One licensed company for everything that happens to cargo inside the United States — importing it, storing it, exporting it — whether the freight is yours or your client's.
Ocean, trucking or air freight from anywhere, U.S. customs clearance, and delivery to your door. Landed cost quoted as one number — service fees published.
EXPExport documentation, AES/EEI filing, consolidation, and worldwide delivery. Air, ocean, over the road and multimodal.
WHSMiami warehouse space, container deconsolidation, pick and pack, inventory with full portal visibility, and nationwide distribution.
Use our Miami operation as your U.S. office. Back-to-back house bills keep your client on your paper, with a published agent fee model and non-solicitation in writing.
CURU.S. domicile, receiving, consolidation and compliance processing for courier and casillero operators worldwide.
Most forwarders quote a low headline rate and let the ancillary charges land later — chassis, drayage, documentation, handling, filing. That's where the margin actually lives, which is why nobody publishes them. We do. You may well be quoted less elsewhere; you will not be invoiced less.
See pricing →Freight forwarder, FMC-licensed NVOCC, warehouse operator and trucking network — all IEXLOG — plus five licensed customs brokers we work with directly. Most shipments touch three or four vendors you have to manage yourself, each with its own invoice and its own excuse when something slips. You manage one.
We don't try to be a global network with an office in every port. We are exceptionally good at one thing: everything that happens to cargo inside the United States. Agents in 30+ countries use us precisely because that's all we do.
A standard import clearance, itemized. Clearance, ISF and handling don't change with shipment size.
Duties, taxes and government fees pass through at cost — never marked up.
Freight and inland delivery are quoted per lane. Every service we sell is priced on one page.
Use our Miami operation as your U.S. office. You keep the client relationship and your brand; we execute the U.S. side — customs, freight, warehousing and delivery — and report back so you always look informed. Transparent agent fee model, with a non-solicitation commitment in writing.
How the agent program works →U.S. receiving address, consolidation, compliance screening and outbound processing for courier and casillero companies. You handle your customers; we handle U.S. compliance and dispatch — with per-piece pricing you can build your own retail rates on.
Courier processing & rates →Canada · Mexico · Guatemala · Honduras · El Salvador · Costa Rica · Panama · Colombia · Venezuela · Ecuador · Peru · Brazil
Dominican Republic · Haiti · Jamaica · Puerto Rico
United Kingdom · Spain · Germany · Italy · Turkey
China · Hong Kong · South Korea · Japan · India · Vietnam
United Arab Emirates · Oman · Uganda · Australia
Current ocean rates on the lanes we actually move, plus a plain-English read on what's driving them — GRIs, capacity, tariff changes, port conditions. Written for people who buy freight, not for freight people. No sales calls.
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We handle the United States portion of international shipments. That means importing cargo into the U.S. and clearing it, exporting cargo out of the U.S., warehousing and distributing it here, and acting as the U.S. operation for freight agents and courier companies based overseas.
Imports Exports Logistics, Inc. is a licensed freight forwarder, an FMC-licensed NVOCC, TSA IAC approved, and a warehouse operator. Customs brokerage is handled by five licensed U.S. customs brokers we work with directly — we coordinate the entry, they file it. That gives you coverage at more ports and a broker matched to your commodity, quoted as one number on one invoice.
No. Our warehouses and head office are in Miami, but we file customs entries at any U.S. port and deliver anywhere in the U.S., Canada and Mexico through a 60+ carrier network.
Our service fees are published in full on our pricing page. Freight and delivery vary by lane and are quoted per shipment, usually within one business day.
Yes. Plants, ISO tanks, project and out-of-gauge cargo and AOG emergencies are all handled. Cool storage and perishable holding are arranged through specialist partner facilities in Miami and managed by us. Dangerous goods on ocean require an IMO declaration; we'll walk you through it.
One business day for standard freight. Same day for AOG and emergency shipments.
Origin, destination, and what's in it. That's enough for a firm quote — freight, clearance and delivery as one number — within one business day. No call required.
Or talk to operations: +1 (800) 707-0194
Ocean, air and over-the-road freight — from anywhere in the world, and overland from Canada and Mexico. Cleared through U.S. Customs and delivered to your door as one service, on one invoice, with every fee published before you commit.
You get a clean port-to-port number. Then the shipment arrives and the real invoice shows up: chassis, drayage, terminal handling, documentation, ISF, bond, exam fees, per diem, demurrage. By the time it's all in, the “cheap” quote wasn't cheap — and you've already sold the product at the wrong margin.
That's not bad luck. That's the business model. Ancillary charges are where the margin hides, so they don't get quoted upfront. We do it the other way around.
Clearance, ISF and handling are flat — one carton or a full container, same price. Only the bond scales, and it scales with the value of your cargo, not its size.
Package total assumes the $95 minimum bond; higher-value cargo raises the bond line only.
Ocean freight, air freight and inland delivery quoted per lane · Duties, taxes, HMF, MPF, exam fees and demurrage pass through at cost
Asia → your warehouse in Doral, FL · one 40′ HC · $15,000 of goods. The size of order most people start with.
Every line itemized, because on a first import the surprise line is the one that hurts.
Duties & taxes pass through at cost, calculated from your HTS code — we'll estimate them before you buy.
Somewhere out there is a broker quoting $95 for a customs entry. That quote is real. What it leaves out is also real.
A documentation fee that wasn't mentioned. A telex release fee. A chassis charge that shows up at delivery. A terminal handling fee passed on with a margin attached. By the time the container is unloaded, the cheap broker cost more than the expensive one — and you found out after you'd already priced the goods for your customer.
A low headline fee isn't generosity. It's a decision about which number to show you first. Ancillary charges are where forwarding margin actually lives, which is exactly why almost nobody publishes them.
We charge $175 for an entry, and every other fee we have is on this page. If you're holding a cheaper quote, ask that broker for their complete fee schedule in writing. The comparison usually settles itself.
Send origin, destination, commodity, number of pieces, weight and dimensions — and the incoterm your supplier quoted. The incoterm tells us where their responsibility ends and ours begins, which is what decides whether you need origin pickup and export clearance or only the U.S. side. Firm all-in landed quote back within one business day, valid 14 days.
We book the space — vessel, aircraft or truck — coordinate with your supplier, and file your ISF inside the 24-hour deadline on ocean shipments. Bond arranged if you don't have one.
Tracking from departure, whether it sails, flies or crosses a border. Proactive updates on delays, rolls and ETA changes — you hear it from us first, not from your customer.
