Angola is a market we handle across the whole range, cars, commercial trucks and construction machinery, and it is one where getting one piece of paper right before the vessel sails matters more than almost anything else you will do. That document cannot be fixed from Angola once the ship has left, which catches out shippers who treat it as an arrival formality. This page explains it, along with the ports and how we move each kind of cargo.
The ARCCLA certificate, and why it is our job not yours
Angola requires a loading certificate for sea freight. You will still see it called the CNCA, after the Conselho Nacional de Carregadores de Angola, and plenty of freight websites still use that name. It is now issued by ARCCLA, the Agencia Reguladora de Certificacao de Carga e Logistica. Same certificate, current authority.
Three things about it matter commercially.
- It is mandatory for all sea freight to Angola.
- It is the shipper's obligation, not the consignee's. Under ARCCLA circular 003/2022, shipowners must not refuse cargo that lacks a certificate but must report it, and the duty to obtain it stays with the shipper.
- It has to be issued and validated before the vessel reaches the port of discharge. The deadline runs to arrival rather than departure, but in practice you file once the booking is confirmed, because the consignee generally cannot put it right from the Angolan end after the ship has sailed.
This is the single most expensive mistake on the Angola lane. Cargo arriving without a validated certificate is generally not released. You get customs delay, daily storage and demurrage running against you, and regulatory fines, with penalties reported at twice the certificate cost on top of standard fines. All of it for a document that costs very little when it is done on time.
We handle this as a matter of course on every Angola booking, because we are the shipper side of the transaction and it belongs with us. The documents it needs are the bill of lading, the commercial invoice, the DU or Documento Unico, a freight invoice where the freight is not shown on the commercial invoice, and the application form.
One detail on the DU. It has been required since 2015, with exceptions for temporary shipments and for cargo below a value threshold in the region of USD 5,000, and a standard DU is valid for sixty days from issue. That sixty day validity is worth watching on a shipment that gets delayed at the US end.
The ports
- Luanda, the main gateway and where most cargo for the capital and the interior lands.
- Lobito, further south, which serves the Benguela region and the corridor inland.
- Cabinda, serving the exclave and the offshore oil sector.
- Namibe, in the far south.
Luanda takes the bulk of the traffic. For a large out of gauge or breakbulk machine the discharge question is worth settling before booking rather than on arrival, because handling capability is not identical across the terminals, and we confirm that as part of routing the shipment.
Cars and trucks
Vehicles are a large part of what we move to Angola. Cars travel containerized, which on this lane is what most buyers want, because a container protects the vehicle for the whole voyage rather than leaving it exposed on an open deck.
- One car fits a 20ft container comfortably.
- Two cars fit a 40ft high cube, which is the loading we recommend as standard.
- Three or four cars can be fitted into a 40ft high cube where the vehicles suit it, though the denser the load the greater the risk of contact damage, and where a customer specifies a dense load the loading plan and that risk are theirs. Our guide to how many cars fit in a container covers the capacities and the trade-offs in detail.
Commercial trucks that run and drive can go roll-on roll-off where a suitable service calls, or containerized where the unit suits it. We will price the realistic options rather than pushing you toward one.
Angola sets its own rules on vehicle age and eligibility and those are matters for your customs agent in Angola to confirm, because they are set by the Angolan government and they change. Ask before you buy rather than after, and ask us too, because we see what clears on this lane.
Heavy equipment
Angola buys used American machinery for construction, quarrying, agriculture and the oil and gas supply chain, and most of it travels in containers rather than on flat racks when we handle it.
That is because we dismantle machines ourselves, principally at our Baltimore facility, so containerizing is a real option rather than a theoretical one:
- Backhoe loaders go into a container with the cab off, the bucket off and the arm off where length requires it.
- Wheel loaders in the Caterpillar 950 class dismantle into a 40ft high cube.
- Large excavators can be split across containers. We have shipped a Hitachi EX300, around the 30 tonne class, as one 40ft high cube plus one 20ft with the track side frames removed.
- Mini excavators and skid steers go in as they stand, often two to a box.
A container moves cheaper than a flat rack, so the dismantling normally pays for itself, and the machine arrives enclosed. Where a machine genuinely cannot be containerized we ship it flat rack, breakbulk or roll-on roll-off and say so rather than pretending otherwise. The full comparison is in our guide to what it costs to ship heavy equipment.
Moving a mixed load to Angola?
Cars, trucks and machinery in one shipment is normal for us. Send the list and we will work out how it packs.
Get a QuotePreparation and the US side
- Collection nationwide, including from Copart, IAA, Manheim, Ritchie Bros., IronPlanet and Purple Wave. Most yards will not load a unit that can reasonably be driven, and they require a bill of lading for anything going to a foreign country, which we issue as the ocean carrier.
- The export filing, submitted by us through the Automated Export System. You supply the bill of sale or auction invoice, proof of ownership, and exact VIN or serial numbers.
- The ARCCLA certificate, which we obtain as shipper.
- Cleaning, where required, for anything that has worked on soil.
- Fluids and batteries, prepared to the requirements of the booked route, which differ between container, breakbulk and roll-on roll-off.
Duty, clearance and inland delivery in Angola are handled by your own licensed customs agent there, and we supply the documents they need. We do not quote Angolan duty, because it is set by the Angolan government rather than by us.
