DGFT Licence Consultant for Restricted Imports: Process and Documentation

DGFT Licence Consultant for Restricted Imports support becomes important when an Indian business plans to import goods classified as Restricted under the current ITC(HS) Import Policy. In such cases, normal import documents such as IEC, commercial invoice and packing list are not enough. The importer must verify the exact 8-digit ITC(HS) code, current import policy, quantity, CIF value, end use, country of origin and applicable DGFT approval before the cargo is dispatched.

For many general restricted-import cases, the process involves ANF-2M, technical documents, commercial justification and, depending on the product, review by the EXIM Facilitation Committee or another concerned technical authority. Once the licence is issued, the approved description, quantity, value and port details must also match the actual shipment and Customs declaration.

For businesses, timing matters as much as paperwork. A standard restricted-import authorisation may remain valid for around 18 months, while the EFC normally meets around once every month. If DGFT raises deficiencies and they are not resolved within 90 days, the application may be treated as withdrawn.

These timelines can directly affect procurement. A manufacturer waiting for a ₹1 crore machine cannot plan only around the supplier’s production time and vessel schedule. The licensing period, Customs preparation and final inland delivery must also be included in the project timeline.

Cost exposure can become significant if cargo is shipped before approvals are properly aligned. A 40-foot dry container entering a later detention slab can cost approximately ₹22,200 per day under some current carrier tariffs. A 5-day delay at that level can create around ₹1,11,000 in container-related charges, even before terminal storage, broker work or production losses are considered.

This is why restricted-import planning should begin before the shipment moves. The right sequence is to check policy, obtain approval, match the documentation and then finalize freight and Customs clearance.

What a DGFT Restricted Import Licence Means for an Importer

A restricted product is not the same as a prohibited product. Restricted goods can still be imported into India, but the importer must satisfy the conditions prescribed under the current import policy and obtain the required DGFT authorisation before import.

The most important starting point is the exact ITC(HS) classification. The commercial name used by the overseas supplier may not accurately determine the policy status.

A supplier may describe a product simply as “industrial equipment,” “electronic system,” “metal component” or “special-purpose machinery.” These descriptions are not sufficient for DGFT planning because different 8-digit tariff lines can carry different policy conditions.

Two products that look similar can also fall under different import rules. One classification may be Free, while another may be Restricted, subject to Actual User conditions or covered by a special import-management framework.

Policy can also change between purchase and shipment. A product imported freely in January may become Restricted by June if DGFT changes the policy condition.

For regular importers, this means each major purchase should be checked against the current ITC(HS) policy rather than relying on the status used for an earlier shipment.

The practical sequence should be:

• Identify the exact product
• Confirm the 8-digit ITC(HS)
• Check current import policy
• Identify the applicable licence route

This first step determines everything that follows.

Why DGFT Policy Should Be Checked Before the Purchase Order

One of the most expensive mistakes is checking the import policy only after the supplier has completed manufacturing.

Consider a manufacturer ordering specialized machinery worth ₹75 lakh. The company pays a 30% advance, the supplier starts production and the machine becomes ready after 45 days.

Only then does the importer discover that the exact ITC(HS) entry is Restricted.

The supplier now expects shipment instructions, while the Indian buyer still needs DGFT approval. The commercial team has already committed money and the project team may already have an installation date.

This creates pressure that could have been avoided.

The better process is to perform a policy check before the purchase order becomes non-cancellable.

For high-value restricted imports, procurement should know whether approval is needed, which documents will support the application, whether technical comments may be required and how licensing will affect the expected delivery date.

A second policy check should also happen immediately before shipment.

This is important because import policy can change after the contract is signed.

A business may have purchased goods when the item was Free, but if the tariff line becomes Restricted before dispatch, the importer may need to comply with the new condition.

For regular importers, two policy checks are practical:

• Before purchase-order confirmation
• Immediately before shipment

This simple step can prevent a shipment worth lakhs or crores from becoming stuck after arrival.

Why the 8-Digit ITC(HS) Code Is Critical

The DGFT licence process depends heavily on correct classification.

The first 4 or 6 digits of an HS code may identify a broad product group, but import-policy conditions in India can depend on the full 8-digit ITC(HS) line.

That difference matters.

An importer may see that a broader category appears Free and assume the exact product is also Free. The 8-digit entry may instead carry a Restricted condition.

This is why classification should be supported by the technical characteristics of the goods.

For machinery, the importer should understand the function, production process, design, capacity and intended use.

