Import elevator doors and
components from Europe
Landing doors, car doors, operators, guides, traction machines, safety gear and spares — bought from the European manufacturers that supply much of the world's lift industry, consolidated at our Italian or Spanish warehouse and shipped as one documented pallet. This is a lane we run: elevator doors and components have gone out of both Italy and Spain.
Estimate a shipment before you talk to us
Price a real weight and volume, then send us the details for a commercial quote.
Quote reply: within 24 business hours from Spain and Italy, up to 3 business days from our other countries.
The component exists, at the price you need. Getting it out of Europe is the problem.
European makers sell to the trade, domestically
The Italian or Spanish manufacturer supplies lift companies in its own market and quotes ex-works to everyone else. It has no interest in becoming your exporter — but it will deliver to an address in its own country, which is the whole opening.
Doors are long, heavy and unforgiving
A landing door panel is a large flat item that dents, scratches and bows if it travels badly. Sent loose it arrives damaged; crated and palletized properly, with the weight distributed and the faces protected, it arrives installable.
A job needs several suppliers at once
Doors from one maker, the operator from another, guides and safety gear from a third, and the spares list from wherever has stock. Shipped separately that is four freights, four customs events and four chances to hold up the installation date.
From our warehouses worldwide to your doorstep — in four moves.
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We can receive your packages in multiple strategic countries, giving you access to stores, suppliers and marketplaces that would otherwise be hard to reach internationally.
The European manufacturers this sector buys from
A real shipment: two elevator doors and a motor, Spain → Colombia
Two door leaves at 78 kg each and a 124 kg traction motor — 280 kg in total — bought in Spain and flown to Colombia. That is the shape of a typical order on this lane: not a container, not a single spare, but a short list of heavy items that a job needs together.
The freight on that shipment worked out at about €15 per kilo, and we would rather explain that number than let it set an expectation we cannot repeat: it came from a last-minute opportunity on that route. The realistic reference on this lane is nearer €20 per kilo. If we quote you today, we will quote you against the €20 figure — and if an opportunity like that one comes up while your shipment is being built, you get it.
What the case does prove is the handling. Two flat door leaves and a dense motor are exactly the awkward combination this page describes, and they travelled on one consignment, documented once.
- 2 elevator door leaves at 78 kg each + 1 motor at 124 kg = 280 kg, Spain → Colombia.
- ≈€15/kg on that shipment — a last-minute opportunity, not the standing rate.
- ≈€20/kg is the honest reference for this lane. We quote against that, not against the exception.
- Rates move with route, weight, volume and timing. Every shipment is quoted individually.
Why this sector ends up importing from Europe at all
Lift components are one of those industries where a handful of European districts supply a very large share of the world. Italy in particular concentrates door systems, operators, gearboxes and traction machines; Spain adds automatic doors and safety gear. If you install or maintain lifts outside Europe, sooner or later the part you need, the price you need, or the lead time you need is only available there.
The blocker is almost never the manufacturer's willingness to sell. It is that a European trade supplier is set up to invoice and deliver domestically, and an overseas installer buying two door sets and a box of spares is not the customer its logistics were designed for. Giving that supplier a local address turns the transaction back into the one it knows how to do.
From there the problem is ours, and it is a physical one: consolidate what arrives, protect it properly, and get it across a border as a single, well-documented consignment instead of four loose ones.
- Landing doors and car doors, complete sets or panels.
- Door operators, controllers and door-system spares.
- Traction machines, gearboxes and hydraulic drive units.
- Guides, safety gear, overspeed governors and buffers.
- Maintenance spares consolidated across several suppliers.
How the load is actually built
Elevator cargo is the awkward combination: large flat panels that must not bend, plus dense mechanical parts that will punch through anything they are stacked against. Both go on the same pallet, and the order in which they go on is the difference between goods and a claim.
Everything is received against your order at our warehouse, photographed, weighed and measured. Machines and gearboxes go to the base, weight distributed so the load travels square. Door panels get edge protection and corner boards, faces separated so they cannot rub, and framing where the panel is too long to travel unsupported. The stack is strapped and wrapped; where wood packaging is used it is ISPM-15 treated, because untreated wood is a border problem in most destinations.
Then the documentation is produced once for the whole shipment: one commercial invoice describing the contents as they actually are, one packing list, real weights and dimensions.
- Reception check against your order, with photos, weights and dimensions.
- Crating or framing for long door panels; faces separated and edge-protected.
- Heavy machines to the base, weight distributed, load strapped square.
- ISPM-15 treated wood wherever wood packaging is used.
- One invoice and one packing list for the whole consignment.
What we publish, and what we will not pretend
Three operations are published on this site with their real figures. An HPL pallet: 150 panels, 296 kg, one pallet, the logistics bill in full, 17 days documented door to door. A gym fit-out: 24 packages, 317 kg, consolidated into a single pallet. And an elevator shipment: two door leaves at 78 kg each plus a 124 kg motor, 280 kg, at ≈€15/kg on a last-minute opportunity against a ~€20/kg reference. The first two ran Spain → Mexico, the third Spain → Colombia.
We show them on a sector page like this one because the operation is identical whatever is on the pallet: receive from several suppliers, check against the order, build and document one shipment, fly it, hand a clean entry to the importer's broker.
What we are not going to do is dress them up as a case from this sector, invent a customer, or quote you a price and a date we have not run. Your shipment gets quoted on your weight, your volume, your route and your pickup.
