MATAR Port Code Lookup

Port Code Lookup

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Total 4 ports of MATAR

PEMAT Matarani Port
Matarani Port is the major seaport of Ayacucho, in the city of Ayacuchoin Peru. Overseas routes include Central and South America, Port code is PEMAT.

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Port Code

PEMAT

Name

Matarani

Country / Region

Peru

City

Ayacucho

Sea Routes

Central and South America

Type

Main Port

Est. Unit Price

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Port Overview

Matarani (UN/LOCODE: PEMAT) is a maritime port in Peru serving southern Pacific trade and regional import-export flows. The supplied port record identifies the associated city as Ayacucho; city and inland routing fields should therefore be reconfirmed against the consignee’s exact address before booking. Operationally, cargo planning should focus on the port’s role as a southern Peru gateway, with ocean transport connected to inland destinations by road. Our service team can coordinate container booking, export documentation, customs communication and inland delivery subject to carrier and terminal confirmation.

UN/LOCODE	PEMAT
Port name	MATARANI / 马塔拉尼
Country	Peru (PE)
Record-associated city	Ayacucho, Peru
Platform listing signal	FCL services listed: 4; LCL services listed: 0; these are platform service-listing indicators, not port capacity figures.

Key Highlights

Southern Peru gateway FCL-oriented planning Road-connected inland distribution Carrier-dependent transshipment

PEMAT should be planned as a maritime port call, not as an inland depot or dry-port code.
For containerized cargo, the practical routing depends on the carrier’s current service rotation, transshipment arrangement and equipment release conditions.
The platform record shows four FCL service entries and no LCL entry; LCL shippers should request a consolidation alternative rather than assume local groupage availability.
Southern Peru inland delivery requires early validation of road distance, truck availability, cargo dimensions, delivery-site access and any mountain-route constraints.
The city field in the supplied record should be checked carefully because a port booking and an inland delivery address are not interchangeable locations.

Facilities & Services

Container handling: FCL handling is the most relevant planning scenario for the services listed in the supplied record. Equipment type, reefer acceptance and terminal cut-offs require confirmation for each sailing.
General and project cargo: Breakbulk, bulk or oversized cargo may require separate berth, lifting, packaging and pre-advice arrangements. Our team will request terminal acceptance before quoting a firm operation.
Yard and storage: Container receiving, storage availability, free-time terms and cargo release procedures are subject to the appointed terminal and shipping line; these conditions should not be assumed from the port code alone.
Customs and inspection: Export or import inspection may involve documentary review, physical examination, scanning or sampling. The importer, exporter and broker must align the declaration data before cargo arrival.
Inland transport: Road haulage is the key planning interface for delivery beyond the port. Truck appointment, empty-container return, route restrictions and delivery-site access must be checked in advance.

Routes & Transit Times

Typical planning logic is origin port to a carrier-designated hub or direct port call, followed by the vessel’s service rotation to Matarani. Direct service, transshipment port, vessel allocation and sailing frequency must be confirmed at quotation stage.
For Asian, North American or European origins, the overall transit commonly includes one or more network connections; the actual schedule can change with blank sailings, port omissions, equipment shortages and transshipment dwell.
After discharge, inland delivery to the final consignee is a separate time component. Road conditions, customs release, truck availability and the exact destination can materially affect the end-to-end schedule.
Our service team provides an indicative routing only after checking the current carrier schedule, cargo readiness date, container type, customs status and final delivery address. All transit times are subject to actual confirmation.

Hinterland & Key Cargo

The port is relevant to southern Peru import and export flows, while the final inland service area must be determined from the consignee’s exact province, delivery point and road-access conditions.
Common planning categories include containerized manufactured goods, industrial inputs, machinery, packaged commodities and export cargo associated with southern Peru’s resource and agricultural economy. Commodity acceptance remains carrier- and terminal-specific.
Mining-related machinery, spare parts and project cargo may require flat-rack, open-top, breakbulk or special lifting arrangements rather than standard dry containers.
Reefer, dangerous goods, oversized cargo and cargo requiring special securing should be declared before booking so that equipment, permits and handling approvals can be assessed.

