China to USA Shipping FAQ

Yes. Under DDP we act as the importer of record, so you do not need a US company, a resale certificate or a customs bond of your own. Your supplier ships the goods to us in China and we handle export, ocean freight, US entry, duty payment and delivery. If you already have a US entity and a bond, we can also work the other way and clear on your behalf under your own importer number — whichever suits your accounting and compliance position.

It depends on the terms you choose. On DDP we are the importer of record: the entry is filed under our US entity bond and we carry the customs liability and pay the duty. On DAP or FOB you or your own broker is the importer of record. We will state clearly on the quotation which basis applies, because it determines who is answerable to US Customs for the declared value and classification.

It should be agreed before the first shipment. We classify the goods using the product description, material and intended use, and tell you the HTS code and combined duty rate in writing. A wrong code cuts both ways: too high and you overpay duty on every shipment, too low and CBP can assess back duty plus penalties and put you on an examination list. If you have a code from your supplier we will review it rather than simply accepting it.

Yes, and it is one of the most common ways to save money. If you buy from three or four factories in Guangdong, we collect from each, consolidate the cargo at our warehouse, and load one container. You get one bill of lading and one delivery instead of several LCL shipments. Send us each supplier's address and the cargo volumes and we will work out whether consolidation beats shipping separately.

For FCL there is no minimum — you simply pay for the container, and a part-loaded container is still a full container rate. Below roughly 15 CBM, LCL usually costs less in total, and we will tell you honestly when that is the case rather than pushing you into a container. For air freight, general cargo starts at 45 kg, and below that a minimum charge applies.

We accept T/T (wire transfer) for most shipments; established customers can arrange credit terms. Payment is normally split between booking and bill of lading, and we issue a full itemised invoice before anything is due. Duty is paid on your behalf and receipted, so you always have a document trail for your own accounts.

There is no single number — it moves with the market, the season and the destination. Five things drive it: container type (20GP / 40HQ / OT / FR), port of loading, US destination (Los Angeles and Long Beach versus New York and Savannah), cargo weight, and the time of year. Send us the cargo details and destination ZIP and we will give you a firm door-to-door figure valid for the next two to three weeks.

Add four things: the price you paid your supplier, the freight and duty we quote, any US-side charges your own arrangements attract, and your inland delivery. On DDP the middle two are already one all-in number, which is exactly why it makes budgeting simpler — you know the landed cost before the container sails, rather than discovering destination charges after arrival.

Duty is the HTS code rate multiplied by the declared customs value, which includes the goods value plus international freight and insurance. Rates run from 0% to around 25% depending on the product, and some categories also attract Section 301 or anti-dumping duty. Under DDP we pay it as importer of record and give you the duty statement so you can see exactly what was assessed.

Three things are billed separately, and we flag all of them up front: a customs examination fee if CBP selects the container, including any storage or drayage incurred; demurrage or storage if the container is not collected within free time; and charges arising from a last-minute change of delivery address or special unloading. A normal shipment attracts none of them.

Once we have locked space and rate, the ocean leg is fixed for the sailing we booked — a later GRI or peak season surcharge does not change your price. What can move afterwards is only what is genuinely out of our control: an examination, or a change you request. When the market does move, we tell you before you commit, not after.

If the container is loaded and the cargo is not ready, the container still sails or incurs costs, so there is a charge — but we work hard to avoid the situation. Give us the supplier's production schedule when you book and we will set the pickup date accordingly. If a delay looks likely, tell us early: moving a booking is far cheaper than a rolled container or a missed sailing.

From South China to Los Angeles and Long Beach is about 12-15 days at sea, and door to door around 18-22 days including clearance and delivery. To New York and Savannah it is about 30-35 days at sea, and roughly 35-40 days door to door. The West Coast is close to twice as fast, which is why many East Coast importers choose West Coast arrival plus inland rail.

A rolled container misses its booked sailing and moves to the next one, typically adding about a week. It happens most in peak season when carriers overbook. We reduce the risk by holding annual contracts with OOCL, Wan Hai and ZIM, which give contract customers protected space, and by booking two to three weeks ahead between July and November. If a roll does happen we tell you the moment we know, with the new sailing date and the revised delivery estimate.

We load mainly from Yantian and Shekou in Shenzhen, and Nansha in Guangzhou. From your side it matters less than you might think — ocean freight, US clearance and delivery cost the same whichever Chinese port the container loads at. What changes is the inland drayage in China, which we quote based on where your suppliers actually are. We will recommend the port that gets your cargo moving soonest.

