Not every container that lands at PortMiami or Port Everglades is destined to clear customs in South Florida. Plenty of freight arrives here on its way somewhere else — to another U.S. port for entry, to Latin America or the Caribbean for re-export, or to a bonded facility while the importer sorts out paperwork or timing. That’s where in-bond shipments come in.
An in-bond shipment lets cargo move within the United States before duties and taxes are paid, under the supervision of U.S. Customs and Border Protection (CBP). The goods travel “in bond” — meaning a bonded party (usually a bonded carrier) is financially responsible to CBP until the merchandise is either formally entered, exported, or delivered to another bonded facility.
If you import through South Florida, understanding the three main in-bond entry types — IT, T&E, and IE — can save you real money on duties, demurrage, and double handling. Here’s how each one works in practice.
What “in bond” actually means
When cargo arrives at a U.S. port, CBP expects one of two things to happen: the importer files an entry and pays duties, or the cargo moves under bond to a place where entry or exportation will happen later. The in-bond process (governed by 19 CFR Part 18) covers that second path.
Key points that apply to all in-bond moves:
- A custodial bond is required. The carrier or facility moving or holding the goods must have a bond on file with CBP. This is why you’ll hear the term bonded carrier Miami — only carriers with the right bond can legally transport in-bond freight.
- Filing is electronic. In-bond transactions are filed in CBP’s ACE system (the old paper CBP Form 7512 process has been replaced by electronic filing for most moves).
- Transit time limits apply. In-bond cargo moving by truck or rail generally must arrive at the destination port within 30 days.
- Arrival and export must be reported. The receiving bonded facility or exporting carrier reports arrival or export electronically so CBP can close out the bond. Unclosed in-bonds are a common source of liquidated damages claims.
The three main in-bond types
IT — Immediate Transportation (entry type 61)
An immediate transportation entry moves cargo from the port of arrival to another U.S. port or bonded location, where customs entry will be made later. Duties are not paid at the first port; they’re paid when the goods are formally entered at destination.
When it makes sense:
- Your customs broker or consignee is at an inland port and you want entry made there.
- Cargo arrives at Port Everglades but needs to enter commerce through another district.
- You want to move freight off the terminal quickly — before entry is complete — into a bonded warehouse to avoid demurrage while documents, licenses, or payments are finalized.
That last scenario is common in Miami. Free time at the marine terminals is short, and waiting on a delayed commercial invoice or an agency hold can burn through it fast. Moving the container in bond to a bonded facility stops the demurrage clock without requiring duty payment first.
T&E — Transportation and Exportation (entry type 62)
A T&E (transportation and exportation) entry covers cargo that arrives at one U.S. port, travels through the country in bond, and exits at a different U.S. port — without ever formally entering U.S. commerce. No duties are paid at all, because the goods are never “imported” in the tariff sense.
When it makes sense:
- Freight lands on the West Coast or at a Gulf port but will export to the Caribbean or South America via PortMiami.
- Air cargo arrives at another gateway and exports through Miami International Airport.
- A shipper consolidates foreign-origin goods in South Florida for onward export.
South Florida is one of the busiest T&E corridors in the country precisely because it’s the natural gateway to Latin America and the Caribbean. Cargo can move in bond to a container freight station here, be devanned or consolidated under CBP supervision, and export on the next sailing.
IE — Immediate Exportation (entry type 63)
An IE (immediate exportation) entry is the simplest of the three: cargo arrives at a port and is exported from that same port without entering U.S. commerce. There’s no domestic transportation leg between ports — just arrival, transfer under bond, and export.
When it makes sense:
- Transshipment cargo arriving at PortMiami destined for a vessel to the Caribbean.
- Goods refused entry or ordered exported.
- Freight consolidated abroad that only touches Miami to change carriers.
Even though the move stays within one port area, the cargo still has to travel between terminals, CFS facilities, and carriers under bond — so a bonded drayage carrier is still required.
Why the carrier and warehouse matter
In-bond freight is unforgiving of sloppy execution. If an in-bond move isn’t arrived or exported properly in ACE, CBP can issue liquidated damages claims against the bond — and sort-out costs land on somebody’s desk, usually yours. A few practical rules:
- Use a bonded carrier with port experience. For container drayage at PortMiami and Port Everglades, the carrier needs both the custodial bond and the operational muscle — chassis availability, credentialed drivers, and familiarity with each terminal’s in-bond release procedures. Freight Hub Group runs its own fleet with 300+ 40/45-foot chassis and 150+ 20-foot chassis, which matters when an in-bond container needs to move before free time expires.
- Confirm the receiving facility is actually bonded. An IT to a non-bonded warehouse isn’t an option. Verify the facility’s FIRMS code before the move is filed.
- Keep the paper trail tight. In-bond numbers, container numbers, and seal numbers must match across the filing, the delivery order, and the gate transaction. Mismatches cause holds.
- Watch the clock. The 30-day transit window sounds generous until a container sits at a ramp or a warehouse forgets to report arrival.
A 3PL that controls the drayage, the bonded warehouse, and the customs coordination under one roof removes most of the handoff risk, because one team owns the in-bond from terminal gate to close-out.
Quick comparison
| Type | Entry code | Duties paid? | Enters U.S. commerce? | Typical use |
|---|---|---|---|---|
| IT | 61 | Later, at destination | Yes, at destination port | Move to inland port or bonded warehouse before entry |
| T&E | 62 | No | No | Arrive one port, export from another |
| IE | 63 | No | No | Arrive and export from the same port |
Frequently asked questions
Do I need a customs broker for an in-bond shipment?
An in-bond filing itself is not a consumption entry, so it doesn’t require the same entry process — but it must be filed in ACE by an authorized party such as a bonded carrier, freight forwarder, or broker. If the cargo will later be entered (as with an IT), a broker handles that formal entry at the destination. Most importers let their 3PL or broker coordinate both steps so the bond closes cleanly.
How long can cargo stay in a bonded warehouse after an IT move?
Merchandise entered into a bonded warehouse can generally remain there for up to five years from the date of importation without duty payment. That gives importers significant flexibility to time their entries around cash flow, quota, or market demand.
What happens if an in-bond shipment isn’t closed out?
If CBP doesn’t receive a proper arrival or export report, the agency can issue a liquidated damages claim against the custodial bond. Resolving these claims takes time and can affect the bonded party’s standing, which is why experienced bonded carriers treat in-bond close-outs as seriously as the physical move itself.
Have an in-bond move planned through PortMiami or Port Everglades? Request a quote or call (786) 445-0150 and we’ll walk you through the right entry type for your cargo.