Operations & Compliance

Cut-off control: Booking confirmation, verified gross mass, shipping instructions, customs documents and terminal receiving cut-offs are controlled by the vessel operator and terminal. Our team will obtain the applicable cut-off for the selected sailing instead of using a generic deadline.
Dangerous goods: Provide the correct UN number, proper shipping name, class, packing group, flash point where applicable, SDS and packing declaration before booking. Acceptance and segregation approval must be obtained before container delivery.
Customs documentation: Commercial invoice, packing list, transport document instructions, origin documentation and permits should use consistent descriptions, quantities, weights and tariff information. Import requirements should be confirmed with the Peruvian broker and sunat.gob.pe.
Inspection and inland delivery: Customs holds, physical examination, seals, container release, empty return and truck appointment can extend the delivery cycle. Do not dispatch a truck until release status and terminal instructions are confirmed.

Shipping Tips

Send the cargo-ready date, commodity, HS information, container specification, gross weight, dimensions and final delivery address to our service team before requesting a firm option.
For LCL cargo, ask for an origin consolidation or an alternative Peruvian gateway because the supplied platform record contains no LCL service listing for PEMAT.
For machinery or project cargo, provide packing drawings, center of gravity, lifting points, photos and delivery-site access details before equipment selection.
Keep a contingency in the plan for transshipment changes, customs inspection, road delivery restrictions and port or terminal cut-off changes; the confirmed carrier schedule prevails.

Frequently Asked Questions

1. Is PEMAT suitable for a standard FCL shipment?: Yes, FCL is the primary service scenario indicated by the supplied platform record. Equipment availability, carrier acceptance, sailing connection and terminal cut-off must be confirmed for the specific cargo and departure date.
2. Can our LCL cargo be booked directly through Matarani?: The current record lists no LCL service entry for PEMAT. Our team can check origin consolidation, an alternative gateway or a carrier-specific solution instead of assuming local LCL handling.
3. What information is needed before quoting inland delivery?: Provide the consignee’s full address, postal or administrative area, cargo weight and dimensions, container type, delivery-site access, unloading equipment and any time-window requirement. The city field alone is not sufficient for a reliable haulage assessment.
4. How should dangerous goods be arranged?: Submit the complete DG classification and transport documents before booking. The carrier and terminal must approve the cargo, and the container must meet packing, marking, declaration and segregation requirements applicable to the confirmed service.
5. Are quoted transit times guaranteed?: No. Transit is affected by vessel rotation, transshipment, blank sailings, customs release, terminal operations and inland road delivery. Our team will distinguish indicative planning time from the carrier’s confirmed schedule.

Data Sources & Provenance

Hard identifiers and platform indicators on this page are taken from the supplied port record: UN/LOCODE PEMAT, port name MATARANI, country Peru, associated city Ayacucho, and the listed FCL/LCL service counts. Operational statements are presented as conditional freight-planning guidance and do not represent guaranteed capacity, sailing frequency, terminal free time or transit performance.

For official maritime administration and port-regulatory verification, consult apn.gob.pe. For Peruvian customs and tax procedures, consult sunat.gob.pe. For transport-sector regulatory information, consult mtc.gob.pe. Carrier schedules, terminal instructions, cargo acceptance and customs decisions remain subject to the responsible operator and the shipment’s actual documentation.

LKMAT Matara Port
Matara Port is the major seaport of Matara, in the city of Matarain Sri lanka. Overseas routes include India and Pakistan, Port code is LKMAT.