We prepare the entry and coordinate clearance with one of the five licensed U.S. customs brokers we work with — chosen for your port and your commodity. They file; we manage it and bill it as part of your quote.
Drayage, airport pickup or direct truck delivery to your door, anywhere in the U.S., Canada or Mexico.
Your supplier quotes a term along with the price, and it decides how much of the journey you're paying for. The same unit price under two different terms is two different deals.
You pay: everything from their dock. Collection, origin handling, export clearance, freight, U.S. entry and delivery. The lowest unit price you'll be quoted — because it covers the least. Good if you want full control and have a forwarder you trust; painful if you don't, since you're now responsible for export formalities in a country you're not in.
You pay: from the vessel onward. The supplier delivers to the port and clears the goods for export; you control the ocean carrier, the freight rate and the destination side. Usually the best term for an importer — it's the point where you gain control without inheriting foreign paperwork.
You pay: from arrival onward. Looks convenient — freight is in the price. But your supplier picked the carrier and the forwarder, which means you inherit whatever destination charges their agent decides to bill you, and you have no leverage over them. This is the single most common source of surprise arrival fees.
You pay: nothing extra — in theory. The supplier covers freight, U.S. clearance and duties. Simplest to buy, but you're paying a marked-up price for logistics you can't audit, and you generally remain liable to CBP for the accuracy of the entry regardless of who filed it. Convenience, not protection.
You found a supplier, agreed a price, and now you're being asked about incoterms, bonds and ISF filings. That's normal, and it's where most first shipments go wrong.
Send us what you know — the supplier's location, what you're buying, and roughly how much. We'll tell you what to ask your supplier for, whether the incoterm they quoted is actually in your interest, what your duty rate is likely to be, and what the whole thing will land at.
Yes — CBP requires one for any commercial import. A single-entry bond costs $13 per $1,000 of commercial value, with a $95 minimum, so the price rises with the value of your cargo. An annual continuous bond is $650 and covers unlimited entries for twelve months — the standard $50,000 bond that nearly every importer needs. At around $50,000 per shipment, a single bond already costs about as much as a full year — our bond calculator will tell you which is cheaper for your volume and values.
Importer Security Filing (10+2) applies to ocean shipments and must reach CBP at least 24 hours before your cargo is loaded at the origin port. Late or inaccurate filings carry penalties up to $5,000 per violation. We file it for $65 and track the deadline for you. Air and truck imports don't require an ISF.
Exams happen — they're random and no forwarder can prevent them. We handle the coordination and tell you immediately, including the expected cost and delay. Exam and related fees pass through at cost.
Under roughly 15 cbm, LCL is usually cheaper. Above that, a full container generally wins on both cost and transit time, and your cargo stays sealed from origin. Our clearance, ISF and handling fees total $390 either way — only the bond scales, and it scales with cargo value rather than container size. A single pallet is charged like a full container.
Yes. Overland freight crossing at the northern or southern border is cleared the same way as ocean or air — entry filing, classification and duty — and delivered onward by truck. No ISF is required on truck shipments, but the entry and bond requirements are identical.
No. Duties, taxes and government fees pass through at cost.
Origin port or city, destination ZIP, commodity description, number of pieces, weight and dimensions — and the incoterm on your purchase or sale. The incoterm decides which legs of the move are yours to pay for, so without it we can only guess at the scope. With it, we can quote firm in one business day.
Send the lane and the commodity. You'll get a firm, all-in number — freight, clearance and delivery — good for 14 days.
Documentation, AES/EEI filing, consolidation and delivery to 30+ countries — handled by a licensed U.S. forwarder who knows what your destination will reject.
A missing certificate of origin. A wrong AES filing. An incoterm that quietly made you liable for destination charges you never budgeted. Your cargo sits at a foreign port racking up storage while your customer calls daily and you have nobody on the ground to ask.
Almost all of it is preventable at booking. We check your documentation against the destination's actual requirements before the cargo moves, and we put a named counterpart at the other end — from our own agent network where we have one, and from partners we've vetted and stay accountable for where we don't. Either way you get one company to call, and it's us.
The most expensive mistake in exporting is agreeing to a term you haven't priced. Same four terms every exporter meets, read from your side of the deal.
You pay: nothing past your dock. The buyer arranges collection, export clearance and everything after. Cheapest headline price for you — but you lose all visibility, and in practice the U.S. export filing obligation often still lands on you because your buyer has no U.S. presence to file it.
You pay: to the vessel. Inland haulage to the port, export clearance and loading. Your risk ends at the ship's rail and the buyer picks the carrier. The most common ocean term and usually the fairest split — quote this one unless you have a reason not to.
You pay: ocean freight and insurance to their port. The buyer covers clearance and delivery. Choose this when you want control of the carrier and the routing — useful if your buyer's freight choices have burned you before. Price it carefully: freight moves and your quote doesn't.
You pay: everything, including foreign duties. The strongest offer you can put in front of a buyer, and the one most likely to cost you more than you quoted. Never quote DDP without checking the destination duty rate and whether a foreign entity is even permitted to act as importer of record there.
If your question isn't here, it's probably worth a phone call — most export problems are cheaper to solve before the cargo moves.
Electronic Export Information is filed through the Automated Export System for most shipments valued over $2,500 per Schedule B code, and for anything requiring an export licence regardless of value. It is a legal obligation of the U.S. Principal Party in Interest — usually you, the seller. Penalties for late or false filing run to $10,000 per violation. We file it for $35, keep the record, and give you the Internal Transaction Number your carrier will ask for.
Usually not. Under EXW your buyer is responsible for U.S. export clearance — but a foreign buyer generally has no U.S. presence and can't file, so the obligation lands back on you without a contract that pays you for it. Quote FCA instead. It costs you almost nothing more, you keep control of the export filing you're already equipped to do, and your risk still ends early. Our incoterms guide walks through all eleven.
The honest rule of thumb: if the value of the goods is high relative to their weight, or a delay costs you more than the freight, fly it. Ocean makes sense when the cargo is dense, the margin is thin, and the delivery date has slack. Send us the commodity, weight and required date and we'll price both so you can see the trade rather than guess at it.
At minimum a commercial invoice, packing list, and the transport document — bill of lading or air waybill. Beyond that it depends entirely on the country and the commodity: certificate of origin, legalisation or consular stamp, phytosanitary or health certificate, fumigation certificate for wood packaging. We check your documentation against the destination's actual requirements before the cargo moves, because a missing certificate is far cheaper to fix in Miami than at a foreign port.
