Help & FAQ

Simply type or select a surcharge code (e.g., BAF, THC, GRI, EBS) in the search box on the homepage or the Surcharges page. You'll be taken to a detail page explaining what the charge means, its typical cost range, how it's calculated, who pays it, and whether it's negotiable.

The database currently covers 170+ surcharge codes across ocean freight, air freight, express courier, Amazon FBA, rail freight, and customs/duty charges. Common codes include BAF, THC, DTHC, GRI, PSS, EBS, CAF, AMS, ISF, DOC, VGM, TELEX, EXP-CUS, IMP-CUS, TARIFF, ISFBond, and many more.

Yes. In addition to ocean freight surcharges, our database covers air freight surcharges, express courier additional charges, Amazon FBA fees, and customs/duty-related costs including import VAT, bond fees, and BAF equivalents for air shipments.

Yes, the Freight Surcharge Decoder is completely free to use. There is no registration, no account required, and no data collected. All surcharge information is freely accessible.

Ocean freight surcharges exist because the base freight rate doesn't cover all the costs carriers incur. Each surcharge covers a specific cost category: BAF covers fuel, CAF covers currency fluctuations, PSS covers peak demand, THC covers port handling, etc. Carriers separate these to maintain pricing flexibility and pass through market-driven costs. A typical freight quote can include 8–15 different surcharges.

An ocean freight rate typically includes: base ocean freight, BAF (fuel surcharge), CAF (currency adjustment), origin THC, and documentation fees. It usually does NOT include: destination charges (DTHC, demurrage, detention), customs duties, delivery to your warehouse, or insurance. Always request a full breakdown to understand what you're paying for.

The most common reason for surprise fees is that base ocean freight rates are just the starting point — carriers and forwarders layer in multiple surcharges (BAF, PSS, LSS, CAF, CIC) on top. A typical freight quote lists 8–15 separate charges. Destination charges (DTHC, demurrage, detention) are often omitted from the initial quote and appear on the final invoice. Always request a complete, itemized quote that includes destination charges before booking.

The fastest way to decode an unfamiliar freight quote: enter any unknown surcharge code in the Freight Surcharge Decoder search bar for an instant explanation. Start with the largest line items (BAF, GRI, PSS), then work through smaller charges. For each code, check our database for the typical range — if a charge exceeds the typical range, ask your forwarder for an explanation.

BAF (Bunker Adjustment Factor) is a surcharge that compensates ocean carriers for fluctuations in fuel prices. Since bunker fuel typically accounts for 40–60% of a shipping line's operating costs, BAF allows carriers to pass fuel price volatility to shippers. BAF is reviewed quarterly and is one of the most common and volatile surcharges in ocean freight.

There is no universal BAF formula — each carrier publishes its own. The basic logic is: BAF = (Current Bunker Price − Base Bunker Price) × Consumption Factor × Distance Multiplier. BAF is typically reviewed quarterly and adjusted based on changes in fuel prices (usually Brent crude or regional bunker indices). Post-IMO 2020, BAF floors have permanently elevated.

Individual shippers generally cannot negotiate BAF rates directly, as carriers publish them as standard tariff surcharges. However, large-volume forwarders and beneficial cargo owners (BCOs) can request BAF caps, BAF pass-through transparency, or BAF-inclusive all-in contracts. The best negotiation lever is volume commitment — annual TEU commitments can unlock BAF protections.

Under FOB (Free on Board) terms, the buyer pays BAF. Under CIF (Cost, Insurance, and Freight), the seller typically pays BAF but includes it in the quoted price. The party who arranges and pays for ocean freight bears the BAF cost. Always clarify BAF responsibility in your purchase contract.

BAF (Bunker Adjustment Factor) is the standard, ongoing fuel surcharge for ocean freight, reviewed quarterly. EBS (Emergency Bunker Surcharge) is a temporary, ad hoc supplement applied when oil prices spike sharply beyond BAF's scope (typically when oil rises more than 15–20%). They're related but applied under different conditions — when both appear on a quote, EBS is the emergency top-up.