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Port Code

LKMAT

Name

Matara

Country / Region

Sri lanka

City

Matara

Sea Routes

India and Pakistan

Type

Main Port

Est. Unit Price

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Port Overview · UN/LOCODE LKMAT

Matara Port, Sri Lanka

Matara is a coastal port location in southern Sri Lanka, identified in the supplied port master data as LKMAT. In practical forwarding terms, it should be treated as a local coastal and fisheries-oriented maritime location rather than assumed to be a regular container gateway. The surrounding Matara area is connected to the southern road network and supports coastal commerce, fishing activity, regional consumption and agricultural trade. The supplied record shows no listed FCL, LCL or automotive service count; therefore, our service team does not present Matara as having scheduled container-terminal capability without written confirmation from the receiving port or carrier. For international cargo, the feasible solution may involve a confirmed feeder, breakbulk or coastal arrangement, or routing through a larger Sri Lankan gateway followed by controlled inland delivery. Final port acceptance, cargo type, vessel availability, customs process and inland access must be verified before booking.

UN/LOCODE	LKMAT
Port / city	MATARA, Sri Lanka
Port profile	Local coastal maritime location; service capability must be confirmed shipment by shipment
Master-data service indicators	FCL: 0 \| LCL: 0 \| Automotive: 0

Decision Snapshot

Key Highlights

Do not assume container-port functionality: the supplied record contains zero FCL and LCL service entries, so equipment and terminal handling require pre-confirmation.
Local-port operating profile: Matara is more suitable for verified coastal, fisheries, breakbulk or regional delivery scenarios than for an unqualified ocean-container booking.
Gateway planning is important: international cargo may need routing via a larger Sri Lankan gateway, followed by road delivery or a separately confirmed coastal leg.
Operational variability: berth acceptance, cargo handling, customs attendance, storage and working hours should be obtained in writing before cargo dispatch.
Our platform’s booking control: we verify the actual receiving location, nominated terminal, equipment type, cargo restrictions and inland delivery plan before issuing a firm routing recommendation.

Operational Scope

Facilities & Services

Container handlingRegular quay-side container loading, discharge, reefer connection and empty-equipment release must not be presumed. Our team confirms terminal acceptance and equipment availability for each booking.

Coastal and small-vessel activityLocal maritime operations may be more relevant than liner-container handling. Vessel type, cargo compatibility, draft limitations and loading arrangements require direct confirmation.

Breakbulk and project cargoLoose, palletized or oversized cargo can only be planned after checking lifting equipment, safe working limits, laydown space, packaging requirements and weather-related restrictions.

Storage and cargo releaseDo not assume bonded warehousing, container yards or long-stay storage at the location. Our service team coordinates an alternative warehouse or gateway depot when local storage is not confirmed.

Customs and inspectionImport, export and transshipment formalities depend on the competent customs arrangement and cargo route. Customs status, inspection location and document requirements are checked before delivery.

Road connectionRoad delivery is the principal planning mode for the southern hinterland. Vehicle size, delivery-window restrictions, urban access and cargo security should be assessed before dispatch.

Routing Logic

Routes & Logistics Transit Planning

International container cargo: our team normally evaluates a confirmed Sri Lankan gateway connection first, then plans the Matara-area inland leg. Any feeder or coastal option is subject to carrier and port acceptance.
Regional coastal cargo: a coastal vessel solution may be considered where the cargo, vessel, documentation and port handling arrangements are accepted in advance; no regular service or sailing frequency is implied.
Transit-time control: the total schedule depends on transshipment availability, gateway yard cut-offs, customs release, road permits, equipment positioning, weather and local receiving arrangements.
Booking discipline: we provide a transit estimate only after the nominated origin gateway, discharge point, final delivery location, cargo dimensions and handling method are confirmed. Published schedules are subject to actual carrier confirmation.

Planning rule: use a gateway-based quotation when a shipper requires standard FCL/LCL service, unless the receiving party confirms that LKMAT can accept the exact cargo and equipment.