We find out why, tell you what it will take to release it, and what it's costing per day while it sits. We put a named counterpart at the other end — from our own agent network where we have one, and from partners we've vetted where we don't — so there's someone accountable rather than an email address. You deal with us throughout.
Carrier liability is not insurance. Under ocean carriage it's typically limited to around $500 per package, which is meaningless on most commercial shipments. If you're selling on CFR or CPT the risk transferred to your buyer at origin — but if you're on DAP, DPU or DDP, the goods are yours until they arrive. We quote insurance as a percentage of declared value and we'll tell you plainly when the term you've agreed leaves you exposed.
Yes. If you're shipping to several buyers in the same market, or fulfilling multiple orders to one buyer, consolidating into a single container or air shipment usually beats sending them separately — you pay one set of destination charges instead of several. We receive into our Miami warehouse and hold until you're ready. Export shipments get the first month of storage free.
Controlled and licensed goods vary by commodity and by destination. Dual-use items, certain technology, defence articles and anything bound for a sanctioned party or country need screening before you commit to a sale date. Tell us the product and the country early and we'll flag it — a shipment stopped by BIS or OFAC is a far worse problem than a delayed one.
Standard ocean, about a week before your cargo is ready — earlier around Chinese New Year, peak season and Golden Week, when space tightens. Air is more forgiving. Perishables, dangerous goods, oversized cargo and anything needing a permit want as much notice as you can give, because the constraint is rarely the aircraft or vessel — it's the paperwork.
Aircraft On Ground — a grounded aircraft waiting on a part, costing thousands an hour. We respond same day, price every routing option including onboard courier, and stay on it until it lands. AOG service →
Export documentation is $35 and AES/EEI filing is $35. Freight, pickup and insurance are quoted per shipment. Every fee we charge is published — see the full rate card →
Commodity, destination country, and rough weight and dimensions. We'll come back with routing, documentation requirements and a quote.
Receiving, storage, deconsolidation, pick and pack, and nationwide distribution from our own facilities — priced per pallet, scaled to your season.
A long commitment, a volume minimum, and an onboarding fee. That works if your volume is flat and predictable. It doesn't if you're growing, seasonal, or testing the U.S. market for the first time.
We price per pallet position, billed every two weeks — a $25 minimum or $0.04 per lb, whichever is greater. Take ten positions this month and eighty in October. The rate card doesn't change, and there's no contract to renegotiate when it does.
Some cargo needs a facility ours isn't. Rather than turn it away or pretend otherwise, we place it with the right specialist facility and stay the single point of contact — you deal with us, not with them.
Bonded warehouse, Foreign Trade Zone or CFS placement depending on what your cargo and duty position actually require. Lets you hold goods without paying duty until they're withdrawn.
Temperature-controlled facilities in Miami — the busiest perishables gateway in the U.S. Arranged to your temperature range and dwell time.
Plant and horticultural cargo placed with facilities equipped for inspection and holding requirements.
Office and warehouse under one roof, minutes from Miami International Airport. Receiving, deconsolidation, racked storage and outbound all happen in the same building — your cargo isn't shuttled between sites.
7,500 sq ft
2 dock doors · 1 ramp
Mon–Fri, 9:00 am – 5:30 pm
Gated facility · internal & external CCTV
Kappa Logistics WMS · customer web portal
Palletized cargo in the racks, shot down an aisle. The single most persuasive image on this page.
Both dock doors with a container being unloaded, or the ramp in use.
Cargo segregated and staged by consignee, labels visible.
No long-term contract required. Storage is billed per pallet position every two weeks — a $25 minimum or $0.04 per lb, whichever is greater — so you can scale up for a season and back down after it without renegotiating anything.
Only on export shipments, which get the first month free. Imports and all other cargo accrue storage from the day they're received. We'll tell you the accrual date at receipt so there's no surprise on the invoice.
Yes. We clear it, drag it to our facility, unload, segregate by SKU or by consignee, and either store it or push it straight out to distribution.
Our own facility is not bonded. When your cargo needs duty deferral we place it in a bonded warehouse, a Foreign Trade Zone or a CFS facility through our partner network, chosen for what your cargo and duty position actually require. We arrange it, manage it and bill it — you deal with us throughout, not with the facility.
Not in our own building. Miami is the busiest perishables gateway in the U.S., and we place temperature-controlled and plant cargo with specialist facilities here, arranged to your temperature range and dwell time. Same principle as bonded storage — we manage it and stay your single point of contact.
Yes. We run Kappa Logistics as our warehouse management system, and you get a web portal login with full visibility of your inventory — no emailing us for a stock count.
We handle pick, pack and outbound to your carrier, with full visibility through the portal. We do not integrate directly with marketplace platforms — orders reach us from you rather than automatically from Amazon or Shopify. If a direct integration is essential to you, we'll say so upfront rather than after you've onboarded.
Pallet count, how long, and what's on them. We'll send a rate and a receiving date.
Aircraft on ground, perishables, plants, ISO tanks, project and out-of-gauge cargo, and freight that has to be carried by hand. Years of doing the awkward ones out of Miami.
A grounded aircraft costs thousands an hour. Same-day response, fastest available routing including hand carry, and someone on it until the part lands.
PERCargo with a clock on it, moving through the busiest perishables gateway in the U.S. Cool storage arranged through specialist partner facilities and managed by us.
PRJOversized, heavy-lift and multi-piece cargo that won't fit a container. Route surveys, permits and the right equipment booked in the right order.
TNKBulk liquids in tank containers, including the dangerous goods paperwork that stops most shipments before they start.
OBCOnboard courier for cargo that genuinely cannot wait. Someone books a seat and flies with it, hand to hand.
The more unusual the shipment, the more useful it is to talk early. Send the details and we'll tell you whether it's doable and what it takes.
Freight agents in 30+ countries use our Miami operation as their United States branch. Back-to-back house bills, so your client stays on your paper. A published fee model, so you know your margin before you quote.
When they don't report, you can't answer your client. When they mark up quietly, your margin disappears and you find out at invoice. When they approach your client directly, you lose the account entirely.
We address all three in the agreement, not in conversation. Published agent rates, a defined reporting schedule, and a non-solicitation clause. And we structure the paperwork so your client is contracting with you, not with us.
We issue our house bill to you. You issue your own house bill to your customer, under your name and your authority. Your client contracts with you and sees your paper — and every document is issued by the party legally entitled to issue it, which is what keeps it enforceable when something goes wrong.