For metals or chemicals, composition can affect classification.

For electronics and technical equipment, specifications and product function can be equally important.

An incorrect ITC(HS) can create problems at both the DGFT and Customs stages.

The importer may apply for the wrong licence or decide that no licence is required. Later, Customs may classify the goods differently and raise a query after arrival.

For a ₹2 crore shipment, such a dispute can create significant storage and delivery exposure.

A strong classification file may include:

• Technical catalogue
• Product specification
• Material composition or function
• Previous classification history

Classification should therefore be treated as a technical decision, not just a data-entry step.

How ANF-2M Works for Restricted Imports

For many general restricted-import cases, ANF-2M is the primary application form used for obtaining DGFT authorisation.

The form requires much more than basic company information.

The importer may need to provide IEC details, product description, ITC(HS), quantity, CIF value, country of origin, proposed port and purpose of import.

It also asks for detailed justification explaining why the product is being imported and how it will be used.

The application distinguishes between Actual User and Trading or Stock and Sale purposes.

This distinction is important because some restricted products may be available only under specific end-use conditions.

For machinery, additional details can also become relevant, including the year of manufacture and residual life.

The application should therefore be built as a commercial and technical case.

A weak justification may state:

“Machine required for manufacturing.”

A stronger justification would explain that the machine will be installed at a specific plant, support a particular production process, increase capacity from 40,000 units to 60,000 units per month and is required in a defined quantity.

That level of detail helps the reviewing authority understand the commercial requirement.

The file should ideally be complete before submission rather than being built gradually after DGFT raises questions.

Why End-Use Justification Matters

The end-use justification is one of the most important parts of a restricted-import application.

DGFT needs to understand why the importer requires the goods, how they will be used and whether the proposed quantity makes sense for the stated business activity.

For a manufacturer, the justification may explain where the equipment will be installed and what production activity it supports.

For a trader, the application should accurately reflect trading or stock-and-sale use where that route is permitted.

The importer should not try to describe a trading transaction as an Actual User import simply because it appears easier.

The application, licence and actual business model should remain consistent.

Consider a manufacturer requesting 12 specialized machines.

The company can explain that the machines will be installed across 3 production lines, with 4 machines allocated to each line. This is much stronger than simply saying that 12 machines are required.

Quantitative details make the case easier to understand.

A good justification can include:

• Quantity required and commercial logic
• Manufacturing or operational use
• Installation location
• Expected output or capacity requirement

For high-value restricted imports, a strong justification can reduce unnecessary back-and-forth during application review.

EFC Review and Why DGFT Timelines Can Vary

Restricted-import applications do not always follow one fixed processing timeline.

Depending on the product, DGFT may take assistance from the EXIM Facilitation Committee.

The EFC normally meets around once every month, and applications may also require comments or NOCs from relevant technical ministries or government authorities.

This means an importer should not build a procurement plan around a guaranteed 7-day licence.

Some applications can move quickly if the product and documents are straightforward. Others may take longer if technical authorities need to review the case.

For example, a specialized industrial machine may require technical clarification regarding its function, manufacturing purpose or policy condition.

If comments are awaited from another authority, the application can remain pending until that response is received.

A realistic supply-chain timeline should therefore include:

Licence review + supplier production + freight + Customs + delivery

Suppose a supplier needs 40 days to manufacture machinery, licensing takes another 20 to 30 days, sea freight takes 20 days and Customs plus delivery takes another 5 days.

The total project timeline can exceed 80 or 90 days.

For a manufacturing project, this is far more useful than planning only around the vessel transit.

What Happens When DGFT Raises a Deficiency

A deficiency means the application needs clarification, correction or additional support.

Common reasons can include an unclear product description, incorrect ITC(HS), missing technical information, weak end-use justification or incomplete quantity and value details.

This does not always mean the application will be rejected, but it can delay the approval process.

The current procedure gives importers an important timeline of 90 days to resolve deficiencies before the application may be treated as withdrawn.

For procurement teams, 90 days is a significant period.

A supplier may refuse to hold goods for 3 months. An advance payment may already have been made. Project installation teams may already be scheduled.

The best strategy is to reduce the chances of a deficiency before filing.

The application should be reviewed for:

• Correct ITC(HS)
• Accurate CIF and quantity
• Clear end-use justification
• Complete technical documents

A well-prepared application may still receive questions, but it puts the importer in a much better position to respond quickly.

DGFT Restricted Import Licence Government Fee

The government application fee for a general restricted-import licence is linked to the CIF value.