Cargo Profile

Hinterland & Key Cargo

Primary service area: Matara and the wider southern Sri Lankan market, with road distribution planned according to the final consignee location and vehicle access.
Maritime and fisheries-related cargo: fishing supplies, marine equipment, nets, pumps, spare parts and maintenance materials may require careful packing, corrosion protection and consignee-side handling coordination.
Agricultural and regional commodities: food, agricultural inputs, consumer goods and general cargo may move through the southern commercial network, subject to applicable import controls and product-specific approvals.
Construction and industrial supplies: steel, machinery, tools and project components require pre-checks for weight distribution, lifting method, road access and possible out-of-gauge handling.
Temperature-sensitive goods: reefer acceptance, shore power and uninterrupted cold-chain capability must be confirmed; otherwise, our team recommends routing through a facility with verified reefer infrastructure.

Forwarding Controls

Operations & Compliance

Cut-off and receiving instructions: LKMAT-specific CY closing, cargo receiving hours, documentation cut-off and vessel nomination must be confirmed with the actual operator. Do not move cargo on the basis of a generic gateway cut-off.
Dangerous goods: provide the correct UN number, proper shipping name, class, packing group, SDS and packing certificate before booking. Written acceptance is required for any coastal or local handling arrangement.
Documents: commercial invoice, packing list, transport document instructions, permits, certificates of origin and product-specific approvals should match the actual importer, consignee and customs route.
Inspection and inland delivery: customs examination, seal control, release location and truck access can change the schedule. Our team coordinates the delivery only after cargo release conditions and receiving-hour restrictions are clear.

Practical Recommendations

Shipping Tips

Confirm the physical receiving pointAsk the consignee to identify the exact berth, terminal, depot or warehouse, not only “Matara.” This prevents a port-code mismatch and an unplanned last-mile transfer.

Build a gateway alternativeFor standard container cargo, request a parallel quotation through a confirmed Sri Lankan container gateway. Compare total landed cost, transshipment risk, road distance and customs handling rather than ocean freight alone.

Prepare cargo details earlySend dimensions, gross weight, package count, center of gravity, HS classification, DG status and lifting requirements before equipment or vessel selection.

Protect cargo for local handlingUse moisture-resistant packing, secure lashing and clear handling marks for coastal, breakbulk or truck transfers. Confirm whether forklifts, cranes or suitable ramps are available before dispatch.

Forwarder FAQ

Frequently Asked Questions

Can I book a standard FCL shipment directly to LKMAT?Not without confirmation. The supplied record lists zero FCL services, so our team first verifies the actual terminal, carrier acceptance, container handling capability and final delivery arrangement.

Is LKMAT the same as Sri Lanka’s main container gateway?No. LKMAT identifies MATARA in the supplied master data. It should not be substituted with another Sri Lankan port code or treated as a mainline container gateway without documentary confirmation.

What is the best option for urgent commercial cargo?Our team compares a confirmed gateway-to-road solution with any available coastal or local option. The recommendation depends on cargo type, customs route, equipment availability, delivery address and the receiving party’s capability.

Can dangerous goods be handled at Matara?Only after the actual operator and relevant authorities accept the shipment in writing. Complete DG documentation and packaging compliance are required; a gateway alternative may be necessary.

What information is needed for a quotation?Provide origin, destination, Incoterm, cargo description, HS code, packages, dimensions, gross weight, DG or reefer status, consignee details and whether delivery is to a port, depot, warehouse or door address.

Data Provenance

Data Sources & Verification Boundary

The hard identifiers in this module—LKMAT, MATARA, Sri Lanka, city association and the listed FCL/LCL/automotive service indicators—are taken directly from the supplied port master data. Operational statements are presented as planning guidance and are not a substitute for a carrier, terminal, customs or port-operator confirmation.

For official maritime administration, port and regulatory cross-checks, our service team uses the following authoritative domains:

slpa.lk — Sri Lanka Ports Authority domain for port and maritime administration references.
customs.gov.lk — Sri Lanka Customs domain for customs procedures and regulatory information.

