Customs Bond for Vessel Agents: Requirements, Risks, and How to Avoid Delays

If you’re a vessel agent handling U.S. port calls, you’ve probably had this nightmare scenario play out: the cargo’s ready, the paperwork is mostly in, but Customs throws up a wall—because there’s no bond on file. Now the clock is ticking, the vessel’s burning time at berth, and your client is looking at you for answers.

Customs bonds aren’t some back-office checkbox you can breeze past. They’re one of the most misunderstood—and most mission-critical—parts of shipping into or through the U.S.

And here’s the truth: the more vessels you handle, the more risk you’re carrying if you don’t have a clean system to manage bonds, entries, fees, and filings. This post lays out exactly what you need to know about Customs bond management—no fluff, no legalese. Just straight answers, real risks, and the tools that help you keep everything in order.

What Is a Customs Bond?

Let’s start with the basics. A Customs bond is a financial guarantee to U.S. Customs and Border Protection (CBP). It says, “If the importer doesn’t pay their duties, taxes, or fees—we will.”

Here’s why that matters to you as a vessel agent: Every time you move imported merchandise into the U.S. customs territory, there needs to be a bond in place. It doesn’t matter if it’s duty-free or taxable—CBP still wants that guarantee.

The bond exists for one reason: CBP doesn’t trust that importers will always pay up. And they shouldn’t. Plenty of companies delay payment, file incorrect entries, or go under before settling up. So the government requires a third party—the surety company—to guarantee payment of duties taxes and fees.

Important takeaway: If there’s no bond, there’s no clearance. No clearance means cargo doesn’t move. And when cargo doesn’t move, your phone rings—and it’s never good news.

6 Common Types of Customs Bonds

Not all bonds are built the same—and picking the wrong one can hold up an entire operation. CBP assigns each bond an activity code, and each serves a specific legal purpose under U.S. customs regulations.

Below are the types of Customs bonds vessel agents and their clients are most likely to encounter. Some you’ll handle directly. Others, you’ll just need to verify are in place.

1. Activity Code 1: Import Bond

The most common bond in shipping. If you’re handling commercial shipments valued at $2,500 or more, this is likely the bond in play. It covers all customs entries, duties, taxes, and fees related to the import of imported merchandise into U.S. customs territory.

This can be issued as a:

• Single entry Customs bond: Good for one shipment, one transaction. Better for low-volume importers.
• Continuous bond: Covers multiple imports for 12 months. Required if you regularly file entries or use programs like Importer Security Filing (ISF), foreign trade zones, or drawbacks.

If your clients are frequent importers, and you’re still filing single entry? You’re probably wasting money and time.

2. Activity Code 2: Custodian of Bonded Merchandise Bond

Used when someone is physically storing or moving bonded goods. Think of bonded warehouse operators or carriers moving freight under bond between ports. If your vendors fall into this category, this bond must be active.

3. Activity Code 3: International Carrier Bond

This is required for international carriers—airlines, NVOCCs, or vessel operators—moving cargo into the U.S. It guarantees that the carrier complies with CBP regulations, files the necessary documents, and pays any fees or duties taxes due on the cargo.

If you’re coordinating movements for a steamship line or managing single shipments for a charter, you need to confirm this bond is current.

4. Activity Code 4: Foreign Trade Zone Bond

Used by operators or users of a foreign trade zone. Since FTZs allow storage or manufacturing of imported goods without immediate duties payment, this bond guarantees CBP gets their money if anything leaves the zone improperly.

5. Activity Code 5: Public Gauger Bond

Applies if your client works with an independent inspector measuring and sampling imported merchandise on behalf of CBP. If your cargo gets inspected or measured as part of Customs clearance, this bond ensures accurate reporting.

6. Activity Code 1a: Drawback Bond

Covers payment guarantees when clients seek reimbursement for duties taxes and fees on goods that were imported but later exported or destroyed.

These are common in manufacturing scenarios. If you’re handling cargo that enters temporarily and is later exported, make sure this bond is part of the process.

Every bond serves a different function—and CBP tracks them by activity code. The key is knowing when a bond is required, which one applies, and whether a continuous Customs bond or single transaction bond makes the most sense. It’s not just about filing—it’s about avoiding clearance delays, surprise fees, or worse, full-on job failures.

Who Is Responsible for the Bond?