- The published cases run Spain → Mexico and Spain → Colombia. Evidence of the method, not a price or a schedule for your sector.
- Transit is an orientative band anchored on those cases — never a delivery promise.
- Duties and taxes are the importer's, calculated at destination. We do not collect them upfront or estimate a fixed percentage.
What Resendify does for a business, and what it does not
Being precise about the boundary is more useful than a list of promises. We operate receiving warehouses across ten countries — Spain, Italy, France, Germany, the United Kingdom, Türkiye, the Czech Republic, the United States, China and Hong Kong — so your suppliers deliver domestically, which is what most of them are set up to do.
We check goods in, store them while an order builds across several suppliers, repack when the original packaging is not built for an international leg, consolidate into one shipment, and produce the export documentation: commercial invoice, packing list, real weights and dimensions, and the supplier origin documents that decide whether you pay a preferential duty rate or a full one.
What we are not is your customs broker in the destination country, a distributor, or a party to your trade terms. We do not clear goods on your behalf at destination, we do not hold stock we sell you, and we do not negotiate or guarantee terms with brands.
We also do not quote transit times we cannot control, and we do not tell you your goods will clear without charges. The Business plan exists precisely because a recurring importer needs a quote-based setup rather than a consumer membership: tailored workflows for repeat imports, room for packaging and repacking, volume-oriented planning and commercial support on request.
- Receiving warehouses in 10 countries so suppliers deliver domestically
- Check-in, storage while an order builds, and repacking for the international leg
- Consolidation into one shipment with commercial invoice, packing list, weights and dimensions
- We chase supplier origin declarations — the document that decides preferential duty
- We are not your destination customs broker, not a distributor, and not a party to your trade terms
- Business plan is quote-based: tailored workflows for repeat imports, volume-oriented planning
Importing elevator components: what installers ask
Yes — that is the format this lane is built around. Long flat panels are crated or framed, faces protected, weight distributed across the base and the load strapped so nothing moves in transit. Tell us the dimensions and the number of door sets in your enquiry and we will quote the build as well as the freight.
No. You buy from the manufacturer or distributor directly, with your own account and your own commercial terms — we never sit between you and your supplier's pricing. You have them deliver to your address at our warehouse, and from there it is ours: check, palletize, document, ship.
It can, and this sector is exactly where that comes up — Italian door systems and drives alongside Spanish doors and safety gear. Moving goods between our warehouses to build one pallet is a real cost and appears as a visible line in the quote; sometimes two pallets from two origins beat one consolidated pallet, and we will say so.
They come from the manufacturer, not from us — CE marking, declarations of conformity and type-examination documents are the maker's to issue and yours to keep for the installation. What we do is make sure the paperwork travelling with the goods matches them: a commercial invoice that describes what is actually in the crate, a packing list, and real weights and dimensions.
Air freight is charged on chargeable weight: the higher of the real weight and the volumetric weight, which in air cargo is usually length × width × height in cm divided by 6,000 (about 167 kg per cubic metre). A light but bulky pallet pays for its volume. Pickup, consolidation, palletizing, export paperwork and the route itself come on top. We don't publish a rate card because it moves with route and date: enter real weights and measures in the quoter and a person prices that exact load.
A parcel-forwarding address — what Latin America calls a casillero — receives personal purchases and forwards them by courier as parcels: built for individuals and occasional orders. Consolidated cargo gathers orders from one or several suppliers into a single commercial shipment, with an invoice, a packing list and a formal import at destination. Resendify does both, but they are different services: if you buy for resale or for a project, consolidated cargo is the one for you.
We are a forwarder and consolidator with warehouses in ten countries: we receive your suppliers' goods, consolidate and palletize them, prepare the commercial invoice and packing list, and quote the air freight to your country. What we don't do is customs clearance at destination: that entry is filed by your local customs broker, who holds the licence there.
Volume and rhythm change what you need. A consumer account is built around occasional parcels; a business buying every month needs storage that fits a build-up across suppliers, packing decisions made per shipment, documentation that a customs agent can file without chasing you, and a quote rather than a fixed membership. That is what the Business plan is for, and it is priced per case because a pallet of tools every month and a monthly box of collectibles are not the same operation.
No. Clearance at destination is done by you or your customs broker, and that is deliberate: local clearance requires local licensing and local liability. What we do is the European side and the paperwork that makes clearance straightforward — a consolidated shipment, a commercial invoice that matches the goods, a packing list, real weights and dimensions and the supplier's origin documents.
Talk to us about the specific supplier before you plan around it. Some situations are simply a delivery address problem, which your European address solves outright. Others involve trade accounts or territorial agreements that are between you and the brand, and no forwarder can resolve those — we would rather tell you which one you are facing than take the order and find out later.
Origins, service and published cases
The Italian origin: consolidation, professional palletizing and air freight, quoted per shipment.
The Spanish origin, where both of our published pallet cases actually ran.
Many suppliers in, one documented shipment out — one freight and one customs entry.
296 kg on one pallet with the logistics bill published in full. Spain origin.
Tell us what you import
The more concrete this is, the more useful our reply. We receive in ten countries — Spain, Italy, France, Germany, the UK, Türkiye, the Czech Republic, the United States, China and Hong Kong — and forward anywhere, so tell us where you actually buy and where it actually has to land, even if this page is about a different lane.
Start importing elevator components from Europe on a schedule that fits your business
Tell us what you buy and how often, and we will come back with a setup and a quote — not a generic membership.