No unverified berth count, draft, terminal capacity, vessel frequency, transit time, tariff, opening hours or direct-service claim is included. Current acceptance, routing and compliance conditions must be reconfirmed for each shipment.

MATAR Tarfaya Port
Tarfaya Port is the seaport of Tarfaya, in the city of Tarfayain Morocco. Overseas routes include Africa, Port code is MATAR.

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Port Code

MATAR

Name

Tarfaya

Country / Region

Morocco

City

Tarfaya

Sea Routes

Africa

Type

Latitude

27.9420000

Longitude

-12.9340000

Est. Unit Price

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Port Overview

Tarfaya Port, UN/LOCODE MATAR, is a Moroccan Atlantic seaport serving the coastal area around Tarfaya in southern Morocco. The port record supplied for this profile places it at approximately 27.9420° N, 12.9340° W and describes protection to the west from the Canary Islands, approximately 60 nautical miles away. Its current configuration includes a 1,150 m main pier, a 270 m counter-dike and a 210 m wharf constructed along the main pier. The port has undergone renovation and further expansion has been reported to support regional commercial activity. For our platform, MATAR should be treated as a developing, port-specific call option rather than assumed to offer the same container services or sailing frequency as Morocco’s major gateway ports. Vessel acceptance, cargo-handling scope and operating windows must be confirmed for each shipment.

Port code	MATAR
Port / city	TARFAYA, Morocco
Port type	Atlantic coastal seaport with developing commercial infrastructure
Coordinates	27.9420° N, 12.9340° W
Recorded structural data	Main pier: 1,150 m; counter-dike: 270 m; wharf along main pier: 210 m

Key Highlights

Regional Atlantic locationUseful for cargo linked to Tarfaya and the wider southern Moroccan coastal area, subject to inland routing confirmation.

Developing port profileRecent renovation and ongoing expansion indicate changing operating capabilities; current acceptance must be checked shipment by shipment.

Non-standard container assumptionsThere is no basis in the supplied data to assume regular FCL, LCL, empty-container or reefer availability at MATAR.

Project and bulk relevanceThe physical layout is more compatible with carefully planned breakbulk, bulk or project movements than with an automatically available hub service.

Weather and marine planningWind, swell, berth availability and local marine restrictions may affect nomination and vessel operations.

Facilities & Services

Marine works: The supplied port description identifies a protected layout with a main pier, counter-dike and a 210 m wharf. Berthing suitability, draft limits and berth allocation remain subject to the port and vessel operator’s confirmation.
General cargo handling: Breakbulk, project and bulk cargo may be considered where local handling equipment, stevedores and safe working arrangements are available. Equipment type and lifting capacity must be requested in advance.
Container handling: Our service team does not assume dedicated container-terminal facilities, regular quay cranes, empty depots, reefer plugs or LCL consolidation at MATAR without written local confirmation.
Storage and staging: Any open-yard, covered-storage, customs-controlled or temporary staging option should be confirmed for the cargo dimensions, dwell period and security requirements.
Inspection and customs support: Customs presentation, inspection location and release procedures depend on the applicable Moroccan authorities and local operating arrangements; the commercial invoice, packing list and transport documents should be aligned before arrival.
Inland connectivity: Road pre-carriage and onward delivery are the practical planning focus. Vehicle type, road access, escort needs and last-mile restrictions require a route survey for oversized or heavy cargo.

Routes & Transit Times

Trade direction: Cargo may be planned for Atlantic movements to or from Morocco, the Canary Islands region, West Africa or other international markets, but actual service coverage depends on the nominated carrier, vessel type and cargo profile.
Feeder or gateway connection: Containerized cargo may require an alternative Moroccan or regional gateway with onward road or feeder arrangements. The appropriate gateway should be selected after checking equipment availability, transshipment risk and inland cost.
Transit planning: No fixed transit time or sailing frequency should be promised for MATAR. Port acceptance, vessel nomination, weather, cargo readiness, customs clearance and any transshipment leg can materially change the schedule.
Rate validity: Our team will request a shipment-specific quotation covering ocean freight, port handling, documentation, customs, storage, inland transport and any special-equipment surcharge rather than applying a major-hub tariff by analogy.

