What we are asked most.

We are an international freight forwarder based in Cartagena. We coordinate your whole import: international freight, port, customs, clearance and delivery to your warehouse in Colombia. We specialize in complex cargo such as heavy machinery, oversized equipment, vehicles and electric cars.

Full container ocean freight (FCL), transport of machinery and out-of-gauge cargo, domestic inland transport, customs brokerage and clearance, warehousing, cargo insurance, supplier search in China and import advice. You can take one service or the full door-to-door operation.

Cargo that calls for more planning: heavy construction machinery (excavators, backhoe loaders, wheel loaders, forklifts), oversized equipment, vehicles and electric cars. For this cargo we choose the right equipment (flat rack, open top, RoRo or break bulk) and coordinate permits and special transport within Colombia.

Mainly from China. We also handle cargo from the United States, Europe, India, Türkiye, Mexico and Brazil. If your origin is different, tell us and we will review it.

Cartagena, Buenaventura, Santa Marta and Barranquilla. The port is chosen according to the origin, the final destination city and the sailings available from the carriers.

Our focus is ocean imports into Colombia. If you need a different service, send us your request and the team will tell you whether we can take it on.

Yes, we also support people who are importing for the first time. Tell us what you want to bring in and we will guide you.

We work with several international carriers and choose according to the route, available space, transit time and cost of each shipment.

Yes, we offer a supplier search service in China. We help you identify factories and review their information before you buy. The purchase decision and the commercial negotiation remain yours.

Yes, we offer warehousing and storage.

It depends on the route, the container type, the carrier, the shipping date, the Incoterm and the services you need (customs, inland transport, insurance). Rates change often, which is why every shipment is quoted individually.

Ideally: what the product is, weight, dimensions or volume, city of origin and destination city, Incoterm and container type if you know them, value of the goods and estimated shipping date. A data sheet or photos help a lot, especially for machinery. If some information is missing, we can still get started.

Standard cargo is usually quoted faster; machinery, oversized cargo and vehicles can take longer because space and special equipment have to be checked with the carrier.

In general: origin charges (depending on the Incoterm), ocean freight and surcharges, destination charges (terminal handling, document release), customs brokerage, duties and taxes (import duty and VAT), insurance, inland transport to your warehouse and, if deadlines are exceeded, storage or container demurrage and detention. The quote shows what is included and what is not.

Ocean freight depends on supply and demand for vessel space, fuel prices and carrier surcharges (for example, peak season surcharges). That is why quotes are valid for a short period.

Yes. Tell us what the supplier offered you (for example, "FOB Shanghai price" or "ex-factory price") and we will guide you. When buying in China, the most common terms are FOB or EXW; each one changes which costs you take on.

We do not give automatic rates because each shipment is quoted with the carrier. On the website you will find a volume (CBM) calculator and an estimated tax calculator, which serve as a reference. The formal quote is sent by the team.

In short: 1) be registered in the RUT (Colombia's tax registry, kept by DIAN) with importing as an activity; 2) identify the tariff subheading and the permits your product requires; 3) negotiate with the supplier (price, Incoterm, payment terms); 4) book the space and ship; 5) ocean transit; 6) arrival at port and customs clearance through a customs broker (declaration, payment of duties and taxes, release); 7) transport to your warehouse. We can coordinate steps 2 to 7. Source: DIAN, Decree 1165 of 2019; import guides by Bancolombia and Tiba.

To be registered in the RUT with DIAN (Colombia's tax and customs authority) under the corresponding foreign trade activity, to know the tariff subheading of your product and to check whether it needs an import registration or licence in VUCE (Colombia's Single Window for Foreign Trade) or prior approvals (vistos buenos) from agencies such as INVIMA (food and drug authority), ICA (agricultural and livestock authority) or others. If the FOB value exceeds USD 1,000, customs clearance must be done through a customs broker. Source: DIAN; VUCE; Decree 1165 of 2019.

Usually: commercial invoice, packing list, transport document (B/L), certificate of origin (if applicable), Andean Value Declaration (DAV, when the FOB value is USD 5,000 or more), import registration or licence and prior approvals (if your product requires them), insurance policy (if you take one) and the power of attorney (mandato) for the customs broker. Depending on the product, others may be required, such as data sheets or certificates of conformity. Source: DIAN (form 560, DAV); Decree 925 of 2013; trade.gov, Colombia Import Requirements.

Full details of the seller and the buyer, number and date, a clear description of the goods (what it is, material, use, brand and model if applicable), quantities, unit and total price, currency, Incoterm and payment terms. It must match the packing list and the B/L; discrepancies between documents are a common cause of customs delays.