Published agent rates. We don't take an undisclosed cut out of the middle of your quote, so you know your margin before you price the job.
Customs clearance, ocean, air, warehousing, deconsolidation and inland delivery. One counterpart instead of four, and one invoice to reconcile.
Status back on a defined schedule so you always look informed to your client — not waiting on an email from another time zone.
We do not approach your clients commercially. It's a clause in the agreement, not a handshake. Where customs regulations require us to contact an importer directly, that contact is limited to the entry itself — never a sales approach.
Track shipments and pull status yourself instead of emailing us for updates, so you can answer your client in their time zone rather than ours.
Every U.S. partner will tell you they won't touch your customers. We built the paperwork so that they can't, and so that your documents still work when something goes wrong.
We issue our house bill to you. You issue yours to your customer. They hold your document, with you as their carrier — nothing about the U.S. leg changes who their supplier is. That's how every serious agent network moves cargo, and it's why your account doesn't quietly become someone else's.
A non-solicitation clause in the agency agreement, and a documentary structure that keeps us out of the commercial relationship. On the customs entry the power of attorney runs directly between your client and the licensed broker — as U.S. rules require — and any contact covers the entry and nothing else. Never a sales approach, and it's in writing.
When cargo goes missing or a truck has an accident, the party named on the document is the party who can prove performance and trigger the insurance. Every document we issue carries the name of the licensed entity entitled to issue it — which is what makes it enforceable, and what makes cover respond instead of lapse.
FMC and CBP requirements on shipping documents and powers of attorney are strict and actively enforced. A partner who gets them right is a partner whose shipments clear without regulatory surprises — and whose mistakes never become a conversation you have to have with your client.
Worth asking any prospective U.S. partner which entity holds the power of attorney on your clients' entries. The answer tells you how much thought they've given to protecting your account.
Tell us your markets, your volumes and the services you need in the U.S.
Company registration, trade references, and your standard operating requirements.
Agency agreement including the non-solicitation clause, plus your published rate schedule.
Accounts, branding and tracking access for your team.
Your first booking moves as soon as the agreement is countersigned and portal access is live. We'll confirm the date with you rather than leave you guessing.
Canada · Mexico · Guatemala · Honduras · El Salvador · Costa Rica · Panama · Colombia · Venezuela · Ecuador · Peru · Brazil
Dominican Republic · Haiti · Jamaica · Puerto Rico
United Kingdom · Spain · Germany · Italy · Turkey
China · Hong Kong · South Korea · Japan · India · Vietnam
United Arab Emirates · Oman · Uganda
Australia
Tell us your markets and your volumes. We'll send the agent rate sheet, the agency agreement with the non-solicitation clause, and the documentary structure in writing.
sales@iexlog.com · WhatsApp +1 (786) 236-6732
Receiving, consolidation, screening and outbound processing for courier and casillero companies worldwide. You keep the customers. We handle the U.S. side.
How fast a package is received, scanned and dispatched in Miami is what your customer experiences as your service. But you can't see it, you can't speed it up, and when something goes missing your customer blames you — not your processor.
Pre-alerts are what fix this. When your customer pre-alerts a tracking number, our scan auto-populates every field from it — so the package appears in your system the moment it lands, and your customer stops asking you where it is.
Your customer shops and pre-alerts. Everything after that is ours.
Your customer submits the tracking number against their account before the package ships. That single step is what makes everything downstream fast — and it's the one thing we need you to enforce with your customers.
The package lands at our Miami facility and is scanned in, with a photo of the box or label. The scan matches the pre-alerted tracking number and auto-populates the record — no re-keying, no transcription errors.
Once scanned, the package is traceable in our system on the last six digits of the tracking number. Your customer service team can answer without calling us.
Weight, dimensions, shipper, consignee and commodity are captured, and a unique waybill number is printed and assigned to the piece. Every package is individually identified from here to destination.
100% visual inspection on air courier cargo under TSA IAC requirements. Ocean moves per your customer documentation. Dangerous goods on ocean require an IMO declaration — we flag anything needing one before it becomes your problem at the port.
Assigned to a courier bag, e-container or D-container. When the unit fills, it's sealed and the next one opens immediately — there's no gap where packages sit waiting for a container to start.
Sealed units depart on your scheduled service, air or ocean, from Miami.
Each sealed unit generates a full cargo manifest — waybill, shipper, consignee, commodity, location. Your destination team can locate any individual package, and the pre-alert data is already there for customs declarations and corrections.
How fast we process depends almost entirely on whether your customers pre-alert. When they do, the scan reads the tracking number and pulls the record instead of an operator keying it by hand.
Automated processing runs on dedicated equipment from $15,000. Worth discussing once your monthly volume justifies it — we'll work the break-even against your piece count before either of us commits.
Your cost per package is predictable, so your retail pricing is yours to set. Consolidation, storage and outbound freight are quoted separately.
Where you land in the range depends on volume and pre-alert compliance — the two things that drive our cost per piece.
Two fields are mandatory. The rest are optional but genuinely worth chasing, because the same data we use to process the package is the data your destination team uses for the customs declaration.
Without these two, the package arrives unmatched and has to be keyed by hand — which is the difference between one package a minute and one every two minutes.
This is what feeds the destination customs declaration. Collected at pre-alert, it costs your customer thirty seconds. Collected after arrival, it costs your team a phone call per package.
We'll supply a co-brandable pre-alert guide you can hand your own customers under your name, so you're not writing the instructions yourself.
Packages are scanned as we receive them from the carrier, so in most cases your customer can see it the same day it arrives. The exception is when a carrier drops a full gaylord rather than individual pieces — that has to be broken down before scanning, which adds time. Throughput once we're scanning is roughly one package per minute with pre-alerts, one every two minutes without.
Air courier cargo gets 100% visual inspection under TSA IAC requirements. Ocean moves according to your customer documentation. Dangerous goods on ocean require an IMO declaration — we'll tell you when one is needed.
Once scanned in, a package can be located in our system using the last six digits of the tracking number. After processing it also carries a unique waybill number, which appears on the cargo manifest for the sealed unit it ships in — so your destination team can find any individual piece.
Yes. Our system is open — all of your data can be downloaded in HTML format, including manifests, package records and status. If you run your own platform, you're not locked out of your own information or dependent on us to send you a report.
We still receive and process it — nothing is refused for a missing pre-alert. It just takes about twice as long per piece, and the commodity and value details have to be recovered from the package itself or from you afterwards. Pre-alert compliance is one of the two things that moves your rate within the range.
