The City of Minneapolis owns, and River Services Inc. operates the Port of Minneapolis Bulk-Loading Dock to ship grain and other dry bulk commodities like coal, feed products, and coal. A four-tank grain elevator at the rear of the Dock has total capacity for 300 thousand bushels. One surface rail track on the bank merges with seven tracks that serve the Port of Minneapolis terminal at the rear of the Dock. With total capacity for 150 rail cars, the trackage connects with the CP Rail System. The Port of Minneapolis Bulk-Loading Dock has berthing distance of 122 meters (400 feet) with alongside depth of 2.7 meters (9 feet).
Automated Export System AES Stands for “Automated Export System” and is the system by which the US Department of Commerce, Bureau of the Census gathers statistical information regarding US Exports. USCBP also uses the AES data for export control purposes. The information is known as EEI, or Electronic Export Information – data previously submitted via an SED, or Shipper’s Export Declaration. AES is required as an United States export regulation. Non-compliance will result in fines and penalties from the U.S. government. We regrettably cannot load your cargo on the intended vessel without the reference, which could result in application of additional charges of a $200 per container shifting fee plus applicable demurrage charges. Special Requirements: Pallets or Pallet as a package type is not accepted as a manifested unit of measure for Exports, transhipment and freight remains on board for the United States, Canada and Puerto Rico. Placard and marking placement for rail cargo moving in North America must have placards affixed to the container 5 feet above the bottom rail.
Diversion Requests Complete our online form HERE to submit a request to change the destination on any shipment already in transit. Transport Certificates Transport Certificates can be requested by emailing email@example.com.
Business Anti-Smuggling Coalition (BASC) While not a member of BASC, which is a program meant for port and terminal operators and shippers overseas, the Maersk Group actively promotes this program by encouraging our suppliers and service providers to participate, and by co-sponsoring seminars with U.S. Customs and Border Protection at overseas locations to combat contraband smuggling.
When a shipment reaches the United States, the owner, purchaser, or designated licensed customs broker (i.e. the importer of record) must file entry documents for the goods with the port director at the goods’ port of entry. To legally enter the U.S., imported goods must arrive within the port of entry, delivery of the merchandise must be authorized by CBP, and estimated duties must be paid. The importer of record is responsible for the arrangement of examination and release of the goods. Items on the banned list are: Agricultural Commodities (milk, fruits, vegetables, tobacco, livestock, etc.) Arms, Ammunition, Explosives, and Implements of War Certain Consumer Products (household appliances, industrial equipment, toys, etc.) Electronic Products (Radio Frequency Devices, radiation products) Food, Drugs, Cosmetics, and Medical Devices) Conflict Diamonds Gold, Silver, Currency, Stamps Pesticides, Toxic and Hazardous Substances Textiles, Wool, and Fur Counterfeit Products Wildlife and Pets Obscene, Immoral, or Seditious Matter Artifacts A license or permit from the responsible agency may be necessary to import: • alcoholic beverages • animal and animal products • certain drugs • firearms and ammunition • fruits, nuts • meat and meat products • milk, dairy, and cheese products • plants and plant products • poultry and poultry products • petroleum and petroleum products • vegetables
Within 15 calendar days of the date that a shipment arrives at a U.S. port of entry, entry documents must be filed at a location specified by the port director. These documents are: Entry Manifest or Application and Special Permit for Immediate Delivery or other form of merchandise release required by the port director, Evidence of right to make entry, Commercial invoice or a pro forma invoice when the commercial invoice cannot be produced, Packing lists, if appropriate, Other documents necessary to determine merchandise admissibility. Commercial invoice A commercial invoice should include the following: US port of entry Contact information of Purchaser, Vendor, & Shipper Detailed description of merchandise (including country of manufacture) Piece count of each product (quantities & measures) Cost per item and currency All charges relating to the shipment including packaging, shipping charges Date of purchase The invoice must be in English or accompanied by an accurate English translation Surety (Bond) All imports must be accompanied by a bond in order to ensure the payment of any duties, taxes, or fees relating to import. A bond can be purchased through a US based surety company or your selected Customs Broker There are 2 types of customs bond: Annual Bond – This is the most common and cost effective bond as it covers all imports for 1 year. A bond covering an amount of $50,000.00 USD will cost between $400.00 – $450.00 USD. Larger bonds can be purchased as well extensions of a smaller bond. Single-Entry Bond – Single entry bonds are most often used when importers do not expect to receive more than 5-10 per year and cost about 5% of the value of the shipment
U.S Customs & Border Protection “10 + 2 Initiative” In addition to the current data elements specified under the 24-Hour Rule, U.S. Customs and Border Protection (CBP) proposes to require an additional set of data elements 24 hours prior to vessel loading. Ten data elements are to be submitted by importers or their agents by a yet to be determined system. Among the options being discussed are the AMS [Automated Manifest System], and ABI [Automated Broker Interface – a U.S. Customs Broker clearance system]. The following 10 data elements were selected because of their probative value and because of their ready availability in current logistics processes. They include: Manufacturer name and address Seller name and address Container stuffing location Consolidator name and address Buyer name and address “Ship to” name and address Importer of record number Consignee number Country of origin of the goods Commodity Harmonized Tariff Schedule number In addition to the data elements outlined above, CBP will require ocean carriers to provide two additional data sets to complete the security filing: Vessel Stow Plan Provided to U.S. Customs by the vessel operator after vessel leaves the last foreign port, before it arrives in U.S. This will allow CBP to check each container stowed on the vessel against the containers which have been manifested to meet the 24 hour rule to ensure all cargo has been reported. Stow Plan Container Status Messages Container Status Messages (CSM’s) Container movements from the time a container is associated with a U.S. booking, until container gates out for delivery. For more information, visit the Security Filing (10+2) page.