FAQ UE Regla de 24 Horas - (ENS) Declaración de Entrada

Todas las mercancías introducidas en el territorio aduanero de la Unión Europea, independientemente de su destino final, deberán estár amparadas por una Declaración de Entrada  (ENS). Por ejemplo: Las mercancías descargadas en puertos de la Unión Europea (incluye la carga de transbordo), así como también la carga FROB (Foreign Cargo Remaining in Board), es decir aquella que permanece a bordo del buque durante las operaciones en puertos europeos.

Cargo originated from EU will not need an ENS unless it will exit the EU territory and re-enter it again. For instance, if a shipment is originated from Valencia (Spain) and directed to Genoa (Italy) but the vessel will call Casablanca (Morocco) during its journey, then also for this cargo ENS will need to be filed before re-entering in Italy.
Please also remember: Great Britain is not part of EU, but Northern Ireland will still be considered as part of EU territory.

ENS is mandatory for all cargo bounded to the EU or transshipped in an EU port, so also the above case is included. Also, FROB (Foreign Cargo Remaining on Board) cargo must get filed with EU customs.

Buyer/seller data must only get filed with EU Customs if the cargo is destined to an EU country. House level data is mandatory for all the movements, including transshipment, FROB cargo with a destination outside the EU or EU to EU when the vessel is calling for a non-EU port in-between EU ports.

Generally, the vessel operator bringing the goods into the customs territory of the European Union is obliged to lodge an ENS.
In case of vessel sharing agreements such as The Alliance or other long term contractual agreements, the B/L issuing ocean carrier is responsible for the timely electronic transmission of the ENS.
However, with regards to upcoming new requirements under ICS2, when the maritime carrier does not have all legally required particulars of the ENS because its customer did not share them, those elements are to be filed by the person who holds them.

ICS2 is introducing a new filing concept. A maritime carrier can file a full ENS data set with Customs or a partial data set. A full data set comprises of:
a) Data elements of a straight B/L plus buyer and seller data or
b) Data elements of the master B/L plus house level data plus buyer and seller data
Prerequisite is that the customer will share all data elements required for a full ENS with the carrier in advance in the shipping instruction.
If this is not the case the carrier and other parties of the supply chain will have to file partial ENS. E.g., the carrier will only file the straight B/L data, but buyer/seller data is either filed by the freight forwarder, EU consignee or the importer. Or the carrier can only file the master B/L data, but house level and buyer/seller data are sent to customs by other parties (multiple filing concept). In this scenario our customer must provide us with the EORI (Economic Operator Registration + Identification) number of the the self-filer (called supplementary declarant in the EU reg.).

For deep-sea containerized shipments, i.e., from Americas or Asia to the EU, the ENS, no matter whether full or partial, all parts of the ENS must be lodged at least 24 hours prior to commencement of loading in each non--EU load port.

The ENS is submitted via the ICS2 Shared Trader Interface (STI) and addressed to the Member State responsible for the Customs Office of First Entry (first port of call in the EU).  

The EU security regulation has changed considerably. The EU is now asking for more data elements then before. Under ICS1 there was no house level data filing required, but this will be implemented now, actual shipper and ultimate consignee (name, address and EORI if one was assigned to the party) must be filed with customs e.g. But there is also the requirement for  buyer and seller data. As mentioned above all the data elements can be filed in a full ENS by the maritime carrier or if they were not shared with the carrier by the freight forwarder in partial ENS by different parties in the supply chain. Besides, a six-digit HS code must be provided together with an accurate and complete cargo description, before it was either four-digit HS code or cargo description.

Yes, according to the rules’ customer can file House BL data by himself. In such case the EORI number of the company filing the data must be communicated to HL.

The ICS2 Release 3 will go live on June 3, 2024. However, maritime carriers were allowed to request their National Customs Authority for a later deployment window, and therefore, we can confirm that Hapag-Lloyd will start lodging Entry Summary Declarations (ENS) into ICS2 from mid of October 2024.

Yes, for freight forwarders who intend to arrange their own house level filing in the future, the deployment window will start on December 4, 2024, and ends on April 1, 2025.

Yes, we will offer filing your house level and buyer/seller data provided you will send us all data required. Until December 3, 2024, though, ENS will be deemed complete if we file master or straight B/L data only.