It is the document that details how the cargo is packed: number of packages, contents of each one, gross and net weight and dimensions. It is used for the customs inspection, to plan loading and for inland transport. It must match the invoice.

The bill of lading (B/L) is the contract of ocean carriage, the receipt for the cargo and, in its original form, the document of title needed to claim it at destination. There is the original B/L (on paper, surrendered to release the cargo), the B/L with electronic release or "telex release", and the sea waybill (non-negotiable, no original required). There is also the master B/L (issued by the carrier) and the house B/L (issued by the freight forwarder).

Colombia has no free trade agreement in force with China, so a Chinese certificate of origin does not reduce the import duty. Even so, it may be required in some cases, for example for products subject to anti-dumping measures or origin controls. If you buy from a country with an agreement in force (for example the United States, the European Union, Mexico or Brazil), the certificate of origin can reduce or eliminate the duty if it meets the rules of the agreement. Source: MinCIT (Colombian Ministry of Commerce, Industry and Tourism), trade agreements in force (tlc.gov.co).

VUCE (Ventanilla Única de Comercio Exterior, Colombia's Single Window for Foreign Trade, vuce.gov.co) is the government platform where registrations, licences and prior approvals required before importing are processed. The import registration is required when the product is subject to requirements from a government agency (for example INVIMA or ICA) or when the goods are used, and the prior licence applies to certain products and conditions. The exact procedure depends on the subheading; we review it with you. Source: Decree 925 of 2013; MinCIT Circular 004 of 2024; VUCE.

It depends on the product. Food, cosmetics, medicines and medical devices usually require INVIMA; agricultural and livestock products, ICA; telecommunications equipment, type approval (homologación); and there are technical regulations for other products. Tell us what you plan to bring in and the team will review the requirements before you buy.

The duty depends on the product's tariff subheading and, where applicable, on the trade agreement with the country of origin. Our calculator gives an estimate. The exact amount is set by the classification made by the customs broker. If there are doubts about the subheading, you can ask DIAN for an advance classification ruling.

Mainly the import duty, which depends on the tariff subheading and the origin of the goods, and VAT. The general VAT rate is 19% and it is calculated on the customs value plus the duty; some products have a reduced rate or are excluded. Anti-dumping duties or safeguards may also apply to certain products. We give you an estimate in the quote, and the final assessment is made by the customs broker. Source: Colombian Tax Code (Estatuto Tributario, art. 459, VAT base on imports); DIAN.

Import payments are channelled through the foreign exchange market, that is, through a bank or authorized intermediary, with the foreign exchange declaration for the import of goods. Payment is made to the supplier of the goods. Your bank will guide you through the procedure. Source: Banco de la República (Colombia's central bank), opinions on the mandatory channelling of import payments.

It is the customs process that leaves foreign goods free to circulate in Colombia: the import declaration is filed, duties and taxes are paid, the customs authority (DIAN) reviews the goods if it so decides and grants the release. From then on you can withdraw the goods and use or sell them.

Yes. When the FOB value of the import is above USD 1,000 you must act through a customs broker authorized by DIAN. We offer customs brokerage. Source: Decree 1165 of 2019 (amended by Decree 360 of 2021).

It is DIAN's authorization for you to withdraw the goods after the declaration has been filed and the duties and taxes paid. It can be granted automatically or after a document review or a physical inspection.

When the declaration is filed, DIAN's system may grant automatic release or select the cargo for a document review or a physical inspection. The inspection checks that what arrives matches what was declared. It is routine and does not mean there is a problem, but it adds time. Complete and consistent documents help. Source: Decree 1165 of 2019 (arts. 286–288).

Under customs regulations, goods can remain in temporary storage (depósito temporal) for one month from arrival, extendable for one more month. If within that period they are not cleared or assigned another customs procedure, they fall into legal abandonment. Apart from the customs deadline, the terminal charges storage and the carrier charges for the use of the container once the free days are exceeded. Source: Decree 1165 of 2019; DIAN, Unified General Opinion 0468 of 2020 (abandonment).

It means filing the import declaration before the cargo arrives, which speeds up the release. Decree 659 of 2024 made it mandatory as a general rule, with exceptions, but its enforcement depends on DIAN enabling the systems. Source: Decree 659 of 2024; Analdex (2025).

We do not recommend it. Declaring a value that does not match the real one is a customs violation: DIAN compares prices and can adjust the value, impose penalties and even seize the goods. Declare the real transaction value; we help you check whether a more favourable tariff treatment is legally available.

It depends on whether the documents are complete, whether the product needs permits and whether DIAN selects the cargo for inspection. With everything in order it can take a few business days after arrival; with an inspection or pending permits, longer.