We process everything that arrives. Restricted items — cash, gold, arms, ammunition and similar — are moved to a segregated hold zone in the warehouse and placed on a separate hold manifest rather than into your outbound consolidation. You're told what's being held and why, so you can deal with your customer before it becomes a problem at a border.
You do, through your own customs agent. Our relationship is with you and ends when the sealed unit ships from Miami — we don't insert ourselves between you and your destination broker. What we provide is the manifest data they need: waybill, shipper, consignee, commodity and value, carried through from your customer's pre-alert.
We'll come back with tiered per-piece pricing, the processing SLA, and a start date.
Freight forwarding, customs clearance, warehousing, courier processing, AOG and multimodal solutions — coordinated by one licensed company in Miami, with the fees published.
Ocean, air and truck freight into the U.S., customs clearance, and delivery to your door. Landed cost quoted as one number.
EXPExport documentation, AES/EEI filing, consolidation and worldwide delivery. Air, ocean, over the road and multimodal.
WHSMiami warehouse space, deconsolidation, pick and pack, inventory with full portal visibility, nationwide delivery.
SPCAOG, perishables, project and out-of-gauge cargo, ISO tanks and hand carry. The shipments most forwarders turn down.
Our Miami operation as your U.S. office. Back-to-back house bills, published agent rates, non-solicitation in writing.
CURU.S. domicile, receiving, consolidation and compliance processing for courier and casillero operators.
Describe what you're moving and we'll tell you which services apply and what they cost.
Aircraft on ground service out of Miami. Same-day response, every routing option on the table including hand carry, and one person who stays on it until the part is in your engineer's hands.
A grounded aircraft doesn't just stop earning. It strands crew, cancels rotations, and pushes delay costs down the whole schedule. Meanwhile the part exists — it's sitting in a warehouse somewhere with a forwarder who quotes you next-day and means next-business-day.
AOG isn't a service level. It's a different way of working. The question is never "what's your rate" — it's "what is the fastest this can physically move, and who is watching it."
Call operations directly. No quote form, no ticket queue, no waiting for a rep to come back from lunch. You get a person who can make decisions.
We come back with options and what each one actually delivers: next flight out, split shipment, or an onboard courier flying with it. You choose against a clock, not a tariff.
Pickup arranged while the booking is being made rather than after. TSA IAC approved, so air screening happens in-house instead of adding a handoff.
The entry is prepared while the part is in the air, not started when it lands. We work with five licensed brokers, so there is always one available — a single broker on holiday is not your problem.
The same contact from the first call to the delivery signature. You never re-explain the situation to a night shift.
Status pushed to you at every milestone. If something slips, you hear it from us with the recovery plan already attached.
Don't wait to have all of it. Call with what you know and we'll start moving while you find the rest.
Call operations. We'll have routing options back to you inside the hour, and pickup arranged before you've approved one.
+1 (786) 399-5642+1 (786) 399-5642
24 hours · sales@iexlog.com
Flowers, produce, seafood, pharmaceuticals and plants through Miami — the busiest perishables gateway in the United States. Cool storage arranged with specialist facilities and managed by us throughout.
Perishable freight fails in the gaps. It sits on a hot ramp because nobody arranged cool storage for the four hours between arrival and clearance. It's held for a USDA inspection nobody filed for. It clears late on a Friday and spends the weekend at ambient.
None of those are transport failures. They're coordination failures. The freight was fine; the handoffs weren't. That's the part we own.
Cool storage is arranged before the cargo moves, not requested when it lands. We place it with the specialist facility that matches your temperature range and expected dwell.
FDA, USDA and APHIS requirements identified at booking and filed pre-arrival. If your commodity needs a permit you don't have, you find out before you buy, not at the border.
The entry is ready when the aircraft or vessel is, so the cargo isn't sitting warm while paperwork gets typed. We use the broker in our network with the right agency experience for your commodity.
We won't route a temperature-sensitive shipment into a Friday arrival without telling you what the weekend exposure looks like and what it costs to avoid it.
The cool facility, the trucker and the broker are our problem to coordinate. You deal with us, and we stay accountable for the partners we choose.
Onward delivery booked against the clearance time, so the cargo leaves as soon as it's released rather than waiting for a truck to be found.
Dry ice is a dangerous good by air and must be declared. Tell us at booking, not at the airport.
Tell us what it is, where it's coming from and what temperature it needs. We'll come back with the routing, the agency requirements and the cost — before you commit to a purchase date.
Oversized, heavy-lift, out-of-gauge and multi-piece project cargo. Route surveys, permits, lifting gear and the sequencing that decides whether any of it arrives in the right order.
The ocean leg is rarely what goes wrong. What goes wrong is a bridge clearance nobody measured, a permit that takes eleven days in a state you're crossing on day four, a crane booked for a delivery that arrives a week late, or three pieces of one machine landing on three different vessels.
Project cargo is a sequencing problem wearing a freight costume. Everything has to happen in an order, and one late permit reorders all of it.
Height, width, weight and turning radius checked against the actual road, not the map. Bridges, overpasses and weight-restricted spans identified before anything is booked.
State permits have lead times that vary and don't care about your schedule. We start them first and build the transport plan around when they land.
Flat rack, open top, breakbulk or roll-on depending on dimensions and what's realistic at both ports — not on what's cheapest to book.
Multi-piece consignments routed to arrive together where possible, and sequenced deliberately where not. You get the base before the superstructure.
Crane and rigging booked against the confirmed delivery window, with the contingency named in advance rather than improvised on the day.
Heavy machinery classification, partial shipments of a single unit, and duty treatment for equipment arriving in pieces — handled by a broker in the same building.
Photographs and a general arrangement drawing shorten this conversation by about a week.
The cheapest project moves are the ones where transport was considered at specification. Send dimensions and a delivery site and we'll tell you what's feasible and what it costs.
ISO tank containers for bulk liquid movement, including the dangerous goods declarations, tank suitability and cleaning documentation that stop most of these shipments before they start.
A rejected booking, a container refused at the gate, a shipment held because the last cargo carried isn't documented, or a tank that turns out not to be rated for what you're putting in it. Lines refuse dangerous goods bookings routinely, and once you're refused on one, the next one is harder.
Almost every ISO tank failure is a documentation failure. The liquid was fine. The declaration wasn't.
UN number, packing group and IMO class established from your safety data sheet before we approach a line. Wrong classification is the most common reason a booking dies.