GRI (General Rate Increase) is a scheduled, carrier-announced base freight rate increase. Unlike temporary surcharges like PSS, GRI permanently raises the base ocean freight rate. Carriers typically issue 30 days advance notice before a GRI takes effect. GRIs are common at the start of each year and sometimes mid-year on major trade lanes.

GRI is not calculated by formula — it's a business decision by carriers to restore profitability or cover rising costs. Carriers announce GRIs based on market conditions, capacity utilization, and cost increases. GRIs are typically $200–$600 per 40ft on major Asia routes but can be higher during strong demand periods.

GRI rates published by carriers are generally non-negotiable for spot shipments. However, large-volume shippers with annual contracts can negotiate GRI protections: caps on annual GRI increases, deferral of GRIs during contract periods, or all-in rates that absorb GRI volatility. Your best leverage is committed annual volume.

PSS (Peak Season Surcharge) is a temporary demand surcharge imposed when carrier capacity falls short of shipping demand. It's most common before Chinese New Year (January–February), the Q4 holiday season (September–December), and back-to-school periods. PSS ranges from $100 to $1,200 per 40ft depending on route and market conditions. Unlike GRI, PSS is supposed to be temporary.

PSS triggers when demand for container space exceeds supply. Common triggers include: factory output surges before Chinese New Year, Q4 retail inventory builds, post-disruption recovery (port congestion, blank sailings), and sudden e-commerce demand spikes. During the 2021–2022 shipping crisis, PSS became de facto permanent on some routes.

THC (Terminal Handling Charge) covers handling at the origin port — from truck delivery to vessel loading. DTHC (Destination Terminal Handling Charge) covers handling at the destination port — from vessel unloading to container release. Both are physical handling charges at port terminals, but DTHC often draws more disputes because it's usually paid by the consignee (buyer).

THC rates are set by terminal operators, not carriers. The charge covers crane operations, yard management, documentation processing, and security at the port. THC is typically quoted per container (20ft or 40ft) and varies by port. Rates range from $80–$200 at origin ports and $150–$400 at destination ports. Forwarders often add their own margin on top of the terminal-set rate.

The terminal-set THC rate itself is non-negotiable. However, your forwarder's margin on THC is negotiable. Request a breakdown showing the terminal rate versus the forwarder markup. For large-volume shippers, pre-negotiating DTHC caps in purchase contracts can prevent cost surprises. Port selection also matters — at ports with multiple terminals, rates can differ significantly.

Under FOB terms, the seller pays origin THC (and it should be included in your FOB price). The buyer typically pays DTHC at destination. Under CIF, origin THC may be included but DTHC is almost always the buyer's responsibility. Always clarify in your contract — DTHC surprises are one of the most common import disputes.

CAF (Currency Adjustment Factor) recovers currency exchange losses when carriers incur operational costs in currencies other than USD — most relevant on Asia-heavy routes where yuan, yen, or won-denominated costs fluctuate against the dollar. CAF is typically a 2–15% surcharge on top of base freight rates and is reviewed periodically.

CAF is typically expressed as a percentage surcharge on base ocean freight. The formula varies by carrier but generally follows: CAF % = (Current Rate − Base Rate) / Base Rate × Adjustment Factor. The base exchange rate is agreed at contract signing. Asian currencies (CNY, JPY, KRW) are the primary drivers for China-related routes.

Like BAF, carrier-published CAF rates are generally non-negotiable. However, you can negotiate CAF caps in long-term contracts, request quarterly CAF reviews with auto-adjustment clauses, or choose all-in rates that absorb CAF volatility. CAF is rarely reduced when currencies move in your favor without explicit pressure.

Demurrage is charged when a container sits at the port terminal beyond the free storage period (typically 2–7 days). Detention is charged when a container is held beyond the free time after being released from the terminal but not returned to the carrier depot. Both can accumulate rapidly — $50–$600 per container per day — and are a major source of unexpected freight costs.

After free time expires, charges escalate quickly. At LA/Long Beach: Day 1–3 after free time costs $100–$150/day, Day 4–7 costs $200–$400/day, Day 7+ costs $200–$600+/day. A 7-day delay at LA/LB can cost $1,850–$2,100 per 40ft container. Demurrage applies while the container is on terminal; detention applies once it's been released but not returned.