For time-sensitive cargo, obtain a written port-call plan and a confirmed alternative gateway before cargo dispatch. A provisional routing should not be treated as a booked sailing.

Hinterland & Key Cargo

Primary hinterland: Tarfaya and nearby southern Moroccan coastal communities are the immediate service area. Longer-distance inland delivery should be costed as a dedicated road movement, including fuel, driver, waiting and possible return-leg costs.
Regional economic links: The port’s development is associated with regional commercial and social activity. Cargo planning should therefore focus on confirmed local demand and project schedules rather than assuming mature hub volumes.
Likely cargo profiles: General project cargo, construction materials, industrial equipment, machinery, packaged goods and selected bulk or breakbulk commodities may be suitable, subject to handling and storage confirmation.
Containerized cargo: FCL, LCL, reefer and dangerous-goods container movements require separate confirmation of equipment, depot, consolidation, plug-in, handling and documentation arrangements.

Operations & Compliance

Cut-off control: MATAR-specific closing times, receiving windows, cargo readiness dates and vessel nomination must be obtained from the carrier or local port representative. Do not use the cut-off of another Moroccan port.
Dangerous goods: Submit the correct UN number, proper shipping name, class, packing group, quantities, package details and SDS where required. Acceptance, segregation and shore-handling approval must be secured before delivery.
Customs documentation: Commercial invoice, packing list, transport document, origin information and any applicable permits should be consistent in cargo description, quantity, weight and consignee details. Product-specific controls must be checked before booking.
Inspection and inland delivery: Customs examination, documentary holds, storage charges, road restrictions and appointment requirements can delay release. For heavy or oversized cargo, confirm axle limits, turning radius, lifting points, route condition and unloading resources.

Shipping Tips

Send our service team the commodity, dimensions, gross weight, packing method, HS classification and cargo-ready date before requesting a MATAR option.
For machinery, steel, modules or other project cargo, provide a dimensioned packing list, lifting plan, center-of-gravity details and photographs so the handling method can be reviewed early.
Use seaworthy, corrosion-resistant packing suitable for Atlantic exposure; protect lifting points and mark gross weight, center of gravity and handling orientation clearly.
Maintain a confirmed alternative gateway and inland route for containerized, reefer, urgent or regulated cargo if MATAR’s equipment or sailing confirmation is not available.

Frequently Asked Questions

Can MATAR be used for standard FCL exports?It may be possible in a shipment-specific arrangement, but the supplied port data does not establish regular FCL service, empty equipment supply or container-yard operations. Our team will verify carrier acceptance and equipment before booking.

Is MATAR suitable for oversized machinery?Potentially, provided the vessel, berth, lifting equipment, road route and unloading site are all approved. A technical cargo profile and route survey should precede any firm quotation.

Can you quote a fixed transit time to Tarfaya?Not without a confirmed vessel plan. Transit may vary with direct or connecting routing, port acceptance, weather, customs and inland delivery conditions. We provide an indicative schedule only until the carrier confirms the booking.

What is needed for dangerous goods?Provide the complete dangerous-goods declaration data, SDS where applicable, package and quantity details, and the intended transport mode. Acceptance and segregation must be approved before cargo delivery.

What is the main alternative if MATAR cannot accept the cargo?Our service team will compare a suitable Moroccan or regional gateway, including transshipment, inland haulage, customs handling, equipment availability and total landed logistics cost.

Data Sources & Provenance

Port code, name, country, city, coordinates and structural figures in this profile are taken from the supplied MATAR port master record. Operational statements are deliberately limited to planning guidance and must be confirmed with the port, carrier, terminal representative, customs authority and inland operators before execution.