T-code, lining, heating, pressure rating and valve configuration checked against your product. A tank that can't legally carry it is a tank you're paying to reposition.
Last-three-cargoes and cleaning certificates assembled up front. Contamination claims are expensive and they're won or lost on this paperwork.
The IMO dangerous goods declaration prepared correctly the first time. Ocean shipments of dangerous goods require it, and lines reject on detail.
Not every line accepts every class on every service. We go to the ones that will, rather than burning a week being refused by the ones that won't.
Customs entry, any additional agency filings, and drayage by an operator equipped and permitted to move a loaded tank.
Send the SDS first. Most of the questions above answer themselves from it.
We'll tell you what class it is, what tank it needs, which lines will take it and what it costs — before you commit to a shipping date.
Onboard courier for cargo that genuinely cannot wait or cannot leave someone's hands. Hand to hand from your door to theirs, on the next departure with a seat on it.
Express freight is fast until it isn't. It moves between hubs, sits overnight for a sort, gets held for a document, and travels alongside everything else. For a production line stoppage, a clinical trial sample, a certification document or an irreplaceable prototype, "usually next day" isn't an answer.
A hand carry removes the system. One person, one seat, continuous custody, and no sort facility anywhere in the chain.
We work backwards from the next flight with both a seat and a realistic connection, then decide whether collection is feasible against it. The flight sets the plan.
The courier collects from your site. No drop-off, no depot, no handover to a network — custody starts at your door.
The item stays with the courier through check-in, security and the flight. Nothing is checked into a hold unless you've agreed to it.
Customs entry prepared in advance so the courier walks through rather than waits. We line up the broker before the flight departs, not after it lands.
Hand to hand, to the individual you nominate, with signature and time recorded. Not to a mailroom.
You get position updates from the person carrying it, not from a scan event. If a connection breaks, you know before the aircraft lands.
Visas and dangerous goods are what kill hand carries. Both are knowable in the first ten minutes, so we check them first.
Hand carry is decided in minutes, not quoted in days. Tell us what it is, where it starts and where it has to be.
+1 (786) 399-5642+1 (786) 399-5642
24 hours · sales@iexlog.com
All eleven Incoterms 2020 rules, read from the seller's side: what each one costs you, where your risk ends, and which to quote when. No diagram required.
Incoterms are eleven standard rules published by the International Chamber of Commerce that define who pays for what, and where risk passes, in an international sale. For most exporters the right term is FCA on air, truck and multimodal shipments, and FOB on ocean. Both mean you clear the goods for export and hand them over at origin, so your risk ends early while the buyer controls the main carriage.
Avoid EXW — a foreign buyer usually cannot file U.S. export declarations, so the obligation returns to you without a contract that pays for it.
Incoterms 2020 · Reviewed 7 August 2026 · Imports Exports Logistics, Inc.
The single most expensive mistake in exporting is agreeing to a term you haven't priced. Risk and cost do not always transfer at the same point — under CFR, CIF, CPT and CIP they deliberately don't.
| Term | Name | You pay | Your risk ends | Export clearance |
|---|---|---|---|---|
| EXW | Ex WorksAny mode | Nothing past your loading dock | At your premises, when goods are made available | Buyer |
| Lowest headline price you can quote. But the buyer often can't file U.S. export declarations, so the obligation lands back on you anyway — and you lose all visibility. Quote FCA instead nine times out of ten. | ||||
| FCA | Free CarrierAny mode | Export clearance, and delivery to the named place | On loading at your premises, or when placed at the buyer's carrier | You |
| The term EXW should usually be. You clear export — which you're equipped to do — and risk ends early. Under Incoterms 2020 you can also require an on-board bill of lading, which matters if your buyer pays by letter of credit. | ||||
| FAS | Free Alongside ShipSea only | Inland haulage and export clearance, to the quay | Alongside the vessel at the named port | You |
| Bulk and breakbulk cargo. Rarely right for containers, because your risk ends before the container is loaded. | ||||
| FOB | Free On BoardSea only | Everything to the vessel, including export clearance | When goods are on board the vessel | You |
| The most common ocean term and usually the fairest split. Quote this unless you have a reason not to. | ||||
| CFR | Cost and FreightSea only | Ocean freight to the destination port | On board at origin — before you've paid the freight | You |
| When you want to control the carrier and routing. Note the gap: you pay to destination but your risk ended at origin. Insure it anyway. | ||||
| CIF | Cost, Insurance & FreightSea only | Ocean freight plus insurance to the destination port | On board at origin | You |
| Letters of credit often demand it. The catch: minimum cover is Institute Cargo Clauses (C) — thin. Buy better cover than the term requires. | ||||
| CPT | Carriage Paid ToAny mode | Carriage to the named destination | When handed to the first carrier | You |
| The multimodal equivalent of CFR. Watch the risk transfer point — it's much earlier than most sellers assume. | ||||
| CIP | Carriage and Insurance Paid ToAny mode | Carriage plus insurance to the named destination | When handed to the first carrier | You |
| Since Incoterms 2020, CIP requires all-risks cover (ICC A), not the minimum CIF allows. Better protection for your buyer, higher cost to you — price it in. | ||||
| DAP | Delivered At PlaceAny mode | Everything to the named destination, not unloaded | On arrival at the destination, ready for unloading | You |
| A strong offer that stops short of foreign duty exposure. Often the smart alternative to DDP. | ||||
| DPU | Delivered at Place UnloadedAny mode | Everything to destination including unloading | After unloading at the named destination | You |
| Replaced DAT in Incoterms 2020. The only term where you're responsible for unloading — make sure you can actually do it at that site. | ||||
| DDP | Delivered Duty PaidAny mode | Everything, including foreign import duty and taxes | On arrival at the buyer's door | You (both ends) |
| The strongest offer you can make and the one most likely to cost more than you quoted. Never quote it without checking the destination duty rate and whether a foreign entity may act as importer of record there — in several countries it can't. | ||||
Your buyer usually can't file U.S. export declarations — they have no U.S. presence. The obligation returns to you, but now you're doing it without control of the shipment or a contract that pays you for it. Quote FCA.
Under CFR, CIF, CPT and CIP you pay the freight to destination but your risk ended at origin. If the cargo is damaged mid-ocean, it's the buyer's loss — and their claim. Many sellers discover this after the fact.
Foreign duty rates vary enormously, and in several countries a non-resident entity cannot legally act as importer of record at all. Quote DAP instead and let your buyer clear it.
