Daxuyaniyên Gumrikê yên Fransî: Sîstema DELTA Çawa Dixebite
Pêşkêş
Every container that enters France from outside the European Union eventually meets the same digital gatekeeper. Whether the cargo is a 40-foot box of consumer electronics landing at Le Havre, a pallet of spare parts arriving by air at Paris-Charles de Gaulle, or a small parcel headed to a customer in Lyon, the formal conversation with French customs happens inside a family of online services known as DELTA. If you ship goods to France, or use France as an entry point to the wider European market, understanding how DELTA works is no longer optional knowledge reserved for customs brokers.
The last eighteen months have been unusually eventful. France retired its older clearance applications in favour of a new platform called DELTA IE, switched off the paper single administrative document for imports, went through a nationwide slowdown in January 2026, launched a new phase of its transit system, and then layered on a series of low-value parcel measures that changed the economics of cross-border e-commerce. As of late October 2026, a harmonised European handling fee for small consignments is about to arrive on 1 November, which makes this a good moment to take stock.
This guide explains in practical terms what DELTA is, how an import declaration moves through it, how duties and VAT are calculated, what changed for small parcels, how to cope when the system misbehaves, and how a forwarder such as Topway Shipping fits into the process. It is written for importers, e-commerce sellers and logistics managers who want to avoid surprises at the French border.
What DELTA Is and Why France Rebuilt It
DELTA stands for Dédouanement En Ligne par Traitement Automatisé, which translates roughly as online customs clearance through automated processing. It is the umbrella name for the electronic services operated by the French customs administration, the Direction générale des douanes et droits indirects, usually shortened to DGDDI. Anything that a trader needs to declare to French customs, from a routine import to a transit movement, is expected to flow through one of these applications.
For years the French system was a patchwork. DELTA G handled traditional cargo declarations, DELTA X served express operators, and separate modules dealt with exports and transit. That structure no longer matched the Union Customs Code, which pushes every member state toward harmonised data requirements and interconnected national systems. The French answer is DELTA IE, where the I stands for import and the E for export. According to the French customs administration, the import side transposes two European IT projects: the National Import Systems Update, which brings national clearance systems up to Union Customs Code standards, and Centralised Clearance at Import, which allows national systems to talk to each other so that goods can be declared in one member state while being released in another.
The practical consequence is that the old paper-style declaration disappears. Instead of a single form, a customs declaration in DELTA IE is understood as a structured set of data elements exchanged electronically. French trade press reported that import declarations became fully dematerialised once the new service took over from DELTA G, ending the long life of the single administrative document that generations of customs clerks knew by heart.
The DELTA Family at a Glance
Although DELTA IE is the headline application, several other services remain in daily use, each with its own scope. The table below summarises how they divide the work as of October 2026.
| Bikaranînî | What it handles | Pozîsyona niha |
| DELTA IE (import) | Standard import declarations for goods of any value, including those needing preferential origin treatment, restrictions or excise handling | Main import system; replaced DELTA G and DELTA X for import flows |
| DELTA IE (export) | Export declarations based on the EU Automated Export System, linked to exit confirmation through the SDS service | In production since late 2025; replaces DELTA G and DELTA X for export |
| DELTA H7 | Simplified declarations for B2C consignments with an intrinsic value of 150 euros or less | Still active, but B2B flows have been excluded since 1 July 2026 |
| DELTA T | Transit declarations under the New Computerised Transit System | Phase 6 live since 2 February 2026 |
| DELTA G and DELTA X | Legacy clearance applications | Usable only in narrow contingency situations, not for routine filing |
How the Rollout Unfolded
The migration was gradual and, at times, bumpy. In a note dated 27 June 2025, French customs reported that 47,782 import declarations had been filed in DELTA IE during the week of 16 to 22 June, representing 13.7 percent of all import declarations in that period. Most of those early declarations were simple flows, with 86 percent of cargo declarations filed under customs procedure 40, the standard release for free circulation. The authorities kept DELTA G and DELTA X available beyond the end of June 2025, but only for situations where a blockage was clearly caused by a fault in DELTA IE, and they warned that filing in the old systems would eventually stop once the new service stabilised.