The current formula is ₹1 for every ₹1,000 of CIF value, subject to a minimum of ₹500 and a maximum of ₹1,00,000.

This effectively works out to around 0.1% of CIF value within the prescribed minimum and maximum limits.

Illustrative CIF Value	Approx. DGFT Government Fee
₹2 lakh	₹500 minimum
₹10 lakh	₹1,000
₹20 lakh	₹2,000
₹50 lakh	₹5,000
₹1 crore	₹10,000
₹2 crore	₹20,000
₹5 crore	₹50,000
₹10 crore	₹1,00,000
Above applicable ceiling	₹1,00,000 maximum

These amounts represent government application fees only.

They do not include professional consultancy, technical testing, government NOCs, freight, Customs, terminal handling, storage or inland delivery.

This is important because the licence fee itself is usually small compared with the financial exposure created by a delayed shipment.

A ₹1 crore machinery import may have only around ₹10,000 of government application fee under the standard calculation, while a 5-day container delay can potentially cost more than ₹1 lakh.

The larger financial issue is therefore not the application fee. It is the cost of poor planning.

DGFT Restricted Import Licence Validity

A normal Restricted Import Authorisation may remain valid for approximately 18 months from the date of issue, unless another period is specified.

This gives importers a reasonable planning window, but the validity still needs to be managed carefully.

Consider machinery with a 6-month manufacturing lead time.

The licence is obtained, but the supplier later delays production by another 5 months.

By the time final inspection and dispatch are completed, a large part of the licence validity has already been used.

In applicable cases, revalidation may be possible for around 6 months on merits, but businesses should not assume that an extension will always be granted.

The safer strategy is to complete shipment well within the original validity.

Procurement teams should therefore track:

• Licence issue date
• Expiry date
• Supplier production timeline
• Expected dispatch date

These dates should appear in the shipment planning sheet.

Why the Shipment Date Matters for Licence Validity

Importers sometimes focus only on the Indian arrival date.

However, DGFT validity rules generally look at the applicable shipment or dispatch date from the supplying country.

This can make a significant difference near the licence expiry date.

Suppose an authorisation expires on September 30.

The vessel sails on September 27 and reaches India on October 15.

The importer should confirm that the shipment complies with the applicable validity rules rather than assuming that only the Indian arrival date matters.

The freight forwarder should therefore receive the licence before finalizing the booking.

The supplier’s cargo-ready date, vessel departure and licence expiry should be checked together.

For high-value restricted imports, this is a simple control that can prevent serious problems.

Why the Port of Registration Matters

The port used in the licence application can affect the actual freight strategy.

Where an authorisation specifies a particular port, airport, ICD or LCS, the cargo should normally move through the approved gateway unless an applicable change or Customs permission is obtained.

This is why the logistics team should be involved before the licence application is submitted.

Consider a manufacturer in NCR planning a sea shipment through Mundra.

The licence is prepared around that gateway.

Later, a carrier offers a Nhava Sheva route that saves USD 400 in ocean freight.

The business should not change the port automatically.

The new routing needs to be checked against the licence and Customs requirements.

A saving of USD 400 can disappear very quickly if the change creates a licence amendment or 2-day clearance delay.

For restricted imports, the best port is not only the port with the lowest freight rate.

It is the port that fits the licence, Customs plan, inland transport and delivery requirement.

Special 2026 Import Management System for IT Hardware

Some restricted products have a dedicated policy mechanism rather than the normal general route.

Specified IT hardware under HSN 8471 is one current example.

This includes certain laptops, tablets, all-in-one personal computers, ultra-small form factor computers and servers.

Under the 2026 framework, the relevant authorisations can remain valid up to December 31, 2026, subject to the current conditions.

This distinction matters because not every product labelled Restricted should automatically be filed under the same process.

A procurement team importing servers should first check the exact current policy condition.

The correct sequence is:

Product classification -> ITC(HS) policy -> specific import-management route -> application

not:

Choose ANF-2M first -> try to make the product fit later

This product-specific approach is especially important for electronics, IT hardware and other sectors where import policy is updated frequently.

DGFT Licence and Customs Clearance Are Different Stages

Receiving the DGFT licence does not mean Customs clearance is automatic.

The licence permits import subject to its conditions, but the actual cargo still needs to match the authorisation.

Customs may compare the licence with the invoice, packing list, Bill of Lading or Air Waybill and Bill of Entry.

Quantity, description, value and other conditions should remain consistent.