EBS (Emergency Bunker Surcharge) is an ad hoc surcharge applied when bunker prices spike sharply and unexpectedly — typically when oil prices rise more than 15–20% in a short period. Think of EBS as an emergency BAF top-up. EBS is typically $50–$300 per 20ft container and is supposed to be temporary. After 2022, some carriers made EBS semi-permanent on certain routes.

ISF (Importer Security Filing) is required by US Customs for all ocean freight entering the US. You must file ISF at least 72 hours before vessel departure from China. ISF 10+2 requires information about the manufacturer, seller, buyer, ship-to party, country of origin, and HS code. Late ISF filings can result in fines of $5,000 per violation.

TELEX Release (also called Surrender Fee or Release Fee) is charged when the original Bill of Lading (B/L) is surrendered electronically rather than physically couriered to the destination. This eliminates the cost and delay of sending original documents. TELEX Release is charged at the destination end — typically $25–$50 per B/L. It is most useful for buyers and sellers who need fast cargo release without waiting for courier delivery of original documents.

AMS is the US version of the cargo declaration system, required for ocean freight 24 hours before departure. AMS is separate from ISF but related — both require similar shipment data. AMS filing is typically done by the carrier or NVOCC, with fees ranging from $25–$60 per shipment.

CFS is a warehouse facility where LCL (Less than Container Load) cargo is consolidated before loading into shared containers, or deconsolidated after arrival. CFS charges cover handling, storage, and documentation at these facilities. CFS fees typically range from $15–$40 per CBM for consolidation and deconsolidation services.

CIC (Container Imbalance Charge) compensates carriers for the cost of repositioning empty containers when there's an imbalance between origin and destination ports. If more containers are imported than exported in a region, carriers must pay to move empties back. CIC is typically $50–$200 per container and varies by trade lane.

DOC (Documentation Fee) covers the cost of preparing and processing shipping documents — primarily the Bill of Lading (B/L). Fees typically range from $25–$50 per shipment. DOC fees are generally negotiable as they represent the forwarder's administrative cost, not a third-party-mandated charge.

LSS (Low Sulfur Surcharge) was introduced after IMO 2020 to recover the cost of switching from heavy fuel oil (HFSO) to very low sulfur fuel oil (VLSFO). BAF and LSS serve different purposes: BAF compensates for general fuel price fluctuations; LSS specifically covers the regulatory-driven incremental cost of cleaner fuel. Some carriers merge both into a single 'BAF' line item. LSS typically ranges $30–$120 per 20ft, $60–$240 per 40ft on Asia routes.

CIC (Container Imbalance Charge) compensates carriers for the cost of repositioning empty containers when there's an imbalance between origin and destination ports. If more containers are imported than exported in a region, carriers must pay to move empties back. CIC is typically $50–$200 per container and varies by trade lane. It's non-negotiable at the carrier level but your forwarder's margin on CIC is negotiable.

WRS (War Risk Surcharge) covers the additional insurance and routing costs when vessels must avoid high-risk areas — conflict zones, piracy-prone waters. Currently driven by Red Sea routing changes (vessels bypassing Suez Canal via Cape of Good Hope). WRS typically ranges $50–$200 per TEU when active. It appears and disappears with geopolitical conditions rather than following a regular schedule.

EBS for ocean freight ($50–$300 per 20ft) is an emergency bunker supplement triggered by sharp oil price spikes. EBS for air freight (sometimes called EBS-ORIGIN) is typically $0.10–$0.30 per kg for shipments from China and represents the equivalent fuel surcharge for air cargo. Both are ad hoc surcharges meant to be temporary, though both have become semi-permanent on some routes post-2022.

O/F (Ocean Freight) is the base ocean freight rate — the core cost of transporting your cargo across the sea. It is the starting point of any ocean freight quote, separate from all the surcharges (BAF, CAF, PSS, THC, etc.) that get added on top. When comparing quotes, always look at O/F separately, not just the total. Typical Asia-US West Coast O/F: $1,500–$3,000 per 40ft container as of 2026.