For regulatory and port-authority verification, our team may cross-check applicable information through anp.org.ma and Moroccan customs information through douane.gov.ma. These domains are provided as verification starting points only; they do not by themselves confirm a particular berth, service, tariff, vessel call, equipment availability or transit time at MATAR.

All time-sensitive items—including sailing schedules, cut-offs, port charges, customs procedures, dangerous-goods acceptance, storage, equipment and road restrictions—are subject to written confirmation at the time of booking.

PEMRI Matarani Port
Matarani Port is the seaport of Matarani, in the city of Mataraniin Peru. Overseas routes include Central and South America, Port code is PEMRI.

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Port Code

PEMRI

Name

Matarani

Country / Region

Peru

City

Matarani

Sea Routes

Central and South America

Type

Latitude

-16.9970300

Longitude

-72.1071800

Est. Unit Price

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Port Overview

Matarani, Peru | UN/LOCODE: PEMRI

Matarani is a seaport on Peru’s south-western coast in the Arequipa Region, positioned as a maritime gateway for Arequipa and the wider southern Peruvian hinterland. The port is operated by Tisur and forms one of Peru’s Pacific termini of the Southern Interoceanic Corridor, linking Peru by road with Brazil. Its inland logistics relevance extends beyond the immediate coastal area: Arequipa is approximately 120 km inland, while routes toward Lake Titicaca, Cusco and Machu Picchu require additional inland planning. For our forwarding team, Matarani is best evaluated as a multipurpose southern Peru gateway where cargo routing, inland equipment availability, customs coordination and final delivery conditions should be confirmed before booking.

Country / region	Peru / Arequipa Region
Port city	Matarani
Coordinates	16.997030° S, 72.107180° W
Port profile	Seaport with container, general-cargo and bulk-cargo logistics potential, subject to terminal and vessel confirmation

Key Highlights

Southern Peru gateway

Useful for cargo serving Arequipa and nearby southern industrial and agricultural markets.

Interoceanic corridor connection

The port is one of Peru’s Pacific termini for the Southern Interoceanic Corridor toward Brazil.

Multipurpose planning required

Container, project, general and bulk cargo should be checked against the applicable terminal service and vessel acceptance conditions.

Inland leg is decision-critical

Delivery to Arequipa and destinations beyond requires advance confirmation of road routing, truck type, permits and empty-equipment arrangements.

Facilities & Services

Terminal interface: Our service team coordinates vessel nomination, terminal acceptance, cargo cut-off and release requirements with the appointed terminal or carrier. The operating profile is associated with Tisur.
Container handling: Containerized cargo can be planned when the selected carrier and terminal confirm equipment, reefer, hazardous-cargo and documentation acceptance for the shipment.
General and bulk cargo: Matarani’s role in southern Peru supports planning for general cargo, dry bulk, minerals, agricultural commodities and project-related shipments; cargo-specific handling must be confirmed before quotation.
Storage and inspection: Yard, temporary storage, customs inspection and cargo-release arrangements depend on terminal rules, customs status and the selected cargo regime.
Road connectivity: The principal inland interface is road transport, including movements toward Arequipa and the Southern Interoceanic Corridor. Trucking capacity and route restrictions should be reserved early.

Routes & Transit Times

International routing

Export and import cargo is generally planned through carrier networks calling at Peruvian Pacific ports, with transshipment or feeder arrangements possible depending on the service string.

Regional distribution

The port supports inland distribution toward Arequipa and southern Peru. Cargo for Bolivia or Brazil may require a coordinated road leg and border or corridor procedures.

Transit-time controls

Actual timing depends on vessel rotation, transshipment, terminal windows, customs release, truck availability, road conditions and border formalities. Our team provides a shipment-specific estimate only after carrier confirmation.

Booking discipline

For time-sensitive cargo, confirm the complete port-to-door chain rather than relying only on the ocean schedule; inland capacity can determine the final delivery date.