Replicas or products that use a brand without authorization can be detained by customs on intellectual property grounds. We do not handle that type of goods. If you are going to import branded products, make sure you buy them from the brand owner or an authorized distributor.

Yes, through customs transit: the cargo travels under customs control from the port to another customs office in the country (for example, inland) and is cleared there. It makes sense in some cases and not in others; the team assesses it based on your destination.

FCL is a full container for your cargo alone. LCL is consolidated cargo, sharing a container with other importers. LCL is charged by cubic metre or by ton (whichever is greater, with a minimum of 1 m³) and works for small volumes, but involves more handling and usually takes longer. From around 13–15 m³ a full container usually becomes the better option. Our main service is FCL. Source: DHL Colombia (LCL cost factors); iContainers.

The most common are the standard 20' and 40' dry containers, the 40' High Cube (taller), the reefer (refrigerated), the open top (no rigid roof, for tall cargo loaded from above) and the flat rack (platform with end walls, for oversized or heavy cargo). For vehicles and self-propelled machinery there are also RoRo vessels.

As a reference, in practical usable volume: a 20' holds about 25–28 m³, a 40' about 55–58 m³ and a 40' HC about 65–68 m³, depending on how the cargo is packed. By weight, the maximum is set by the container, the carrier and also the weight limit for road transport in Colombia.

Multiply length × width × height of each box in metres, then by the number of boxes. Example: 50 boxes of 0.60 × 0.40 × 0.50 m = 0.12 m³ per box × 50 = 6 m³. You will find the CBM calculator on the website.

As a reference, port to port: to Buenaventura (Pacific), roughly 21 to 35 days; to Cartagena (Caribbean, via Panama or with transshipment), roughly 30 to 45 days. With factory pickup, customs clearance and delivery, the total door-to-door time is usually longer. The actual time depends on the carrier, the route, transshipments and the season; we confirm the estimate in the quote. Source: iContainers (Asia–Colombia 25–40 days); Seatrade Maritime (21-day Shanghai–Buenaventura service); Good Hope Freight (Shanghai/Ningbo–Buenaventura ~30 days).

As a reference, from the United States between 5 and 12 days and from Europe between 14 and 25 days, port to port. From India, Türkiye, Mexico or Brazil it varies widely depending on the route; we confirm the estimate in the quote. Source: iContainers, ocean freight to Colombia.

It depends on where the cargo is going and on the route. From Asia, Buenaventura usually has a shorter ocean transit and is closer to Cali and southwestern Colombia; Cartagena has more sailings and connections and suits the Caribbean coast and part of the interior. The cost of inland transport and road conditions also matter. We assess it for your case.

The most common are Shanghai, Ningbo, Qingdao, Shenzhen (Yantian and Shekou), Guangzhou (Nansha), Xiamen and Tianjin. Cargo usually ships from the port closest to the factory. If you do not know which one, give us the supplier's city.

It is when the container changes vessels at an intermediate port (for example, in Panama or at a Caribbean hub). It can lower costs or open more routes, but it adds days and the risk that the container has to wait for the next connection.

They are carrier surcharges: BAF (bunker adjustment factor) for fuel, PSS (peak season surcharge) for high season and GRI (general rate increase), an across-the-board rate increase. They change often, which is why quotes have a validity period.

It is the verified gross mass of the loaded container. Under the SOLAS convention it must be declared before the container is loaded onto the vessel; without a VGM the carrier will not load it. It is normally handled by whoever packs the container at origin.

Depending on size and weight: in a container (if it fits or can be dismantled), on a flat rack or open top (if it exceeds container dimensions), on a RoRo vessel (if it moves under its own power) or as break bulk for very large pieces. We choose the option based on dimensions, weight, availability and cost.

A container platform with walls only at the ends (fixed or collapsible). It is used for heavy cargo or cargo that exceeds the dimensions on the sides or on top, such as machinery, pipes or structures. As a reference, a 40' flat rack has a floor of about 12.13 × 2.40 m and supports up to about 40 t depending on the model. If the cargo overhangs, it is quoted as out of gauge (OOG) and depends on space on the vessel. Source: DSV, flat rack container.

A container without a rigid roof, covered with a tarpaulin and loaded from above by crane. It is used for tall cargo or cargo that does not fit through the doors, such as equipment or machinery with a high cab.

RoRo (roll-on/roll-off) is a vessel onto which vehicles and machinery are driven on and off. It is common for cars, trucks, buses and self-propelled machinery. There is no container, and availability depends on the RoRo routes to Colombia.

Cargo that travels without a container, lifted piece by piece, used for very large or heavy equipment that does not fit even on a flat rack. It requires lifting and stowage planning.