A/F (Air Freight) is the base cost of transporting cargo by air — quoted per kilogram of chargeable weight. Unlike ocean freight (O/F) which is per container, air freight is charged by weight. Air freight is 5–10x more expensive than ocean but 10x faster. Typical China-US air freight: $3–$7/kg vs ocean at $1,500–$3,000 per 40ft container (which can hold 60–70 CBM or 20–25 tons of light cargo).

FRT (Freight) is the generic term for the base transportation cost across any mode — ocean, air, rail, or truck. It is the foundational line item on a freight quote. FRT does not include surcharges. Think of it as the 'raw cost' before any extras. When reviewing a quote, look for FRT or O/F/A/F as the base rate, then add all the surcharges on top to get the true total cost.

The base freight rate covers: vessel or aircraft operating costs, fuel (before BAF), crew wages, cargo handling at origin port/airport, marine insurance, and profit margin. It typically does NOT include: BAF fuel surcharge, currency adjustment (CAF), terminal handling (THC/DTHC), destination charges, customs duties, or delivery to your warehouse. Always request a full itemized quote to know exactly what's included.

LCL (Less than Container Load) means your cargo shares a container with other shippers. LCL adds consolidation fees on top of the base freight: CFS (Container Freight Station) handling at origin and destination, consolidation/deconsolidation fees, and potentially IT (Internal Transfer) when containers move between depots. LCL is cost-effective for shipments under 15-20 CBM but introduces more fee complexity than FCL.

IT (Internal Transfer / Interchange Fee) is charged when containers are moved between depots, terminals, or equipment pools. In LCL consolidation, it applies when containers move from carrier yards to CFS facilities for consolidation or deconsolidation. Typical range: $30-$250 per container move. IT is a terminal/depot charge, not a forwarder margin.

FWD is the service fee charged by your freight forwarder for arranging and managing the shipment — booking carrier space, preparing documents, coordinating customs, tracking, and problem resolution. It is separate from the actual freight cost (O/F or A/F). Typical: $50-$400 per shipment depending on mode and complexity. Forwarding fees are negotiable, especially for large volume or annual contract shippers.

TOLL covers highway and expressway toll charges for truck transportation — from factory to port or port to warehouse delivery. These are government-regulated fees passed through by the trucking company. Typical: $20-$300 per truck move depending on distance and route. Toll fees cannot be negotiated as they are government-set, but comparing quotes for the same route reveals whether the forwarder is markup the toll significantly.

WAIT (Waiting Time Fee) is charged when trucks wait beyond the free time (typically 2-4 hours). Causes: factory loading delays, port congestion, documentation issues. Typical rate: $30-$150/hour after free time. To avoid: book loading appointments, prepare documentation in advance, negotiate longer free time in your trucking contract (4-6 hours is reasonable for factories).

CCA is an amendment fee charged when changes are needed to an Air Waybill (AWB) after it has been issued. Common corrections: wrong consignee name, updated destination address, weight/pieces adjustments. Typical cost: $30-$200 per amendment depending on the type of change. Always verify AWB details before confirmation to avoid CCA fees — they are easily preventable with careful pre-booking review.

As of 2026, shipping a 40ft container from China to US West Coast costs $3,000–$5,500 all-in (base freight + surcharges). To US East Coast via Panama, costs $4,000–$6,500. These rates include base ocean freight, BAF, CAF, PSS (usually), origin THC, and documentation fees. Destination charges (DTHC, demurrage, delivery) are separate.

Total FBA landed cost = Product cost + Export fees + Sea/Air freight + Customs duties + Last-mile delivery to Amazon + FBA fulfillment fees + Monthly storage. For a typical consumer product: Product $10 + Freight $2 + Duty $1.35 + FBA fees $3.50 = Total cost before Amazon fee: $16.85 + Referral fee (12% of sale price). Always calculate before committing to inventory.

Our cost estimates are based on publicly available carrier rate sheets, logistics industry benchmarks (Drewry, Freightos, Xeneta), port authority fee schedules, and feedback from freight forwarding professionals. They represent typical ranges for China export freight, not guaranteed quotes. Always check with your carrier or forwarder for exact current rates.

Our estimates represent typical market ranges — they are not guaranteed quotes. Actual costs vary by carrier, contract terms, shipment volume, route, port pair, season, and market conditions. Use the estimates as a benchmarking tool to identify if a quoted charge is unusually high or low.