After booking you receive the container number and, once issued, the bill of lading. You can follow the sailing, arrival, customs release and delivery milestones in the system, and we notify you proactively if anything is out of the ordinary. You do not need to chase us for updates, and you are not left guessing either.

Yes. If your suppliers finish production at different times, or you want to catch a specific sailing, we can receive cargo into our warehouse, hold it, and load when everything is ready. Storage is charged per day after a free period. This is often the cleanest way to consolidate several suppliers into one container without rushing any of them.

Yes. The East Coast is served all-water to New York and Savannah at roughly 30-35 days. For inland destinations such as Chicago, Dallas, Memphis or Kansas City we use IPI rail from the West Coast, which is usually faster and cheaper than an all-water East Coast routing. Tell us the delivery ZIP and we will price the realistic options.

For most shipments: a commercial invoice, packing list, and the product details needed to confirm the HTS code. If your product needs certification we will ask for it — an FDA registration number, an FCC ID, a CPSC test report or a Children's Product Certificate. For warehouse deliveries you may also need the consignee appointment reference. Send us what you have and we will pre-check it and tell you exactly what is missing before the container sails.

FDA covers food-contact items, cosmetics and medical devices. FCC covers anything with wireless, Bluetooth or WiFi functions. CPSC covers children's products and toys, which normally require third-party testing and a Children's Product Certificate. DOT covers vehicles, tyres and certain batteries and safety products. Some categories also fall under DOE energy rules. Tell us what you are importing and we will confirm the certification position before you commit to a shipment.

ISF (Importer Security Filing, the 10+2 rule) must be filed with CBP at least 24 hours before the vessel loads. Late or incorrect filing attracts penalties typically in the thousands of dollars and can delay release. We collect and verify the ISF data at booking, including the final delivery address, and file on time before loading.

A document review is usually resolved in 1-3 working days. If it moves to a physical examination — X-ray or devanning — allow 5-10 working days depending on the exam type and how busy the port is. We tell you the reason immediately, follow it through with the broker, and tell you whether anything further is needed from you. Storage incurred during an examination is billed at the port's standard rate.

Both deliver to your door, but duty is the dividing line. On DDP the seller or forwarder pays the US duty and is the importer of record. On DAP the goods arrive at your address with duty unpaid — you or your broker clear and pay it. DDP gives you a single predictable landed cost and no US import setup; DAP suits importers who already have a broker, a bond and a duty deferral arrangement they want to use.

Yes, if you prefer. We can deliver to the port and hand over to your broker, or work alongside them. The one thing worth being clear about is that under DDP the duty sits with us, so we normally file the entry ourselves. If your broker files it, we will agree in writing how duty is reimbursed so there is no ambiguity later.

Yes, though it is worth flagging. Residential and limited-access deliveries sometimes need a smaller vehicle or a liftgate, and both add cost. Storage units and self-storage facilities often cannot accept a 40-foot trailer, so tell us the delivery type when you book and we will price the right equipment first time.

Yes. Below roughly 15 CBM, LCL usually costs less overall. The trade-offs are a longer transit because of consolidation and deconsolidation, more handling, and a higher cost per cubic metre. We will quote both and tell you which genuinely works out cheaper for your volume, rather than defaulting to one.

Yes, within limits. A container can be delivered to two or three nearby addresses, but each additional stop adds cost and time, and some carriers restrict it. If your destinations are far apart it is often cheaper to deliver to one address and arrange onward transport. Send us the addresses and we will price both routes.

We recommend it for anything of real value. Ocean transit is long and passes through many hands — drayage, terminal, vessel, customs, final delivery — and carrier liability is capped well below the value of most commercial cargo. Cover is normally a few tenths of a percent of the cargo value. If you already insure through your own policy, send us the details so we can note them on the file.

If you are insured, we document the damage on arrival — photographs, the delivery receipt and a survey if needed — and support the claim with the carrier. If you are not insured, recovery is limited to the carrier's statutory liability, which is usually far below the cargo value; this is precisely why we recommend cover. In 15 years of operation significant loss is rare, but the process matters when it happens.

We tell you as soon as we know, with the reason and a revised estimate. Weather, port congestion and carrier schedule changes are outside anyone's control, and no forwarder can promise a sailing will never move. What we can commit to is early warning, a realistic new date, and help adjusting your downstream plans — plus, where we hold the contract, pressing the carrier for priority on the next available vessel.

It is worth checking, because the consequences land on the importer. Under-declared value or misdescribed cargo can be detected by CBP at any time, leading to back duty, penalties and increased examination of your future shipments. We review the invoice, packing list and product description against the declared HTS code before filing, and we will raise a concern rather than simply process a shipment we think is misdeclared.