The sequence of events since then matters for anyone reconstructing why a particular shipment behaved the way it did. The table below lists the milestones that most often come up in conversations with brokers and carriers.
| Date | werçerxaneke |
| 27 June 2025 | French customs sets out the switching strategy from 1 July 2025 and limits use of DELTA G and DELTA X to DELTA IE fault situations |
| 2025 | DELTA IE export component and the SDS exit-tracking service go into production |
| 15 heta 22 Çile 2026 | Nationwide slowdown after an update to the import system; customs confirms resolution on 22 January |
| 2 February 2026 | DELTA T Phase 6 launches after a postponement from 26 January |
| 1 Adar 2026 | France introduces its national small parcel tax on H7 declarations |
| 20 April 2026 | The ELO logistics envelope becomes mandatory for goods crossing the Channel |
| 2 June 2026 | New versions of DELTA IE and SDS released |
| 1 Tîrmeh 2026 | EU flat customs duty of 3 euros applies; French small parcel tax repealed; B2B flows barred from H7 |
| 28 Îlon 2026 | SI Brexit version 7.7.1 lets operators flag a DELTA outage inside the ELO |
| 1 November 2026 | European handling fee for small distance-selling consignments expected to start |
Getting Ready Before You File Anything
A clean declaration starts well before anyone opens DELTA. The first requirement is an EORI number, the Economic Operators Registration and Identification number that identifies a trader in all customs dealings across the Union. For French companies it takes the form FR followed by the nine-digit SIREN. French customs has also been moving various authorisations from the establishment-level SIRET to the company-level SIREN, and a note published in April 2026 explained that several remaining authorisations, such as approved exporter and approved consignee, would complete that change during 2026 and 2027. If your company holds one of those authorisations, check that your records line up.
Overseas sellers who want to act as importer of record face a heavier lift. They need their own EORI, they generally need a VAT registration in the country of import, and they often need a fiscal representative. Many Chinese exporters therefore prefer a delivered-duty-paid arrangement in which a forwarder or broker handles the importer role on their behalf. That can work well, but only if the party named on the declaration actually has the authority and the financial capacity to carry the duty and VAT liabilities.
The second decision is representation. Under the Union Customs Code, a declarant can be the importer itself or a customs representative. A direct representative acts in the name and on behalf of the importer, while an indirect representative acts in its own name, which makes it jointly liable for the debt with the importer. Brokers differ in what they offer, so it is worth confirming in writing which model your broker uses, because it affects who customs will pursue if a duty reassessment arrives months later.
Documents come third. French customs will rarely ask for all of them at once, but the declaration is only as good as the paperwork behind it, and a physical or documentary check can arrive without warning.
| Belge | Çima ew girîng e |
| Fatûra bazirganî | Establishes the transaction value, the parties, the Incoterm and the description of the goods; discrepancies with the declaration are a leading cause of queries |
| Navnîşa pakkirinê | Supports weights, package counts and marks, and helps customs match the declaration to the physical cargo |
| Bill of lading an rêyên hewayî | Proves the contract of carriage and links the declaration to the safety and security filing |
| Freight and insurance evidence | Needed to build the customs value when transport costs are not on the invoice |
| Certificate of origin or origin statement | Required to claim preferential tariff treatment where an agreement applies |
| Product certificates and licences | Needed for regulated goods such as electrical items, toys, food têkelî materials or restricted products |
Regular importers should also look beyond the basic setup. French customs offers a range of simplifications and authorisations for traders with stable volumes and a good compliance record, from deferred payment arrangements that postpone the cash outlay for duty, to authorised economic operator status that signals reliability to customs authorities in several jurisdictions. These facilities are not handed out automatically, and the application process demands evidence of sound record keeping, but for a business clearing dozens of shipments a month the savings in time and working capital can be substantial.
Finally, classification and valuation deserve real attention. The first six digits of a tariff code follow the international Harmonized System, while the European TARIC database adds further digits that determine the duty rate and any special measures. Customs offers an online tariff search through its professional portal, but searching is not the same as classifying. A product description that looks obvious to a seller can map to several headings depending on materials, function and presentation, so complex goods are worth discussing with a broker before the first shipment, not after the first query.
An Import Declaration, Step by Step
The flow below describes a typical full-value commercial shipment cleared in DELTA IE. Individual cases vary, especially when special procedures, excise goods or licences are involved, but the basic rhythm is the same.