Most surcharges are tied to market conditions or regulatory requirements. BAF moves with oil prices. CAF moves with currency exchange rates. PSS appears during peak demand. Port authority fees change annually. Our database is updated regularly to reflect market changes. Always check the effective date on each surcharge detail page.

The 'Negotiable?' indicator is based on industry practice and freight forwarder input. Non-negotiable surcharges are set by carriers or port authorities and are passed through without markup. Partially negotiable surcharges have a carrier/authority-set base rate plus a forwarder margin that can be negotiated. Fully negotiable items (trucking, warehousing, insurance) depend entirely on forwarder pricing.

Five strategies to avoid billing surprises: (1) Request line-item quotes with all surcharges identified separately; (2) Negotiate all-in rates with BAF cap clauses; (3) Verify ISF filing 72 hours before vessel departure; (4) Plan delivery schedules to avoid demurrage — know your free time at destination; (5) Get three competing quotes for the same shipment to benchmark.

Key strategies: (1) Book 4–6 weeks in advance to avoid peak surcharges; (2) Use freight forwarders for better rates than direct carrier booking; (3) Commit annual volume for contract rates and BAF protections; (4) Consider 40ft containers for better cost per CBM; (5) Ship to alternative ports when rates justify it; (6) Optimize packaging to fit more units per container.

FOB (Free on Board) means the seller delivers goods on board the vessel at the named port of shipment. When you buy FOB China (e.g., FOB Shenzhen), your Chinese supplier's responsibility ends when cargo is loaded onto the vessel at that port. You then pay for ocean freight, surcharges (BAF, CAF, PSS, THC), destination charges (DTHC), customs duties, and delivery.

The key difference: CIF includes freight and insurance, FOB does not. Under CIF, the seller pays for ocean freight and provides minimum insurance coverage to the destination port. Under FOB, you arrange and pay for shipping separately — but you also have more control and can often negotiate better rates. For most China imports, FOB is preferred.

EXW (Ex Works) means the seller makes goods available at their premises — you pay for everything from pickup onward (internal China transport, export clearance, freight, all surcharges, destination charges). EXW gives maximum control but requires logistics expertise. FOB is better for most importers as the supplier handles origin logistics. Choose EXW if you have a freight forwarder in China.

Under FOB: You pay ocean freight, BAF, CAF, PSS, origin THC, DTHC, and duties. Under CIF: Seller pays ocean freight and insurance to destination port — you pay DTHC, duties, and delivery. Under EXW: You pay everything from factory pickup onward. Under DDP (Delivered Duty Paid): Seller pays everything including duties — most convenient but most expensive.

US import duties from China include: MFN (Most Favored Nation) duty based on HS code (typically 0–12% for consumer goods), plus Section 301 tariffs (7.5–25% additional on most products), plus Merchandise Processing Fee (MPF, 0.3464% of cargo value), plus Harbor Maintenance Fee (HMF, 0.125% for ocean freight). Total effective duty rates for consumer goods often reach 25–45%.

The US de minimis threshold is technically $800 per shipment. However, goods subject to Section 301 tariffs must pay those duties regardless of value. AD/CVD orders also apply regardless of de minimis. Recent policy discussions may eliminate de minimis for China goods entirely — always verify current rules before shipping low-value shipments.

Customs duties are paid at the time of import entry, typically through your customs broker. For ocean freight, duties are assessed when the cargo arrives at the US port and customs entry is filed. For express/courier shipments, duties may be collected at delivery. Payment is usually due within 10–15 days of entry.

VAT on imports to the EU varies by country: Germany 19%, France 20%, Italy 22%, Spain 21%, UK 20%. Import VAT is charged on the customs value plus freight and duty. The EU's IOSS (Import One-Stop Shop) scheme simplifies VAT payment for e-commerce shipments under €150. Import duty rates vary by product HS code (typically 0–12% for consumer goods).

Key export documents from China: Commercial Invoice, Packing List, Bill of Lading (or sea waybill), Export License (if required for restricted goods), Product-specific certifications (CE, FDA, etc.), MSDS for hazardous materials, and Test reports for regulated products. Always verify specific requirements with your supplier and freight forwarder.

