Straight answers before you book.

When the paperwork is complete and consistent, the entry is filed before the ship or plane arrives, and most compliant shipments are released on or shortly after arrival. Delays come from missing or mismatched documents, partner-agency reviews (FDA, USDA and similar) and physical exams, which can add several days. The best protection is a document check before departure, which is part of our process.

Duty depends on the product's 10-digit HTS classification, the country of origin and the customs value, plus any additional measures in force for that product and origin (for example Section 232 or Section 301 tariffs). Two smaller fees, the Merchandise Processing Fee and, for ocean cargo, the Harbor Maintenance Fee, are added. We give a dated estimate in the quote and confirm the exact amount at entry.

The Importer Security Filing is a set of ten data points about the seller, buyer, importer, consignee, manufacturer, ship-to party, country of origin, HTS number, container stuffing location and consolidator that CBP requires for ocean imports. It must be accepted at least 24 hours before the container is loaded at the foreign port. Late or inaccurate filings carry liquidated damages of $5,000 per violation and can lead to holds, so we collect the data when you book, not when the vessel sails.

Yes, for any formal entry (generally shipments over $2,500 or regulated goods). A single-transaction bond covers one entry; a continuous bond covers all your entries for a year, starts at $50,000 of coverage and also satisfies the ISF bond requirement. If you import more than a few times a year, the continuous bond is usually cheaper and simpler.

Yes. A foreign company can import in its own name by obtaining a CBP-assigned importer number, posting a continuous bond and giving a power of attorney to a licensed customs broker. Other obligations follow (recordkeeping, product compliance, and for food a U.S. agent for FDA), and we set these up as part of onboarding.

No. Duty-free de minimis entry has been suspended for all countries and all modes since 2025, CBP made the suspension indefinite in June 2026, and Congress has repealed the exemption outright from July 1, 2027. Every commercial shipment, however small, now needs an informal or formal entry with duties paid. We price that in from the start.

If your cargo fills roughly half a container or more, a full container is usually cheaper per unit and faster, because it skips consolidation at both ends and travels under one seal. For a few pallets, LCL costs less in total but adds handling and a few days. Fragile or high-value goods often justify a full container even when it is not full. The quote tool shows both so you can compare.

Most 3PLs, including us, bill in four parts: receiving (per container, pallet or carton), storage (per pallet or cubic foot per month), order handling (a pick-and-pack fee per order plus a smaller fee per additional unit) and materials or postage at cost. Marketplace prep such as labelling and polybagging is priced per unit. You see the schedule before you ship anything, and there is no long-term commitment.

Yes. We apply item and carton labels, polybag, bundle and build pallets to the marketplace's current requirements, then book the inbound appointment and ship it. Because requirements change often, we check the current rules at the time of prep rather than relying on last season's.

Carrier and forwarder liability is limited by law and contract to fixed amounts per package or kilogram, which rarely approach the real value of the goods. All-risk cargo insurance, usually priced as a small percentage of the insured value (commonly value plus freight plus 10%), pays the agreed value for loss or damage and covers general-average contributions after a vessel incident. For most commercial shipments it is inexpensive relative to the exposure.

For buyers who want control of the freight, FOB (ocean) or FCA (any mode) are the usual choices: the supplier handles export formalities and delivers to the port or carrier, and you choose the forwarder from there. CIF and CFR leave the forwarder choice with the seller. DDP puts customs clearance and duties on the seller, which only works if the seller is set up as a U.S. importer. If you are unsure, pick FOB in the quote tool and we will explain the alternatives.

CBP can select any shipment for a document review, a non-intrusive scan or a full physical exam. The container is moved to an exam site, opened, inspected and reloaded; exam and handling fees are charged to the importer, and the process can take several days. We coordinate the move, keep you informed, and schedule delivery as soon as release is received. Accurate descriptions and consistent documents reduce the chance of selection.

Demurrage is charged by the terminal when a container stays on the dock beyond its free days; detention (or per diem) is charged by the shipping line when the container is returned late after pickup. Both add up quickly at Los Angeles and Long Beach. We book the pickup against the vessel's discharge date, arrange the appointment early and plan the empty return so that free time is not exceeded.

Often, yes. Duty drawback refunds up to 99% of duties, taxes and fees on imported goods that are exported or destroyed unused, used in manufacturing for export, or rejected. Claims are filed electronically and must be completed within five years of the original import. Section 301 duties are generally recoverable; Section 232 duties mostly are not. We can review your flows and file claims through our licensed partners.

A commercial invoice (with a clear product description, value, currency and country of origin), a packing list and the transport document (bill of lading or air waybill). For first shipments we also need your importer number or the information to obtain one, a signed power of attorney for the broker, and the product details needed to classify the goods. Food, cosmetics, electronics, wood products and children's goods may require additional declarations, which we identify up front.