Incoterms 2010 remains valid if your contract specifies it. Always state which version — "FOB Miami Incoterms 2020", not just "FOB".
FCA for air, truck and multimodal shipments, and FOB for ocean. Both mean the seller clears the goods for export and hands them over at origin, so risk ends early while the buyer controls the main carriage. Avoid EXW, because a foreign buyer usually cannot file U.S. export declarations.
Not always. Under CFR, CIF, CPT and CIP the seller pays carriage to the destination but risk transfers at origin — either on board the vessel or at the first carrier. You pay for a journey during which the goods are already at your buyer's risk. Insure accordingly.
DAT was renamed DPU (Delivered at Place Unloaded). CIP now requires all-risks insurance under Institute Cargo Clauses A rather than minimum cover. FCA gained an option for an on-board bill of lading, which matters for letters of credit. And delivery using the seller's or buyer's own transport is explicitly recognised.
It's the strongest offer you can make and the one most likely to cost more than you quoted. You pay foreign import duty and taxes, and in several countries a non-resident entity cannot legally act as importer of record at all. DAP is usually the safer alternative.
Always state the version explicitly — "FOB Miami Incoterms 2020", not just "FOB". Incoterms 2010 remains valid if your contract specifies it, and the two differ on points that matter.
Tell us the destination and what you're selling. We'll tell you which term protects you, what it costs, and what your buyer will accept.
General guidance, not legal advice. Your sales contract governs.
All eleven Incoterms 2020 rules from the buyer's side: what you're actually paying for under each, where your risk begins, and which ones to push back on.
Incoterms are eleven standard rules published by the International Chamber of Commerce that define who pays for what, and where risk passes, in an international sale. For most importers the best term is FOB on ocean shipments and FCA on air or truck. Both put your supplier in charge of export clearance at origin, and put you in charge of the freight and the U.S. side — where you can actually control cost.
Push back on CIF and DDP. Under both, your supplier chooses the forwarder, and you inherit destination charges you have no leverage over.
Incoterms 2020 · Reviewed 7 August 2026 · Imports Exports Logistics, Inc.
Your supplier quotes a term alongside the price, and it decides how much of the journey you're paying for. The same unit price under two different terms is two different deals.
| Term | Name | You pay | Your risk starts | Export clearance |
|---|---|---|---|---|
| EXW | Ex WorksAny mode | Everything from the supplier's dock onwards | At the supplier's premises | You |
| Cheapest unit price because it covers the least. You're now responsible for export formalities in a country you're not in. Push for FCA instead — it costs the supplier almost nothing and removes a real risk from you. | ||||
| FCA | Free CarrierAny mode | From the named place onwards | When collected, or at the named place | Supplier |
| The best term to ask for when EXW is offered. Supplier clears export, you control the freight. Under Incoterms 2020 you can request an on-board bill of lading, which your bank may need. | ||||
| FAS | Free Alongside ShipSea only | Loading, ocean freight, and everything after | Alongside the vessel at origin | Supplier |
| Mostly bulk cargo. If you're buying containers and see FAS, ask why. | ||||
| FOB | Free On BoardSea only | From the vessel onwards | When goods are on board at origin | Supplier |
| Usually the best term for an importer. You gain control of the carrier, the rate and the destination side without inheriting foreign paperwork. | ||||
| CFR | Cost and FreightSea only | Clearance and delivery at your end | On board at origin — you carry the risk while the supplier's carrier moves it | Supplier |
| Freight is in the price, but the supplier picked the carrier. You'll inherit their agent's destination charges with no leverage over them. | ||||
| CIF | Cost, Insurance & FreightSea only | Clearance and delivery at your end | On board at origin | Supplier |
| Looks convenient. The most common source of surprise arrival fees. Insurance is minimum cover only — check what's actually insured before you rely on it. | ||||
| CPT | Carriage Paid ToAny mode | Clearance and delivery at destination | When the supplier hands to the first carrier — very early | Supplier |
| You carry risk for most of the journey while the supplier controls the routing. Insure it yourself. | ||||
| CIP | Carriage and Insurance Paid ToAny mode | Clearance and delivery at destination | At the first carrier | Supplier |
| Since 2020 the supplier must buy all-risks cover, which is a genuine improvement over CIF. Ask for the certificate. | ||||
| DAP | Delivered At PlaceAny mode | Import clearance, duty, and unloading | On arrival at your site | Supplier |
| Good balance. The supplier handles the freight, you keep control of clearance and your own broker. | ||||
| DPU | Delivered at Place UnloadedAny mode | Import clearance and duty only | After unloading at your site | Supplier |
| Useful when you don't have unloading equipment. Confirm the supplier understands what unloading at your site actually requires. | ||||
| DDP | Delivered Duty PaidAny mode | Nothing extra — in theory | At your door | Supplier (both ends) |
| Simplest to buy, but you're paying a marked-up price for logistics you can't audit. And you generally remain liable to CBP for the accuracy of the entry regardless of who filed it. Convenience, not protection. | ||||
Your supplier picked the carrier and the forwarder. Their destination agent bills you whatever they decide, and you have no leverage. The freight you "saved" comes back as arrival charges you didn't budget.
You've just made yourself responsible for export formalities in a country you have no presence in. The quote is lower because it covers less. Ask for FCA — it costs your supplier almost nothing.
Your supplier pays the duty, but you generally remain liable to CBP for the accuracy of the entry. DDP buys you convenience, not protection — and you're paying a marked-up price for logistics you can't audit.
Ask for FOB on ocean, or FCA on air and truck. Both put your supplier in charge of getting the goods cleared and loaded at origin — which they're equipped to do — and put you in charge of the freight and the U.S. side, where you can actually control cost.
If a supplier insists on CIF or DDP, that's usually a sign the logistics margin matters to them. Ask what the destination charges will be, in writing, before you agree the price.
FOB on ocean shipments and FCA on air or truck. Both put the supplier in charge of export clearance and loading at origin — which they're equipped to do — and put you in charge of the main carriage and the destination side, where you can actually control cost.
Your supplier chooses the carrier and the forwarder, so you inherit whatever destination charges their agent decides to bill, with no leverage over them. CIF is the most common source of unexpected arrival charges. The insurance is also minimum cover only, under Institute Cargo Clauses C.
Usually not. EXW is cheaper because it covers less — you become responsible for export formalities in a country where you have no presence. Asking for FCA instead costs your supplier very little and removes that exposure entirely.