The Merchandise Processing Fee (MPF), also called TARIFF in some quotes, is a U.S. CBP processing fee of 0.3464% of the dutiable value of imported goods. It is capped at $604.88 per formal entry (2024 rate). MPF applies to all formal US import entries and is separate from import duty. It cannot be waived or negotiated — it is a government-mandated fee. Informal entries (de minimis under $800) are generally exempt from MPF.

Import duty (anti-dumping/countervailing duty) is a product-specific tax based on the HS code of your goods — it varies by product category. MPF (Merchandise Processing Fee / TARIFF) is a flat administrative fee charged on all formal US imports regardless of product type. MPF is 0.3464% of cargo value (capped at $604.88/entry). Both are charged at customs clearance and paid by the importer.

Export customs clearance is the process of declaring goods to Chinese customs before they leave the country. It covers preparation and submission of export documentation, GZS (customs pre-registration), and compliance verification. In China, this fee is typically bundled with trucking: $80–$150 for clearance alone, or $200–$400 when combined with inland transport to the port. Always ask for a line-item breakdown.

Import customs clearance is the process of entering goods into the US under CBP supervision. Your customs broker files an entry, pays duties on your behalf, and ensures CBP releases the cargo. Standard US import clearance fees range $150–$350 per entry. Complex entries involving FDA, hazmat, or quota-restricted goods cost more. Always use a licensed customs broker — never attempt to clear goods without professional help.

The Clean Truck Fund (CTF) is an environmental surcharge imposed at the Ports of Los Angeles and Long Beach to fund the replacement of older drayage trucks with cleaner alternatives. The charge is $10–$40 per TEU as of recent years, passed through from the drayage carrier to the consignee. Unlike most charges, CTF cannot be waived or negotiated — it is mandated by port authority. Budget for it when importing via San Pedro Bay ports.

Not all. Some surcharges — like BAF, GRI, PSS, and security surcharges — are set by carriers or regulators with minimal room for negotiation. Others — especially THC, DTHC, documentation fees, inland transportation, and warehousing — are more negotiable. Volume commitments, multi-lane contracts, and competitive forwarder quotes are your best levers.

Five practical strategies: (1) Book early — advance bookings often avoid PSS; (2) Commit volume — annual TEU commitments unlock better surcharge rates; (3) Compare three forwarder quotes for the same lane; (4) Request line-item billing to identify negotiable vs. non-negotiable charges; (5) Negotiate BAF caps or all-in rates in long-term contracts.

Individual shippers generally cannot negotiate BAF rates with carriers directly — they're published as standard tariff surcharges. However, large-volume forwarders and beneficial cargo owners (BCOs) with annual contracts can negotiate BAF caps, transparency clauses, or all-in rates that absorb BAF volatility. Your best approach is committing volume to a forwarder or carrier for contract protections.

Both have advantages. All-in rates simplify budgeting and protect against PSS volatility. Surcharge-separated quotes give you transparency to challenge individual charges. For large, regular shipments, negotiate all-in rates with quarterly BAF cap clauses. For irregular shipments, separated billing lets you dispute specific charges.

PSS is avoidable with planning: (1) Book 6–8 weeks ahead of peak periods; (2) Ship during slack periods (February–March post-CNY, April–June pre-summer); (3) Use freight forwarders with pre-committed carrier space; (4) Consider alternative ports without current PSS; (5) Use slower transit options when available.

Effective quote comparison requires the same shipment parameters (cargo details, route, dates) sent to at least 3 forwarders. Key evaluation criteria: total cost, BAF/EBS/PSS/LSS separately itemized, destination charges included, payment terms, carrier options, and service scope (door-to-door vs port-to-port). The lowest quote often omits destination charges — always verify what's included before deciding.

An all-in rate bundles base freight plus most surcharges (BAF, THC, DOC, sometimes PSS) into a single quoted number. Benefits: simplified budgeting, protection against PSS volatility, fewer invoice surprises. Best for: large, regular shipments where you want cost predictability. Separated billing is better for: one-off shipments where you want to audit each charge. Always negotiate BAF cap clauses in all-in contracts.