Step One: The Safety and Security Filing
Before cargo even arrives, an entry summary declaration must reach the European security system known as ICS2. This filing is made by the carrier and, depending on the supply chain, by other parties such as forwarders handling house-level data. It is separate from the customs declaration, and it feeds the risk analysis that decides whether a consignment attracts attention on arrival. A missing or inaccurate filing at this stage can produce a hold long before anyone talks about duty.
Step Two: Arrival, Presentation and Temporary Storage
When the vessel or aircraft arrives, the goods are presented to customs and usually enter temporary storage at a terminal or approved warehouse. Port community systems at major gateways such as Le Havre and Marseille-Fos exchange status messages between carriers, terminals and customs. The declaration can be lodged once the goods are presented, or earlier as an anticipated declaration, in which case a presentation notification must follow so that customs knows the cargo has actually arrived.
The cost of this stage is easy to underestimate. Terminal free time is limited, and demurrage and storage charges start to accumulate whether or not the declaration has been accepted. Filing early and accurately is therefore as much a cost-control measure as a compliance one.
Step Three: Lodging the Declaration
The declarant submits the data set electronically, including the importer and declarant identities, the commodity code, origin, customs value, currency, Incoterm, weights, package details and the customs procedure requested. Procedure 40 covers release for free circulation and consumption. Procedure 42 is used when goods are imported VAT-free because they will be moved on to another member state in an intra-Union supply. Choosing the wrong one is not a cosmetic error, because it changes how VAT is treated and what proof you must keep.
Supporting documents can be attached electronically or held in the declarant’s records, depending on the arrangement. French customs has confirmed that automated checks and deductions tied to the single window for official controls, which already worked in DELTA G when documents were dematerialised, continue to apply in the new import service.
Step Four: Risk Analysis, Channels and Release
Once accepted, the declaration goes through automated risk analysis. The outcome determines how much human attention the shipment receives, and it is the moment when well-prepared declarations pull ahead of sloppy ones.
| Netîce | Çi dibe | What the declarant should do |
| serbestberdana otomatîk | No intervention is required and the goods are released once duties are settled | Arrange pickup promptly to avoid storage charges |
| Kontrolkirina belgeyan | Customs asks for supporting papers before deciding | Respond quickly with the invoice, origin proof and any licences |
| Kontrola fizîkî | Goods are directed to inspection, sometimes with scanning or unloading | Coordinate with the terminal and expect additional handling costs and delay |
| Rejection or error message | The system refuses the declaration because of a data problem | Correct the data and resubmit; if the system itself is unresponsive, retry before escalating |
Duties and import VAT are then settled. Since 2022, VAT-registered importers in France can use VAT self-assessment on import, meaning the VAT is reported on the periodic VAT return instead of being paid in cash at the border, which materially improves cash flow for regular importers.
One strategic question deserves a mention here: where should the goods be cleared at all? A container discharged at Le Havre does not have to be declared in France, and a container discharged at Rotterdam or Antwerp can be cleared in France if the importer and the broker arrange it correctly. The centralised clearance work behind DELTA IE exists precisely to make such cross-border arrangements smoother in the long run. For now, the safe approach is to decide the place of clearance deliberately, before booking, because it determines which customs administration reviews the declaration, which VAT number is used and how the onward trucking or rail leg is documented.
Corrections After Release
Mistakes found after the fact are not unusual. French customs has published guidance on both the rectification and the invalidation of declarations in DELTA IE, and the rules differ depending on whether goods have been released and on whether the correction changes the amount of duty. As a rule of thumb, the sooner you spot an error, the simpler and cheaper the fix, and voluntary correction is generally viewed more favourably than an error discovered in an audit.
Calculating What You Will Owe
French customs duty is based on the customs value, which under the CIF principle consists of the price of the goods plus freight and insurance up to the point of entry into the Union. VAT is then calculated on that customs value plus the duty, using the French rate that applies to the product, which is most commonly 20 percent, with reduced rates of 10 percent and 5.5 percent for certain categories. The example below uses an assumed duty rate of 4 percent, purely for illustration, so please do not treat it as the rate for any specific product.