• Six-digit HS code plus accurate and complete cargo description
• EORI of the Consignee established in the EU (if an EORI was assigned to this party) otherwise, full address including street name, postal code, city and country name
  
• CUS code for harmless and DG chemicals (if included in ECICS/ European Customs Inventory of Chemical Substances)
• UCR number (if available)

• House level data such such as shipper + consignee in house B(s)/L and their EORI if it has been assigned, place of acceptance, place of delivery, packaging, seal no., UN no. if DG, gross weight excl. container tara
• Buyer/seller data if cargo destined to the EU
• In case the customer does not want to share house level and/or buyer/seller data with us we require the EORI number of the supplementary declarant / party filing the data with Customs

No, ICS2 is a security manifest rule, information must be provided to EU Customs 24 Hours before commencement of loading.

Yes, they can be found here.

Generalmente es posible, sin embargo en casos aislados, la solicitud de enmienda puede ser rechazada por la Aduana.

Todas las ENS se ven afectadas tras la notificación de que un "International Diversion" ha sido reconocido por la oficina aduanal original, en éste caso ninguna ENS puede ser enmendada posteriormente.

A diferencia de U.S.A. (AMS), la regulación de la UE no requiere una transmisión dual, ni la presentación de remitente ni destinatario final. Es suficiente la transmisión del Master B/L (que expide la naviera), aún si el embarcador y consignatario se trata de un freight forwarder/NVOCC.

Es necesario presentar la Declaración de Entrada - ENS desde los puertos de U.S.A. ante la Aduana en Tarragona, que es el primer puerto de entrada en la UE. Además deberá presentarse una segunda Declaración de Entrada ante la Aduana en Piraeus para la carga previamente cargada en U.S.A. Para la mercancía cargada en Tarragona, Malta y Haifa deberá presentarse por lo menos dos horas previas a la llegada a Piraeus.

La decisión sobre las sanciones es tomada de acuerdo a la legislación aduanal de cada Estado miembro. Hasta el momento no se precisa información  por parte de alguno.

No importa si el contenedor, incluso un contenedor refrigerado se embarca en buques a granel. El límite para la transmisión de la carga contenerizada es 24 horas antes de la operación de carga. No es importante el tipo de embarcación, sino si la carga es contenerizada o a granel.

NO, EORI is an unique number valid across the whole EU territory. If EORI was obtained from UK in the past (before leaving EU) - that specific number will not be valid anymore.
If EORI was obtained in Northern Ireland, this can still be used.

Si el consignatario con base en la UE cuenta con el estatuto de AOE (OEA - Operador Económico Autorizado), el incluir el número de EORI proporciona una forma más sencilla a las Aduanas para determinar si la carga en la Declaración ENS es controlada por un consignatario AOE. Un embarque de un consignatario AOE puede recibir una puntuación de riesgo menor.

Sí, se optó por una solución interna, ya que nuestro actual sistema necesita pocas mejoras, hay menos interfaces y se espera tener un mínimo de problemas técnicos. La etapa de pruebas ha empezado con Bélgica, la certificación con la Aduana alemana se llevó a cabo en agosto y las pruebas con otros estados miembros de la UE están bajo investigación.

Debido a que la regulación de la UE no requiere la presentación del embarcador original ni del consignatario final, Hapag-Lloyd supone que los freight forwarders/NVOCCs no están interesados en realizar la transmisión en lugar de la naviera, siendo ésta legalmente responsable de la oportuna presentación de la ENS. 

La confirmación de reserva de Hapag-Lloyd (E-Mail, fax e EDI) incluirá, a su  debido tiempo un indicador aduanero (Customs Indicator).

Sí, el cierre documental se realizará de acuerdo al procedimiento habitual de 24 horas, aproximádamente 72 horas (excepto fines de semana)  previas al inicio de la carga. La información precisa será estipulada en la confirmación de reserva a su debido tiempo.

Sí, será necesario a fin de cumplir con la regulación de la Unión Europea.

Comunicaremos esta información al cliente lo antes posible. Normalmente lo realizaremos vía telefónica y/o e-mail.

La implementación de un cargo de documentación de manifiesto segura (Security Manifest Documentation - SMD) para la carga con destino a países de la Unión Europea se encuentra actualmente en discusión. Se dará más información a su debido tiempo.

Por favor contacte a la oficina de ventas de su localidad.