FCL (Full Container Load) means you book an entire container — you pay for the full container regardless of utilization. LCL (Less than Container Load) means your cargo shares a container with other shippers — you pay per cubic meter (CBM). FCL is cheaper per CBM but requires more cargo; LCL offers flexibility but at higher per-CBM rates with additional CFS fees.

Choose FCL when: shipping 30+ CBM regularly (break-even is ~25–35 CBM for 20ft); product is fragile or high-value; you need faster transit; or you want minimum handling. FCL is generally 30–50% cheaper per CBM than LCL, has less cargo handling risk, and faster transit (no consolidation delays).

Sea freight is significantly cheaper — $0.50–$1.50/kg vs $3.50–$8.00/kg for air. However, air is 10x faster (5–7 days vs 14–35 days). Choose air for urgent, high-value, or lightweight shipments where time justifies the premium. Choose sea for high-volume, cost-sensitive goods with flexible timelines.

Sea freight transit times from China to US: West Coast (LA/Long Beach, Seattle): 14–21 days. East Coast (Savannah, Charleston, Houston) via Panama: 28–35 days. East Coast via Suez: 35–42 days. These are ocean transit times only — add 3–7 days for port handling and customs clearance.

China-Europe rail freight (via the Trans-Siberian or Belt and Road routes) offers a middle ground: 18–22 days transit (vs 28–35 sea, 5–7 air) at 3–5x sea freight cost (vs 5–8x for air). Major hubs: Yiwu/Chongqing to Duisburg, Warsaw, Hamburg. Rail is ideal for time-sensitive cargo to Europe that can't justify air freight costs.

Express courier (DHL, FedEx, UPS) is best for: urgent shipments under 100 kg where air freight minimums make it more expensive; door-to-door delivery with customs clearance included; shipments to multiple small delivery points; documents and samples. Air freight (consolidated or charter) is better for: regular shipments over 100–300 kg; larger volumes; when you have a customs broker arranged; FCL-equivalent cargo where air is still faster but significantly cheaper than courier.

The break-even point is typically 25–35 CBM for a 20ft container. Choose FCL if: shipping 30+ CBM regularly; product is fragile or high-value; you need faster transit with no consolidation delays; you want less cargo handling. Choose LCL if: shipping under 20 CBM irregularly; you need flexibility; total cargo volume doesn't justify a full container. FCL is 30–50% cheaper per CBM with less risk of damage.

Airport Terminal Fees (APT-FEE / ATC) are charged at cargo airports for the use of terminal infrastructure, handling equipment, and processing facilities. These fees apply to all air cargo and are passed through by airlines to shippers. APT-FEE typically costs $0.05–$0.15 per kg of chargeable weight, adding $5–$15 to a 100 kg air shipment. These fees are usually included in the airline's quoted freight rate — ask for a breakdown if not itemized.

FBA fulfillment fees (2026) vary by size: Standard size 1–2 oz: $3.22/unit; 3–8 oz: $3.50/unit; 9–15 oz: $3.90/unit. Amazon implemented ~3.5% average increase in 2026. Storage fees: $0.78/cubic foot (Jan–Sep), $2.40/cubic foot (Oct–Dec peak). Long-term storage (365+ days): additional $6.90/cubic foot.

FBA shipping from China involves: (1) Arrange freight from Chinese supplier to Amazon warehouse; (2) Sea freight (FCL/LCL) or air freight to US port; (3) Customs clearance and duties; (4) Last-mile delivery to Amazon FBA warehouse. Key surcharges: BAF, PSS, THC, DTHC, ISF, and destination delivery charges. Total FBA cost from China is typically 2–3x the product cost.

Alibaba shipping costs to US vary by method: AliExpress Standard (small packages): $5–$15, 15–30 days; AliExpress Premium: $15–$30, 7–15 days; DHL/FedEx: $30–$100+, 3–7 days. For bulk wholesale via Alibaba: Sea freight LCL $80–$120/CBM; FCL $2,000–$3,500 per 20ft. De minimis ($800) may or may not apply depending on current policy.