Here’s where things get murky—and where vessel agents often get dragged into responsibilities they didn’t officially sign up for.

Legally, the principal on the bond—the one ultimately liable for payment of duties, taxes, and fees if something goes wrong—is almost always the importer of record. That’s the company bringing the goods into the U.S., and their name is what shows up on the paperwork.

But let’s be real: in practice, the importer is often your client, and they expect you, the vessel agent, to “take care of it.” And unless the responsibility for the bond is clearly defined and documented, that gray area becomes your problem real fast.

Here’s the trap: clients assume you’re checking their bond status. You assume they’ve got it handled. Nobody checks. The vessel arrives. CBP flags the shipment. Suddenly, everyone’s pointing fingers—and your name is on the ops email chain.

For vessel agents who also handle regulatory compliance and inspections, understanding port state control procedures can help prevent delays tied to documentation and bond-related issues.

How to Get a Customs Bond

Getting a bond isn’t rocket science—but it’s not something you want to guess your way through either. One wrong number or missing detail can jam up a shipment, trigger extra scrutiny, or worse, delay a vessel already burning fuel at berth.

Here’s how the process typically plays out, whether you’re the one managing it or just making sure your client’s on top of it:

Step 1: Start With a Customs Broker or Surety Company

Unless you’re already knee-deep in CBP filings every day, don’t try to handle this solo. A Customs broker or licensed surety company will walk you through which types of Customs bonds apply to the shipment and how CBP views your client’s risk profile.

If your client imports frequently, their broker probably already has a continuous bond on file. But if they’re using a new entity, bringing in an unusual shipment, or haven’t imported in over a year? You need to confirm what’s on record—or get one set up.

Brokers work with surety companies to file the bond electronically with CBP, using the Automated Commercial Environment (ACE) system. This creates a unique bond number linked to the importer and type of bond issued.

Step 2: Fill Out a Bond Application

The bond application itself is fairly straightforward but requires specifics:

• Legal business name and tax ID of the importer
• Contact info and broker’s license (if using one)
• Expected frequency and value of shipments
• What kind of goods are being imported (some trigger extra duties or compliance checks)
• Whether the bond is for a single transaction or continuous use

This is also where you clarify what activity code applies—whether it’s a standard import bond (Activity Code 1), foreign trade zone bond, drawback bond, or international carrier bond. This also applies if you’re submitting ENOAD filings—check out our blog on ENOAD submission to learn more.

Pro tip: If the application is being submitted for a continuous bond, it also needs to include the Importer of Record (IOR) number, usually the importer’s EIN (Employer Identification Number) or a CBP-assigned number.

Step 3: Determine the Bond Amount

Here’s where people either under-insure and get flagged—or overpay unnecessarily.

For a single entry Customs bond, the bond amount must equal the full value of the shipment plus all duties, taxes, and fees. If the goods are subject to additional import duties (like anti-dumping or countervailing duties), those must be included in the calculation.

For a continuous bond, the minimum bond amount is $50,000, but CBP often requires more if:

• The annual duties, taxes, and fees paid exceed $50,000
• The importer participates in high-risk programs or handles sensitive goods
• There are prior maritime compliance issues or revoked bonds on record

CBP reviews bond sufficiency based on a formula that looks at historical import volumes and the total duties paid over a 12-month period. If that number grows, CBP may issue a notice requiring a larger bond—and you’ll have to file a new application.

The best brokers run a bond sufficiency check quarterly or monthly to make sure their client’s bond keeps pace with changing volumes. If your client imports sporadically or seasonally, this could be critical.

Step 4: Underwriting and Approval

Once the application is submitted, the surety company evaluates the financial risk of backing the importer. This is underwriting, and it’s where approvals can hit delays if:

• The business is new or has no import history
• The importer has poor credit or open claims
• The volume of imports seems unusually high for the size of the business

If approved, the surety bond is filed electronically, and CBP issues a confirmation. Your client receives the bond number, which becomes part of every Customs entry they file.

If declined or delayed, you’ll need to work with your broker to either adjust the bond type, reduce the bond amount, or offer additional financial backing (like collateral or a co-signer).

Bonds aren’t hard to get when you plan ahead. But if you’re scrambling to file a bond the night before cargo arrives, you’re asking for trouble. CBP doesn’t process things on your schedule, and sureties definitely don’t work weekends.

