Freight from China to North America

How this lane works

The transpacific split is the first decision. West Coast ports are materially faster on the water but put the cargo a continent away from eastern demand; East Coast services via the Panama Canal run considerably longer on the main leg but land the container where it is needed. The right answer depends on where the goods are consumed, not on which port-to-port number looks better.

Duty is the variable that most often outweighs freight on this lane. Tariff treatment can exceed the shipping cost outright on some classifications, which makes confirming the HS code and the applicable rate part of the purchasing decision rather than the shipping decision. Where the classification is genuinely arguable and the value is material, a binding ruling from the destination authority converts an open-ended risk into a settled position.

Mexico has become a serious part of this lane rather than a footnote. Manzanillo and Lázaro Cárdenas serve both the domestic Mexican market and, increasingly, manufacturing that feeds the United States — which is the context in which our specialised container move to Mexico was carried out. Cargo routed this way needs the inland leg and the customs position planned together, not sequentially.

Free time and demurrage deserve particular attention here. Clearance is not always fast and free days are short, so preparing the import entry before arrival rather than after it is the single largest avoidable cost on the lane. It is negotiable at booking and effectively not negotiable once the container is sitting on the terminal.

Destinations we run to

Ports, airports and inland terminals on this lane with published route guides. If your destination isn't listed, we almost certainly still serve it — ask.