No. Your supplier pays the freight, clearance and duty, but as importer of record you generally remain liable to CBP for the accuracy of the entry and the correctness of the classification. DDP buys convenience, not protection.
Customs entry is $175, ISF filing $65, a single-entry bond starts at $95, and handling and documentation is $150 — from $485 for a standard import, whatever the shipment size. See the full rate card →
We'll tell you what it means for your landed cost, whether it's in your interest, and what to ask for instead.
General guidance, not legal advice. Your purchase contract governs.
Most logistics companies won't tell you their prices until you're on the phone. That wastes your time and ours. Below is every fee we charge, what's flat, what's variable, and what drives the variable part.
Clearance, ISF and handling don't change with shipment size — one carton or a 40′ HC, same price. The bond is the only line that scales, and it scales with cargo value.
This replaces the single-entry bond, it isn't added to it. Above roughly seven shipments a year — or one shipment of about $50,000 in value — it costs less. Work out which is cheaper for you:
Where a minimum and a weight-based rate are both shown, the higher of the two applies.
Duties · Taxes · Harbor Maintenance Fee · Merchandise Processing Fee · CBP exam fees · Demurrage · Per diem · Terminal handling
Origin, destination ZIP and container type → estimated all-in range.
Coming soonShipments a year and value per shipment → single-entry or annual, with your break-even point.
Check my bond →Everything on this page as one document you can forward internally or attach to a budget. Free PDF, no email required.
Download PDF ↓View on page →A quote takes one business day and holds for 14. No call required.
CBP requires a bond on commercial imports. You can buy one per shipment or one for the year. Two numbers decide which is cheaper.
A single-entry bond costs the same on every shipment. The annual bond costs $650 once, so the more you ship, the less it works out to per shipment. Where the two meet is your break-even.
A single-entry bond is priced at $13 per $1,000 of commercial value, with a $95 minimum — the invoice value of the goods, not including duties. The minimum only applies below about $7,300; above that, the bond cost climbs with the value of your cargo. An annual continuous bond is a flat $650 covering unlimited entries for twelve months.
Both cover the bond only. ISF is filed separately at $65 per shipment either way, so it doesn't affect which bond is cheaper.
Right-hand column shows the cost per single entry and how many entries before the annual bond wins.
A single-entry bond has to be arranged for each shipment. A continuous bond is already on file, so the entry can be filed the moment documents arrive.
A missing or insufficient bond stops the entry and starts the demurrage clock. That risk disappears with a continuous bond.
If your volume grows mid-year, a continuous bond absorbs it without another purchase or another decision.
Tell us your commodity and volume and we'll quote the bond alongside the clearance.
Estimates only. Continuous bond assumes the standard $50,000 bond amount; importers whose duties, taxes and fees exceed $500,000 a year need a larger bond, quoted separately.
The same figures published across this site, collected as a single document you can forward internally or attach to a budget. Updated August 2026.
Free download, no email required. PDF, 3 pages, 450 KB — updated August 2026.
Clearance, ISF and handling don't change with shipment size. The bond is the only line that scales, and it scales with cargo value rather than volume.
Replaces the single-entry bond rather than adding to it. Work out which is cheaper →
Asia → your warehouse in Doral, FL · one 40′ HC · $15,000 of goods.
Duties and taxes pass through at cost, per your HTS code.
Where a minimum and a weight-based rate are both shown, the higher of the two applies.
Export shipments receive the first month of storage free. Agent rates are set in your agency agreement.
Passed through at cost, never marked up: duties · taxes · Harbor Maintenance Fee · Merchandise Processing Fee · CBP exam fees · demurrage · per diem · terminal handling
A quote takes one business day and holds for 14. No call required.
Rates effective August 2026 and subject to change. Published rates do not constitute a binding offer; firm pricing is provided per quotation.
Pick your service and we'll ask only for what's relevant. One business day for a firm quote — same day for AOG.
Every enquiry arrives tagged to a business line, so nothing gets routed to the wrong desk.
Origin · destination ZIP · commodity · pieces · weight & dimensions · incoterm
EXPPickup · destination country · commodity · incoterm · weight and dimensions per piece
WHSPallet count · duration · commodity · special handling · start date
AGTCompany · markets served · monthly volume · services needed in the U.S.
CURMonthly piece count & weight · destination markets · air or ocean · current processor
SPCPerishables, project, out-of-gauge, ISO tank or hand carry. Describe it.
AOGFastest is to call +1 (786) 399-5642, 24 hours. Send the details here and we'll call you back.
CSR +1 (800) 707-0194 · Ops +1 (786) 399-5642 · WhatsApp +1 (786) 236-6732
The rate bulletin, the tools, and plain-English explainers for the parts of trade that cost people money when they get them wrong.
South China space loosening post-holiday, spot rates softened 8–12% vs late May. GRI expected around July 1 — lock pricing before then if your booking window allows.
Read issue →Placeholder — archive entry.
Read issue →Placeholder — archive entry.
Read issue →Replaces the current six generic “What is Maritime Transport?” blog posts. Those are template filler with frozen January 2025 date stamps — they rank for nothing commercial and make the site look abandoned. Archive them.
Everything here is open. We would rather you arrive knowing what things cost than fill in a form to find out.
Estimate your all-in cost before you request a quote. Coming soon.
Every fee we charge, on three pages. Free, no email required.
Download PDF ↓View on page →All eleven terms from the buyer's side — what you're paying for under each, and which to push back on.
Open guide →The same eleven from the seller's side — what each costs you to quote, and where the traps are.
Open guide →Exactly what to request from your supplier.
From supplier agreement to delivered pallet.
BAF, GRI, ISF, MPF, HMF, drayage, per diem — decoded.
Imports Exports Logistics, Inc. has operated from Miami since June 2016 as a licensed freight forwarder, FMC-licensed NVOCC and warehouse operator, working with five licensed U.S. customs brokers — the United States end of trade for importers, exporters and agents in 30+ countries.
Every claim below is checkable in a public database. That's the point of listing them.
FMC-licensed NVOCC — searchable in the Federal Maritime Commission public database.
We are not a licensed customs broker ourselves. We coordinate entry filing through five licensed U.S. brokers, which gives coverage at more ports, a broker matched to your commodity, and no single point of failure when one is at capacity.
TSA IAC approved for air cargo handling and screening.
Office and warehouse at 6820 NW 77th Ct, Miami, FL 33166.
Whatever needs to happen to your cargo in the United States, it happens here.