Angola shipping questions
What is the ARCCLA certificate and is it the same as the CNCA?
It is the loading certificate required for sea freight to Angola. CNCA, after the Conselho Nacional de Carregadores de Angola, is the former name and you will still see it used widely. The certificate is now issued by ARCCLA, the Agencia Reguladora de Certificacao de Carga e Logistica. Same document, current authority.
Who has to obtain it, me or my consignee in Angola?
The shipper, which means us when we are handling your booking. Under ARCCLA circular 003/2022 shipowners must not refuse cargo lacking a certificate but must report it, and the obligation stays with the shipper. The consignee generally cannot fix a missing certificate from the Angolan end once the vessel has sailed.
When does it have to be done?
It has to be issued and validated before the vessel reaches the port of discharge, so the deadline runs to arrival rather than departure. In practice we file once the booking is confirmed, because leaving it late removes any room to fix a problem.
What happens if cargo arrives without one?
It is generally not released. You get customs delay, daily storage and demurrage accruing, and regulatory fines, with penalties reported at twice the certificate cost on top of the standard fines. It is the most expensive avoidable mistake on this lane.
What documents does the certificate need?
The bill of lading, the commercial invoice, the DU or Documento Unico, a freight invoice where the freight is not shown on the commercial invoice, and the application form. We assemble all of that as part of the booking.
What is the DU and how long is it valid?
The Documento Unico, required since 2015 with exceptions for temporary shipments and for cargo below a value threshold in the region of USD 5,000. A standard DU is valid for sixty days from issue, which is worth watching if a shipment gets delayed at the US end.
Do you charge extra for handling it?
It appears on the quote like any other cost rather than arriving as a surprise later. What we will not do is leave it off the quote to look cheaper and then bill it, which is a pattern worth watching for when you compare Angola quotes.
Which Angolan port should my cargo go to?
Luanda takes most traffic and serves the capital and the interior. Lobito serves the Benguela region and the corridor inland, Cabinda serves the exclave and the offshore oil sector, and Namibe serves the far south. The choice usually follows the inland destination.
Can the port handle a large machine?
Handling capability is not identical across the terminals, so for a large out of gauge or breakbulk piece it is worth settling the discharge question before booking rather than on arrival. We confirm it as part of routing the shipment.
How many cars fit in a container to Angola?
One fits a 20ft comfortably and two fit a 40ft high cube, which is the loading we recommend as standard. Three or four can be fitted where the vehicles suit it, but the denser the load the greater the risk of contact damage, and where a customer specifies a dense load the loading plan and that risk are theirs.
Should my truck go roll-on roll-off or in a container?
If it runs and drives, roll-on roll-off is often simplest where a suitable service calls. A container suits a unit that does not run, or where you want it protected for the whole voyage. We will price the realistic options rather than pushing you toward one.
Is there an age limit on vehicles into Angola?
Angola sets its own rules on vehicle age and eligibility and they are set by the Angolan government rather than by us. Confirm the current position with your licensed customs agent in Angola before you buy, and ask us as well, because we see what clears on this lane.
Will my excavator fit in a container for Angola?
More often than you have probably been told. Mini excavators go in as they stand, mid-sized machines go in dismantled, and we have shipped a Hitachi EX300 at around 30 tonnes as one 40ft high cube plus one 20ft with the track side frames off. Send us the model and we will check it properly.
Why containerize rather than use a flat rack?
A container moves cheaper than a flat rack, so the dismantling usually pays for itself, and the machine arrives enclosed rather than having been exposed on an open platform for the whole voyage. Where a machine genuinely cannot be containerized we say so.
Can I ship cars, a truck and a machine in the same shipment?
Yes, and mixed loads are normal for us on this lane. Send us the full list including anything you are unsure about, because the way the items combine changes what the whole shipment costs.
Can you collect from a US auction?
Yes, anywhere in the USA, from vehicle auctions and machinery auctions alike. Most yards will not load a unit that can reasonably be driven, and anything going to a foreign country needs a bill of lading at the gate, which we issue as the ocean carrier.
Do you quote Angolan duty?
No, and be wary of anyone who does. Duty is set by the Angolan government and handled by your licensed customs agent there. We carry the cargo to the port of discharge and supply the documents your agent needs.
What do you need from me to quote?
What you are shipping with make, model and year, where it is in the USA, the destination port or just the city if you have not settled on a port, and whether anything needs to be collected from an auction. Quotes normally come back within 24 to 48 hours.
Are you a broker or the carrier?
We are the carrier. Cassandra Logistics is a federally licensed Ocean Transportation Intermediary under FMC license OTI No. 025125NF, legally Royal Port Container Lines, Inc. DBA Cassandra Logistics. The license is public and verifiable with the Federal Maritime Commission.
Import rules change. The customs information on this page comes from official government sources and was accurate when published, but duties, age limits, inspection regimes and eligibility requirements are set by the destination country and can change without notice. Cassandra Logistics is a licensed ocean carrier, not a customs authority or a legal adviser. We are not responsible for changes to foreign import law, or for decisions made by customs at destination. Always confirm current requirements with a licensed customs agent in the destination country before you buy a machine.