| Pêve | Amount in euros |
| Goods price | 10,000.00 |
| Barkirina navneteweyî | 700.00 |
| sîgorteya | 150.00 |
| Nirxa gumrikê (CIF) | 10,850.00 |
| Customs duty at an assumed 4 percent | 434.00 |
| Bingeha VAT (nirxa gumrikê û baca) | 11,284.00 |
| Baca VAT ya îtxalkirinê ji sedî 20 e | 2,256.80 |
| Tevahî baca û VAT | 2,690.80 |
The Incoterm in the sales contract decides who is responsible for all of this, and mismatches between the commercial deal and the customs reality cause more friction than almost any other issue. A buyer who thinks a shipment is delivered duty paid and a seller who thinks it ends at the destination terminal will meet at the worst possible moment: when the consignee is asked to pay before collecting the goods.
| Incoterm | Who handles French import clearance, duty and VAT |
| EXW, FCA, FOB | The buyer arranges and pays for main carriage, import clearance, duties and VAT |
| CFR, CIF | The seller pays main carriage, but import clearance, duties and VAT remain with the buyer |
| DAP | The seller delivers to the named place; the buyer clears the goods and pays duty and VAT |
| DDP | The seller takes responsibility for import clearance, duty and VAT, which requires a compliant importer of record in the destination country |
Two further variables can change the result significantly. The first is origin: if the goods qualify under a trade agreement, a preferential duty can apply, but only with the right proof. The second is trade defence: certain products of Chinese origin are subject to anti-dumping or countervailing duties at the EU level, and these can dwarf the ordinary tariff. Checking TARIC for the exact commodity code, before the purchase order is signed, is one of the cheapest forms of risk management available.
Shippers moving goods from China have an additional reason to be careful. The long transit time of ocean freight means that rules can change between the date a purchase order is placed and the date the goods arrive. A product that was duty-free under the old low-value regime when it left Shenzhen may be subject to the flat duty by the time it reaches a French consumer, and a container booked under one set of H7 assumptions may need to be declared in DELTA IE under another. Reviewing the regulatory position at the moment of shipping, and again before arrival, is a habit that pays for itself.
Low-Value Parcels in 2026: H7, the 3 Euro Duty and What Comes Next
No part of the French system has changed faster than the treatment of consignments worth 150 euros or less. For years these parcels enjoyed an exemption from customs duty and were cleared through the simplified DELTA H7 service, paying only VAT. That arrangement has now been taken apart in stages.
France moved first. From 1 March 2026 it applied a national small parcel tax of 2 euros per item category on goods in low-value consignments cleared under H7, collected separately from customs duty and VAT. At the European level, a temporary flat customs duty of 3 euros per category of articles in a parcel was then introduced on 1 July 2026 for goods valued at 150 euros or less sold at a distance by non-EU traders. The French government announced that its national tax would be suspended from that date, and customs documentation describes it as repealed on 1 July 2026.
The July change also altered how declarations are filed. Under the French customs guidance, all flows cleared in DELTA H7, apart from certain categories such as consignments between private individuals, became subject to the flat duty regardless of the VAT scheme chosen. From 1 July, business-to-business shipments can no longer be cleared in H7 and must go through DELTA IE. Consignments of restricted or prohibited goods, excise products such as alcohol and perfumes, and B2C goods that could benefit from preferential agreements are also directed to DELTA IE. A credit number became mandatory in H7 from the same date.
Sellers registered in the Import One-Stop Shop scheme should pay attention to how their data flows back to them. During the period when the French small parcel tax applied, customs announced that it would send monthly extracts of H7 declaration data to IOSS-registered persons, listing the declaration number, the declarant identifier and the amount of tax prepaid, so that sellers could reconcile what had been charged. Even though that particular tax has now been repealed, the principle is likely to persist: the party that collects VAT or fees at the point of sale is expected to keep clean records that match what customs sees.
| Pîvan | Date | di çarçoveya |
| French small parcel tax | 1 Adar heta 30 Hezîran 2026 | 2 euros per item category on H7 declarations for France, Monaco and certain overseas departments; repealed on 1 July 2026 |
| EU flat customs duty | Ji 1 Tîrmeh 2026 | 3 euros per category of articles in parcels of 150 euros or less sold at a distance by non-EU traders; temporary measure |
| B2B exclusion from H7 | Ji 1 Tîrmeh 2026 | Business-to-business flows must be cleared in DELTA IE |
| Xerca destgirtinê ya YE | Expected 1 November 2026 | Fee on small distance-selling consignments to help fund customs processing; details still being clarified |
The next shift is days away. French government communication states that a European management fee for small distance-selling consignments will apply from 1 November 2026, with details still to be clarified, and several advisers expect the amount to be around 2 euros per parcel. Sellers who ship to French consumers should confirm with their carrier or broker exactly how that fee will be collected, because the lesson of the March and July changes is that the fee can be charged to the recipient at delivery if nobody has arranged otherwise, and that is a quick way to generate refused parcels and bad reviews.