Consider a licence permitting 10 units of machinery with a CIF value of ₹80 lakh.

The supplier later ships 12 units valued at ₹96 lakh because the purchasing team added 2 units at the last minute.

The freight team assumes the existing licence is enough.

At Customs, the discrepancy becomes obvious.

This is not a routine documentation error.

The actual shipment may exceed the approved quantity and value.

For this reason, the final supplier invoice should be checked against the licence before cargo dispatch.

The document chain should be:

DGFT licence -> invoice -> packing list -> BL/AWB -> Bill of Entry -> physical cargo

Advance Bill of Entry for Restricted Imports

Restricted-goods importers should avoid waiting until vessel arrival before beginning Customs preparation.

A Bill of Entry can be prepared and filed in advance under the applicable Customs rules.

This allows the broker to review the licence and supporting documents before cargo starts accumulating destination charges.

Consider a container expected to arrive on Friday.

The customs broker receives the DGFT licence, invoice and packing list on Monday.

The broker identifies that the product description on the invoice differs from the wording in the licence.

The importer now has 3 to 4 days to clarify the issue with the supplier before arrival.

If the same mismatch were discovered after discharge, the container might already be within its free-time countdown.

Advance Customs preparation therefore acts as a cost-control measure.

The broker should ideally receive:

• DGFT authorisation
• Commercial invoice
• Packing list
• Transport document details

This gives the team time to identify problems before they become expensive.

Customs Clearance Time for Restricted Imports

Once the DGFT authorisation and supporting documents are complete, straightforward Customs processing may often be planned around 24 to 72 hours.

This is only a planning range.

Actual clearance depends on classification, valuation, licence conditions, assessment, examination and other regulatory requirements.

Recent national release-time data showed around 55.03% of Air Cargo Complex imports meeting a 24-hour target and approximately 51.76% of seaport imports meeting a 48-hour target.

This means fast clearance is possible, but it should never be assumed.

For restricted goods, a licence or product-description mismatch can add extra time beyond normal processing.

A shipment may therefore have:

Arrival Day 1

Customs query Day 2

Supplier clarification Day 3

Licence verification Day 4

Release Day 5

A 5-day cargo cycle may still be commercially acceptable for some goods, but for high-value or project cargo it can create significant cost and scheduling impact.

Customs Examination for Restricted Goods

Physical examination is risk-based.

There is no reliable nationwide rule that 10% or 20% of all restricted imports will be inspected.

Customs can select cargo based on commodity risk, declared value, classification, licence conditions, importer profile and other parameters.

For restricted machinery, Customs may need to compare the actual equipment with the description and quantity authorised by DGFT.

If the shipment is selected for examination, the importer should be able to quickly provide clear technical evidence.

This may include model details, serial numbers, product catalogues, photographs and specifications.

For example, a licence may allow a specific 500-kW machine, while the shipment label shows 600 kW.

That technical difference can create a real compliance question.

Good documentation does not guarantee that Customs will never examine the cargo.

It simply reduces the time required to answer questions if examination occurs.

How Delay Costs Can Increase After Arrival

Restricted goods can become expensive very quickly if the licence and shipping documents do not match.

Consider a 40-foot container carrying manufacturing machinery.

The container arrives at the Indian port and the Customs team identifies a discrepancy in the product description.

The importer needs 5 days to obtain a clarification and resolve the query.

Under one current 40-foot dry-container tariff, a later delay slab can reach around ₹22,200 per day.

Five days at this level equals approximately ₹1,11,000.

This may still exclude:

• Terminal storage
• CFS charges
• Documentation work
• Inland transport rescheduling

If the machinery is required for a production line, the business impact can be even larger.

Suppose the factory is losing ₹3 lakh per day because commissioning cannot begin.

A 5-day delay could represent ₹15 lakh of production impact, far more than the freight or licence fee.

This is why licence accuracy should be treated as a commercial risk-control measure.

1 – ₹1 Crore Restricted Machinery Import

Consider a manufacturer importing specialized machinery with a CIF value of ₹1 crore.

The business first reviews the technical specifications and confirms the 8-digit ITC(HS) classification.

The product is Restricted.

The company prepares the ANF-2M application with the machine description, quantity, CIF value, country of origin, proposed import port and end-use justification.

Under the general government fee formula, the application fee is approximately ₹10,000.

The company also attaches technical literature explaining where the machinery will be installed and how it will support the production process.

Once the authorisation is issued, the forwarding team matches the licence with the supplier invoice before vessel booking.