Hinterland & Key Cargo

Primary hinterland: Arequipa and the southern Peruvian economic zone, with onward links toward the highlands and southern corridor.
Cross-border potential: The Southern Interoceanic Corridor creates a road connection between Peru and Brazil; cross-border cargo requires separate checks for customs, permits, vehicle suitability and border operating conditions.
Common cargo profiles: Containerized consumer and industrial goods, agricultural commodities, minerals, dry bulk, machinery, construction materials and project cargo may be considered, subject to terminal acceptance.
Delivery planning: Cargo destined for inland highland locations should be assessed for road gradient, vehicle dimensions, weather exposure, security controls, unloading access and any special transport permits.

Operations & Compliance

Cut-offs: Booking cut-off, documentation cut-off, VGM deadline, terminal receiving window and hazardous-cargo cut-off vary by carrier and sailing. Our team obtains the operative deadlines in writing before cargo dispatch.
Dangerous goods: Provide the correct UN number, proper shipping name, class, packing group, SDS and container packing details before acceptance. Do not move dangerous goods to the terminal before carrier approval.
Customs and inspection: Commercial invoice, packing list, transport document, origin information and any cargo-specific permits must be consistent. Customs selection or inspection can delay release, so delivery appointments should remain flexible.
Inland delivery: Confirm consignee tax and customs status, truck dimensions, chassis or special equipment, road permits, unloading facilities and empty-container return instructions before arranging the inland leg.

Shipping Tips

Send our service team the full cargo profile at quotation stage: commodity, HS code, package dimensions, gross weight, temperature requirements, DG status, destination and preferred delivery point.
For machinery, oversized cargo or breakbulk, provide lifting points, center of gravity, drawings and packing photographs so terminal acceptance and inland equipment can be assessed before booking.
Reserve inland transport after confirming the vessel schedule and release process. For Arequipa or highland delivery, obtain a route and vehicle feasibility check rather than using a standard container truck automatically.
Keep a contingency for transshipment, inspection, terminal congestion and road disruption. Our team can compare Matarani with another suitable Peruvian gateway when the inland destination or sailing frequency makes an alternative more practical.

Frequently Asked Questions

Is Matarani suitable for cargo bound for Arequipa?

Yes, it is a natural maritime gateway for Arequipa. The final plan should still confirm trucking capacity, customs release, delivery access and the consignee’s unloading conditions for the specific shipment.

Can our cargo be shipped as a container through PEMRI?

Container routing may be available, but acceptance depends on the selected carrier, vessel rotation, equipment, commodity, terminal window and any reefer or dangerous-goods requirements. Our team verifies these points before booking.

Does Matarani provide a direct route to Brazil?

Matarani is connected to Brazil through the Southern Interoceanic Corridor by road. This does not mean every shipment has a direct ocean service to Brazil; the complete ocean, inland and border plan must be quoted separately.

What commonly causes delay at this port?

Typical risk points include late documentation, missed terminal cut-offs, DG approval delays, customs inspection, equipment shortages, inland truck constraints and road or border conditions. Early document review and a coordinated port-to-door plan reduce exposure.

How early should we provide shipment details?

Provide them before booking whenever possible, especially for hazardous, oversized, reefer, bulk or project cargo. This allows our service team to confirm acceptance, equipment, permits and inland feasibility before the cargo is dispatched.

Data Sources & Provenance

Core identity data in this module follows the supplied port record for PEMRI / Matarani, including the port name, country, city and coordinates. Port operating procedures, customs requirements, cargo acceptance, schedules and transport conditions are time-sensitive and should be reconfirmed for each shipment.

Port and maritime authority reference	apn.gob.pe
Peruvian customs and tax administration	sunat.gob.pe
Transport and communications authority reference	gob.pe/mtc
Operational verification boundary	Carrier schedules, terminal cut-offs, equipment availability, inspection decisions, road conditions, permits, fees and final delivery appointments require shipment-specific confirmation by our service team and the relevant authorities.