Exports and Transit: DELTA IE Export, SDS and DELTA T
Although most readers of a France-focused guide care about imports, the export and transit sides of DELTA affect forwarders who consolidate cargo across Europe. The export component of DELTA IE is based on the European Automated Export System and replaced the former export functions of DELTA G and DELTA X. It supports standard declarations, amendment, invalidation and the handling of customs controls, and it works alongside the SDS service, which tracks the physical exit of goods from the Union so that the exporter can justify a VAT exemption.
Transit is a separate story. DELTA T implements the European transit system and, since the launch of Phase 6 on 2 February 2026, it includes a new obligation for goods entering the security area through a French office. The carrier or declarant must send a presentation notification, message IE117, to the first point of entry, and the system rejects non-compliant notifications with message IE058. The change was originally scheduled for 26 January and was postponed by a week, which is a good reminder that implementation dates in customs IT are targets rather than promises.
For cargo crossing the Channel, the ELO, or Enveloppe Logistique Obligatoire, became mandatory on 20 April 2026. Version 7.7.1 of the SI Brexit service, released on 28 September 2026, allows operators to declare that DELTA IE or DELTA T is unavailable when creating an ELO. French customs stressed that this option does not speed anything up, and units entering with an outage flag are sent to the orange lane for regularisation under the contingency procedure.
When the System Slows Down or Fails
Even a well-designed national platform has bad days, and DELTA had a notable one this year. From 15 January 2026, following an update to the import service, French customs experienced a major slowdown that delayed declarations for importers and brokers across the country. Customs confirmed on 22 January that the issue was resolved, but forwarders warned that clearing the backlog would take a few additional days, and for shippers with time-sensitive cargo that meant a week or more of uncertainty.
France maintains a formal contingency procedure for such events. A decision dated 18 January 2026 sets out the backup rules for DELTA IE for both import and export, with different modalities depending on the situation, and a separate notice covers outages affecting the ELO. The 2025 switching strategy had also stated that the use of the legacy applications should remain strictly limited to blockages caused by faults in DELTA IE. In practical terms, the declarant cannot simply decide to file in the old system when it is inconvenient; there must be an identified technical problem and, in some cases, a parallel filing with the customs office.
The financial impact of a slowdown is rarely limited to the delay itself. Containers sitting in a terminal consume free days, trucks booked for a specific slot may need to be rebooked, and downstream retailers can miss promotional windows. For e-commerce sellers who promise delivery dates at checkout, a clearance backlog can translate directly into customer service tickets and refunds. That is why the cost of a few extra days should be priced into the shipping plan during the months when customs systems are being updated.
What can shippers do about it? The sensible answer is to plan for friction. Build a few days of buffer into delivery promises during peak periods, choose terminals and warehouses with realistic free-time terms, keep documents ready for rapid submission, and ask your broker how it handles outages before the next one happens. Customs also publishes the status of its online services, and brokers who check that page routinely tend to give earlier warnings than those who rely on client complaints.
Common Mistakes That Delay French Clearance
Experience across thousands of declarations shows that most delays come from a short list of avoidable problems. The table below pairs the most frequent errors with their consequences and the simplest way to avoid them.
| Şaşî | Encama muhtemel | Meriv çawa pêşiya wê digire |
| Wrong or vague commodity code | Incorrect duty, documentary check or later reassessment | Classify with product specifications on hand and use binding tariff information for repeat or complex goods |
| Invoice value not matching the payment | Lêpirsîna nirxandinê û cezayê muhtemel | Align invoice, payment records and declared value, and document any royalties or assists |
| Missing or mismatched EORI | Rejection of the declaration or delay in identifying the importer | Verify the EORI format and the importer name before submission |
| Wrong customs procedure | Incorrect VAT treatment and difficulty proving the intra-EU supply | Confirm the VAT scheme and keep transport proof for onward movements |
| Late or incomplete safety filing | Hold at arrival before any customs declaration is possible | Check that the carrier and forwarder have filed complete house-level data |
| Ignoring the 1 July H7 rules | Rejected B2B declarations or unexpected charges to consumers | Route B2B and restricted goods to DELTA IE and clarify who pays the flat duty |
A habit worth building is to treat every customs query as a learning opportunity rather than a nuisance. When customs asks a question, the answer is usually sitting in your files, and the faster you can retrieve it, the more likely your next shipment will glide through. Repeat offenders are more likely to be selected for checks, and well-documented compliance builds a track record that matters if you later apply for simplifications or authorisations.
