The questions we get every week

It organises the international movement of your goods end to end: it contracts transport with carriers, airlines and truckers, prepares documentation, handles customs clearance and coordinates final delivery. In practice, it is the single point of contact between your overseas supplier and your warehouse.

A valid tax ID (RTN), the supplier’s commercial invoice and packing list, and clarity on the purchase Incoterm. Depending on the product, prior registrations or permits from SENASA, ARSA or SAG may be required — and are best filed before paying for the goods. We walk you through the whole list.

Total cost combines international freight, carrier surcharges, port charges, duties and VAT, clearance fees and inland transport. Freight moves with origin, season and equipment availability, so the number that matters is the landed cost — and we calculate it from your goods’ description, value and origin.

For most importers in Honduras, FOB or FCA give the best control: the supplier delivers at the origin port or terminal and you decide who ships and on what terms. One point about CIF is worth clearing up, because it is often misread: it does not take work off your hands. The seller only pays freight and minimum insurance to the destination port; discharge, local charges, customs and inland transport are still yours, and on top of that you lose sight of what is actually being paid in freight. DDP, in turn, almost always hides the seller’s margin.

By ocean, 5–12 days from the southern United States, 18–28 from Europe and 30–45 from Asia, plus clearance at destination. By air, 2–6 days depending on route and connections. Origin consolidation and customs release add to those figures and are what vary most.

Commercial invoice, packing list, transport document (bill of lading, air waybill or road consignment note) and certificate of origin where a tariff preference applies. Depending on the product, health, phytosanitary permits, prior registrations or agency authorisations are added.

Almost always for three reasons: a prior permit that was not filed in time, a goods description that does not match between invoice and packing list, or a debatable tariff classification. All three are caught by reviewing documents before the cargo ships — which is why we do it that way.

Yes. We prepare the export DUCA, the certificate of origin, coordination with the buyer at destination and the shipment in whichever mode applies. It is the same operation, in reverse.

Every shipment has an assigned executive who sends you departure confirmation, the estimated arrival date and notice of any change. You can write to them directly by WhatsApp or email — there is no call centre in between.

Yes, with the classification, packaging and declaration each regulation requires — IATA DGR for air and IMDG for ocean. We need the product safety data sheet before quoting, as it determines the available route and carrier.

Both. For small volumes we work with consolidated cargo and origin warehouse consolidation, which is precisely what lets a small company import without filling a whole container.

The damage is documented on receipt, the carrier is notified within the legal deadline and, if the shipment was insured, the claim is opened. We gather the evidence and coordinate with the adjuster through to payment.