Brand and model; whether it is new or used; exact length, width and height (in transport position); weight; whether it moves under its own power or has to be lifted; lifting points and centre of gravity if you have them; whether it can be dismantled (boom, bucket, cab); photos and data sheet. Exact dimensions help avoid surprises with space and permits.

Yes, in general it is possible, but there are requirements: the import registration in VUCE must state that it is used and its year of manufacture, and some subheadings (for example, certain used mining machinery) require a prior licence with additional requirements. It is also advisable for it to arrive clean (free of soil and residue) to avoid problems during inspection. Before you buy, we review your case. Source: Decree 925 of 2013; MinCIT Circular 004 of 2024; MinCIT Circular 021 of 2015 (requirements for used mining machinery).

Imported self-propelled agricultural, industrial and construction machinery is entered in the National Machinery Registry (RNMA), which is part of the RUNT (Colombia's national transit registry). The import declaration is one of the documents used for the registration. Source: Law 1005 of 2006 (art. 11, amended by Decree-Law 019 of 2012); RUNT.

In Colombia, importing used vehicles is prohibited as a general rule, with very specific exceptions that require a prior licence. If you are thinking of importing a used vehicle, consult us before you buy it. Source: MinCIT/VUCE, licences for exceptions to the ban on importing used vehicles (WTO, import licensing procedures record).

They can be shipped on a RoRo vessel or in a container (with racks to fit them). Their lithium batteries mean the vehicle is treated as dangerous goods for ocean transport (IMDG Code), so it is declared as such and the carrier may require conditions such as a low battery state of charge. In Colombia the vehicle must be type-approved (homologado) before it can be registered. Taxes on electric vehicles changed in 2026; the team will confirm the treatment in force for your case.

It depends on the size of the vehicle and on whether double-deck racks are used. As a reference, a 20' normally carries 1 or 2 cars and a 40' High Cube between 2 and 4. Give us the brand, model and quantity and we will tell you which option suits you best: container or RoRo.

Indivisible oversized or overweight cargo needs a permit from the road authority (INVIAS, the National Roads Institute, on national roads), suitable vehicles and, depending on the dimensions, escort vehicles and a traffic management plan. We coordinate the transport and the permits. Bear in mind that time-of-day and route restrictions may apply. Source: Ministry of Transport Resolution 4959 of 2006 (amended by Resolution 4193 of 2007).

They are the days the carrier gives you to use its container at no cost, from discharge at destination until you return it empty. Each carrier publishes its own and they vary by equipment type; special equipment (flat rack, open top, reefer) usually gets fewer. That is why it is best to have documents and payments ready before the cargo arrives. Source: Hapag-Lloyd published detention and demurrage tariffs for imports into Colombia (2026); Mundo Marítimo.

Demurrage is charged for keeping the full container inside the terminal beyond the free days. Detention is charged for keeping the container outside the terminal (at your warehouse, for example) for more days than allowed before returning it empty. In Colombia both are commonly called "demoras". They are charged per day and increase over time. Source: Mundo Marítimo, detention, demurrage and storage charges.

It is what the terminal charges to keep the cargo in its yards after its free period. It is separate from the carrier's demurrage and detention. If customs clearance is delayed, both charges can run at the same time.

Carriers usually require a guarantee (bond or deposit) covering the return of the empty container in good condition. It is released when the container is returned without damage or outstanding demurrage and detention charges.

Yes, we offer domestic inland transport from the port to your warehouse or project site, including out-of-gauge cargo.

It is not always mandatory, but we recommend it: the carrier's liability for loss or damage is limited and does not cover the real value of your cargo. Cover usually follows the Institute Cargo Clauses: A is the broadest ("all risks", with exclusions), while B and C cover fewer events. As a reference, under the CIF Incoterm the seller is only required to provide minimum cover (clauses C) and under CIP broad cover (clauses A), in both cases for at least 110% of the value. The cost depends on the value, the type of goods and the route; we include it in the quote if you ask for it. Source: International Chamber of Commerce (ICC), Incoterms 2020 (CIF with Institute Cargo Clauses C and CIP with clauses A).

The most common method is a bank transfer (T/T), for example a 30% deposit and 70% before shipment against a copy of the B/L. Other options are a letter of credit (safer and more expensive) or the payment protection offered by platforms such as Alibaba Trade Assurance. To reduce risk: verify the company's business licence, make sure the bank account is in the name of that same company, be wary of last-minute changes of bank account, ask for samples and consider a pre-shipment inspection. Do not pay 100% upfront to a new supplier. Payment terms are agreed between you, the supplier and your bank. Source: Global Sources (T/T payment); Epic Sourcing (T/T, letter of credit, Trade Assurance).