The Customs broker receives the file before arrival and prepares the Bill of Entry.

This sequence keeps the licence, freight and Customs processes connected.

The ₹10,000 application fee is relatively small compared with the ₹1 crore shipment value.

The real value comes from avoiding a post-arrival regulatory problem.

2 – Policy Changes Before Shipment

A trader places an order when the product is freely importable.

The supplier needs 30 days to prepare the cargo.

During that period, DGFT changes the exact ITC(HS) line from Free to Restricted.

The importer now faces a decision.

If the goods are shipped without rechecking policy, the cargo may face a clearance issue in India.

If the business pauses dispatch, confirms the new requirement and obtains the required approval, the shipment may be delayed at origin but remain compliant.

The second option is usually easier to manage.

Origin delay is generally cheaper than destination detention and storage.

This example shows why import policy should be checked twice, especially for commodities where rules change frequently.

3 – Port Change After Licence Approval

A Rajasthan manufacturer plans to import machinery through Mundra.

The licence and inland delivery plan are prepared accordingly.

After approval, a carrier offers a cheaper sailing through Nhava Sheva.

The freight saving is USD 350.

The purchasing team sees an opportunity to reduce cost.

The logistics team first checks whether the gateway can be changed under the licence and Customs requirements.

If additional permission or amendment is needed, the business can compare the real cost.

A USD 350 saving may be approximately ₹30,000.

If the port change creates a 2-day delay with additional handling and documentation, the saving can disappear.

The correct decision should therefore be based on total compliance and delivery cost, not only the ocean freight rate.

4 – Restricted Components by Air Freight

A manufacturer urgently needs 600 kg of restricted industrial components.

The cargo value is ₹45 lakh.

The factory will lose ₹2 lakh per day if the components do not arrive.

Air freight may move the shipment internationally in around 3 to 4 business days on suitable services.

However, the company should not book the flight while the DGFT approval is uncertain.

If the shipment arrives in 4 days and then remains under regulatory review for another 5 days, the transport speed has created very little benefit.

The company should first confirm the licence, review Customs documents and only then book the flight.

For urgent cargo, regulatory readiness is part of transit time.

Sea Freight Planning for Restricted Goods

Sea freight is commonly used for heavy machinery, project cargo and larger restricted shipments.

A current China to West India sailing may take around 21 days on some direct service examples.

However, a 21-day ocean transit is not the full supply-chain lead time.

Suppose a machine requires:

20 days for DGFT approval and review

45 days for manufacturing

21 days for sea transit

4 days for Customs and delivery

The complete cycle is approximately 90 days.

For a factory installation project, planning around only the 21-day sea transit would create an unrealistic schedule.

This is why project teams should build the full regulatory and logistics timeline before committing to installation dates.

Sea freight works best when procurement, licensing and project schedules are aligned in advance.

Port Dwell Time and Restricted Cargo

Indian ports handle very large container volumes.

JNPA processed approximately 8.17 million TEUs in FY2025-26, representing about 11.94% annual growth.

In June 2026, overall import port dwell at JNPA was approximately 59.5 hours.

Import CFS dwell was around 82.8 hours.

These numbers are not DGFT licence-processing times.

They show the normal operational environment in which imported containers move after arrival.

A 3-day licence or documentation delay added to an existing port and CFS cycle can push the total delivery timeline well beyond the importer’s initial estimate.

For restricted cargo, Customs document readiness should therefore be treated as part of port-planning strategy.

A vessel arriving on time does not guarantee a timely factory delivery.

Air Freight vs Sea Freight for Restricted Imports

Air freight and sea freight serve different business needs.

Air freight is more suitable for urgent, high-value and relatively compact restricted goods.

Sea freight is usually more economical for heavy machinery, large volumes and project cargo.

The correct decision should consider more than the freight rate.

A ₹50 lakh shipment needed urgently for a production line may justify air freight.

A 15-ton machine with a 2-month installation window may be better suited to sea freight.

However, both modes have one rule in common.

The restricted-import authorisation should be ready before cargo moves.

A fast aircraft cannot solve a licence problem.

A cheap ocean rate cannot compensate for a container sitting at port for 5 days because the shipment does not match the authorisation.

The freight decision should consider:

• Cargo value
• Cargo dimensions and weight
• Delivery urgency
• Licence readiness

The best transport mode is the one that supports the complete commercial requirement.

How a DGFT Licence Consultant Supports Restricted Imports

A DGFT Licence Consultant for Restricted Imports should support the importer from policy analysis through documentation and shipment readiness.