As a vessel agent, you don’t need to file the bond yourself. But you do need to confirm it exists, verify it’s current, and make sure it matches the shipment. Because when the cargo’s stuck at the terminal, nobody’s blaming the broker—they’re calling you.

Key Questions Vessel Agents Should Always Ask

As a vessel agent, when clearance stalls or paperwork’s wrong, you’re the one everyone calls. That’s why your job isn’t just to move vessels—it’s to keep jobs from falling apart over missed details. And that starts with asking the right questions before anything moves.

Here’s what should be on your checklist for every import-related port call:

1. Who’s the Importer of Record?

This should never be a guess. You need the legal entity name—registered with CBP—not just the company that emailed you. The Importer of Record is the one Customs holds liable for entries, duties, taxes, and fees. Get it in writing early, especially if there are multiple parties involved.

2. What Type of Bond Is Active—and What’s the Activity Code?

You’ll want to confirm not only that a Customs bond exists, but that the right one is in place. Is it a continuous bond or single entry? Is it an import bond, an international carrier bond, a foreign trade zone bond, or something more specific like a drawback bond? The activity code defines how CBP applies the bond—if it doesn’t match the job, clearance can be held up.

3. Is the Bond Sufficient Based on the Shipment?

A bond from last year might still be active, but that doesn’t mean it’s enough. CBP checks bond sufficiency against the total value of current imports. If your client’s volumes have increased—or this shipment is unusually high-value—their bond amount might fall short. When that happens, the job stops cold until they file a new one.

4. Has the Bond Been Filed in ACE and Linked Correctly?

Even if the bond is valid and sufficient, it has to be filed correctly in the Automated Commercial Environment system. That means it’s linked to the right Importer of Record, with the correct unique bond number and activity code. If their broker missed a step, it won’t show up on CBP’s radar—and your vessel sits.

5. Do You Have the Backup Ready in Case CBP Asks?

CBP won’t always give notice. If they flag a shipment, they may want to see the bond documentation immediately. That includes the bond application, the issuing surety company, the filing date, and the fees paid. If you’re relying on inbox searches or outdated shared folders—good luck finding it under pressure.

When you’re using Base, that backup is already tied to the job—clean, timestamped, and accessible within seconds. No scrambling. No finger-pointing. Let’s look into more about Base’s capabilities.

How Base Helps with Customs Bond Management

Let’s get this part clear: Base doesn’t replace your broker or act as a surety. But we do the part that most vessel agents screw up: we help you manage everything around the bond.

Here’s what Base gives you:

• One-click access to bond info for each port call
• Centralized records for all customs entries, POs, and approvals
• Timestamped logs showing fees paid, vendor charges, and documentation trail
• A system of record for imported merchandise, vendor rates, and charges

And when things get dicey—like a last-minute documentation request from CBP—you can pull everything up in 5 minutes instead of spending 5 hours combing through emails. We’ve seen agents get flagged during an audit and respond in minutes. Everything was in Base, linked to the job, clean, accurate, and ready to go.

Want to see how Base handles documentation? Here’s a look at how our digital statement of facts keeps everything organized and audit-ready in just a few clicks.

Conclusion on Customs Bonds

For Customs Bonds, you don’t need to memorize the CBP handbook, but you do need to know the basics: Who’s responsible? What bond applies? Is it current, correct, and sufficient? Because when cargo gets stuck, invoices pile up, and clients are losing money by the hour—guess who they’re calling?

Here’s the reality: delays tied to bond issues almost always come back to whoever was “managing the job.” If you didn’t confirm the bond—or worse, assumed someone else did—you could be on the hook for standby charges, storage fees, or even full liability if it spirals.

Get ahead of it. Ask the right questions. Keep your documentation tight. And use a system like Base that tracks all your customs-related documents, jobs, fees, and approvals so you’re never left scrambling when CBP wants proof.

Key Takeaways

• Customs bonds are mandatory for most commercial imports, especially shipments over $2,500.
• There are multiple types of Customs bonds—know which one fits your shipment.
• A continuous bond is best for regular importers; a single entry bond works for one-time jobs.
• CBP uses activity codes to define bond use, so you must choose correctly.
• Base helps manage documents, bond records, and Customs paperwork without chasing down inboxes.

Frequently Asked Questions