How Topway Shipping Supports France-Bound Freight
Since 2010, Topway Shipping has been a professional provider of cross-border e-commerce logistics solutions from its headquarters in Shenzhen, China. The founding team brings more than fifteen years of experience in international logistics and customs clearance, with a particular focus on China to United States transportation. That background matters for France because customs authorities on both sides of the Atlantic reward the same discipline: accurate product descriptions, consistent values, complete paperwork and early communication.
Xizmetên Topway Shipping tevahiya zincîra lojîstîkê, tevî veguhestina qonaxa yekem, derveyî welêt, vedihewîne. xanî digirin, customs clearance and last-mile delivery. For shippers heading to Europe, the company also offers flexible full container load and less-than-container-load ocean freight from China to major ports worldwide. A seller with enough volume to fill a container can choose FCL for a predictable cost per unit and simpler handling, while a seller testing a new product or replenishing in smaller lots can use LCL consolidation without waiting to build a full box.
The practical value of having one provider across several links is data continuity. A commodity description written at the origin warehouse is the same one that appears on the booking, the safety filing and, ultimately, the customs declaration, so there are fewer opportunities for the mismatches that trigger queries in DELTA IE. If you are planning a first shipment to France, or reviewing your setup after the July changes to low-value parcels, it is worth talking to Topway Shipping early about your Incoterm, your importer-of-record arrangement and the product data you will need to prepare.
Practical Habits for Smoother Clearance
Start with the data. Maintain a master product file with accurate descriptions, materials, intended use, commodity codes and origin, and update it whenever suppliers or specifications change. Most of the avoidable errors listed above begin with inconsistent product data, and a clean master file reduces them dramatically.
Next, agree responsibilities in writing. Clarify who files the safety data, who acts as declarant, who pays duty and VAT, who bears storage charges and who handles corrections. A short responsibility matrix shared with your supplier, forwarder and broker prevents the finger-pointing that tends to occur when a container is stuck.
Finally, watch the regulatory calendar. The past year demonstrated that French customs IT changes arrive with limited notice, and that some dates move. Subscribing to customs notices to operators, or relying on a forwarder that tracks them, is more cost-effective than discovering a new rule through a rejected declaration.
Xelasî
DELTA is not just a piece of software; it is the channel through which every customs obligation in France is now expressed. DELTA IE has replaced the old import and export applications, the paper declaration is gone, transit has a new security-driven phase, and low-value parcels have gone from a duty-free niche to a regulated category with a flat duty and a handling fee on the way. Each of these shifts rewards the same behaviours: clean product data, correct classification and valuation, clear allocation of responsibility and a realistic buffer for system hiccups.
For shippers moving goods from China to France, the winning approach is to treat customs as part of the logistics design rather than an afterthought at the border. Topway Shipping can help connect those pieces, from first-leg transportation and FCL or LCL ocean freight to customs clearance and last-mile delivery, so that your French customers receive their goods without surprise charges or avoidable delays.
Lawikbêj
Q: What does DELTA stand for in French customs?
A: It stands for Dédouanement En Ligne par Traitement Automatisé, the family of online services used to lodge customs declarations in France.
Q: Is the paper single administrative document still used for imports?
A: No. Import declarations are filed electronically in DELTA IE, which replaced DELTA G and DELTA X for import clearance.
Q: Do I still pay customs duty on parcels worth less than 150 euros?
A: Yes. Since 1 July 2026 a flat duty of 3 euros per category of articles applies to qualifying low-value distance sales, in addition to VAT. A European handling fee is expected from 1 November 2026.
Q: Can business-to-business shipments use DELTA H7?
A: Not since 1 July 2026. B2B flows must be cleared in DELTA IE.
Q: What should I do if DELTA is down when my cargo arrives?
A: Ask your broker to check the customs service status and apply the official contingency procedure, keep documents ready, and monitor storage charges while the issue is resolved.