The first step is to understand the product.

The consultant should review the technical description, ITC(HS), policy status and applicable licence route.

The next step is preparing the application.

This includes quantity, CIF value, origin, end use, proposed port and supporting technical documentation.

Where EFC review or technical comments may be involved, the business should be informed before it commits to unrealistic freight timelines.

After the authorisation is issued, the licence should be matched against the supplier invoice and shipping documents.

This is where DGFT consulting naturally connects with freight forwarding and Customs clearance.

Cargo People Logistics can support businesses with DGFT-related import planning along with air freight, FCL and LCL sea freight, Customs clearance, door-to-door delivery, warehousing and distribution, and project cargo handling.

For machinery and high-value industrial imports, managing the process as one coordinated supply chain can reduce handover errors.

The objective is not simply to obtain a licence.

The objective is to make sure the authorised goods actually move through the chosen port and Customs process without unnecessary delay.

Common Mistakes Importers Make With Restricted Imports

A common mistake is relying on a broad HS heading instead of checking the exact 8-digit ITC(HS).

Another is placing the purchase order before verifying policy.

Some importers also file weak end-use explanations that do not clearly explain the product requirement.

Shipping before approval is another serious risk.

Port selection can create additional problems if the eventual freight route differs from the authorisation plan.

Businesses also sometimes assume that receiving the DGFT licence means Customs clearance will be automatic.

It will not.

The most important mistakes to avoid are:

• Wrong ITC(HS)
• Incomplete justification
• Shipment before approval
• Licence and invoice mismatch

These problems are usually easier and cheaper to solve before cargo dispatch.

How Importers Can Reduce DGFT and Customs Delays

The best way to reduce restricted-import delays is to move the regulatory work earlier.

Classification should be checked before procurement.

The current policy should be reviewed before the purchase order and again before shipment.

The licence application should be filed with complete technical and commercial support.

Supplier documents should be checked against the authorisation before cargo dispatch.

The customs broker should receive the file before arrival.

For businesses handling multiple restricted imports, a simple internal control sheet can help.

It should track:

• ITC(HS)
• Licence number and expiry
• Approved quantity and value
• Port and shipment status

This reduces the risk of using the wrong licence or exceeding an approved quantity.

For regular importers, disciplined documentation can save more money than repeatedly negotiating small freight-rate reductions.

Conclusion

A DGFT Licence Consultant for Restricted Imports can help manufacturers, traders and procurement teams manage restricted goods before the shipment becomes a Customs problem.

The process begins with the exact 8-digit ITC(HS) classification.

If the product is Restricted, the importer must identify the correct approval route, prepare the required documents, justify the end use and obtain authorisation before cargo movement.

For many general cases, ANF-2M captures details such as CIF value, quantity, country of origin, port and purpose of import.

The normal restricted-import authorisation can have around 18 months of validity, while EFC review may occur on a monthly cycle in applicable cases. Application deficiencies can remain unresolved for up to 90 days before the file is treated as withdrawn.

Government application fees may range from ₹500 to ₹1,00,000, depending on CIF value.

For a ₹1 crore CIF application, the government fee may work out to around ₹10,000.

The real commercial risk is not the fee.

It is the cost of shipping before the licence, freight plan and Customs documents are aligned.

A 40-foot container delayed for 5 days at approximately ₹22,200 per day can create around ₹1,11,000 of equipment-related charges.

If the imported machinery is linked to a production shutdown, the business cost can be several times higher.

The better approach is therefore to connect DGFT authorisation, air or sea freight, Customs clearance and final delivery under one planning process.

This gives businesses better control over landed cost, project timelines and regulatory risk.

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Frequently Asked Questions

1. What is a DGFT Restricted Import Licence?

A DGFT restricted-import authorisation allows eligible goods classified as Restricted under ITC(HS) to be imported subject to the applicable policy conditions.

2. Which form is used for restricted imports?

Many general restricted-import cases use ANF-2M, while certain product categories can follow separate import-management systems.

3. How much is the DGFT restricted import licence fee?

The general fee formula is ₹1 per ₹1,000 of CIF value, subject to a minimum of ₹500 and maximum of ₹1,00,000.

4. How long is a restricted import licence valid?

A normal restricted-item authorisation can have a validity of approximately 18 months, unless a different period is specified.

5. How long can Customs clearance take after DGFT approval?

Straightforward shipments can often be planned around 24 to 72 hours, but classification, valuation, licence and examination issues can extend the timeline.