting for clarification from CBP on this.
  
• Conveyance Name = Free form trucking or r ailroad company Name
  
• Voy/Ftl/Trip Number = Not required for Truck/Rail
  
• Flag = Not required for Truck/Rail
  
• Master bill number = The master bill number referenced on the previous inbond
  
• HAWB = not currently valid for Truck/Rail
  

• FTZ/CBW Withdrawal – Truck/Rail/Air(?) – Keep in mind that this is now creating a new bill of lading for CBP.  This data only references details related to the move out of the FTZ/CBW
  

• Mode – can be selected but not validated for this type of in bond
  
• Load Port = 
  
• In Bond  Number= in bond number being issued for this request
  
• FTZ/CBW check box = must be flagged in order to have addn’l details sent with the transmission
  
• U.S. arrival/discharge = This is the Port code/Schedule D associated with the current FTZ.
  
• Voy/Flt/Trip = FTZ/CBW must have at least 1 character, assigned by the filer
  
• Master B/L number = prefix can be FIRMS code of current location in lieu of SCAC.  B/L number as assigned by filer
  
• In Bond Carrier = FIRMS or SCAC code of the current location of the cargo
  
• Items/Container which also includes the Shpr/Cnsee/Notify party and the Marks & Descriptions must also be completed for an in bond request for withdrawal from FTZ/CBW, just like a bill of lading.
  
• Additional notes can be added and will print on the In Bond form, if selected.
  

Common Errors – 

212 – INVALID PREVIOUS DEST PORT 

*”When the previous in-bond is provided and the In-bond Entry Type is 63, the U.S. Port of Destination must equal the actual Destination Port of the previous In-bond.”  

This is what we are waiting on CBP for clarification of.

- “When the previous in-bond is provided and the In-bond Entry Type is 61 or 62, the U.S. Port of Destination cannot equal the Destination Port of the previous In-bond.”  

Many times cargo may be moving from the ocean port to the airport or visa versa.  2 codes have to exist as the Airport code is not the same as the port code. i.e., 

136 - INVALID ISSUER CODE

“Issuer Code of Master Bill of lading data element is not valid”

In the past, customers have simply farmed out their QP in bonds to a broker and have no idea what information is required or how to interpret information in their paper work.  This one has come up because the user did not or could not identify the SCAC or ICAO code of the carrier.  One solution could be to use CBQ and look up the previous in bond to see if the Bill of lading comes up with the result.  I have had to have the user send me a copy of their documentation to see if I could figure it out for them.

040 – BILL NOT ON FILE

Pretty self explanatory, and I have used CBQ to confirm.  User must verify the bill number.