Temu and Shein offer low prices partly due to the $800 de minimis exemption for China goods. However, recent policy changes mean: some orders now include prepaid import duties; overall prices have increased 20–40% in some categories; free shipping thresholds have risen. The platforms are adapting but remain competitive for many product categories.

FBA storage fees are charged monthly: Standard size: $0.78/cubic foot (January–September), $2.40/cubic foot (October–December peak). Long-term storage (365+ days): additional $6.90/cubic foot on top of regular fees. Peak season (October–December) storage costs 3x normal — plan your inventory to arrive before peak season to avoid peak storage charges. Aged inventory surcharges apply to units in fulfillment centers over 181 days.

Total FBA landed cost = Product cost + Export fees + Freight from China to US + Customs duties + Delivery to Amazon warehouse + FBA fulfillment fees + Monthly storage. For a typical consumer product: Product $10 + Sea freight ($0.50/CBM amortization) + Duty ($1.35) + FBA fulfillment ($3.50) = ~$15.35 per unit cost before Amazon referral fee (typically 8–15% of sale price). Always calculate this before committing to inventory.

Use the feedback form below to tell us which surcharge code you'd like us to add, along with as much context as possible: carrier name, route, freight mode (ocean/air/rail), and any documentation that shows the charge. We review all submissions and add valid codes to the database regularly.

We review and update the database monthly. Major updates coincide with carrier GRI announcement cycles (January, April, July, October), Amazon FBA fee change dates (January and August), and significant market events like oil price spikes or port congestion periods.

The database focuses on China export freight — the largest and most complex surcharge environment globally. The ocean freight surcharge codes (BAF, CAF, THC, GRI, PSS, etc.) apply broadly across Asia export routes. Air freight surcharge codes are largely applicable globally, but rates and specific codes may vary by carrier and country.

Most freight quotes include 8–15 surcharge codes. Common ones: BAF (fuel), CAF (currency), PSS (peak season), THC/DTHC (terminal handling), GRI (rate increase), EBS (emergency fuel), ISF/AMS (customs filing), DOC (documentation), DEM/DET (demurrage/detention). Use the Freight Surcharge Decoder to look up any code you don't recognize.

Lithium batteries are highly regulated. Air freight has strict limits: most lithium ion batteries are forbidden on passenger aircraft, require 30% charge or less, and need UN specification packaging. Sea freight is more permissive but requires proper classification, MSDS documentation, UN-approved packaging, and dangerous goods declaration. Battery surcharges add $50–$150 per container.

Reefer (refrigerated) containers cost 60–80% more than standard dry containers. Additional charges include: Reefer equipment charge $150–$400/container per diem; Power consumption $50–$150/container; Pre-cooling $30–$100; Monitoring/logging $25–$75. A 40ft reefer from China to US West Coast costs $5,000–$8,000 all-in vs $3,000–$5,000 for dry.

OOG cargo exceeds standard container dimensions and requires specialized handling. Surcharges include: Flat rack/rack charge $200–$600 per container; Open-top container $150–$500; OOG handling fee $100–$300; Crane/special equipment $200–$800 per operation; Securing/lashing $100–$400; Oversize permits $50–$500. OOG shipments always require custom quotes.

Key export documents from China: Commercial Invoice (with HS codes and values), Packing List, Bill of Lading (B/L), Export License (required for restricted goods), Product-specific certifications (CE marking, FDA registration, etc.), MSDS for hazardous materials, Certificate of Origin (for preferential duty rates), and phytosanitary certificates for agricultural products. Always confirm specific requirements with your freight forwarder before shipping.

ISF (Importer Security Filing) must be submitted to US Customs at least 72 hours before the vessel departs from China. The penalty for late ISF filing is $5,000 per violation. Missing the ISF deadline can also trigger CBP holds on your cargo and examination delays. Your freight forwarder typically handles ISF filing — always confirm they will do so and provide a copy of the filed ISF for your records.

VGM (Verified Gross Mass) is the verified weight of a packed container required by IMO SOLAS regulations before loading. If VGM is not submitted, the container will not be loaded onto the vessel — causing delays and demurrage charges. VGM can be obtained by weighing the packed container at a calibrated scale or self-declared by the shipper with a signed declaration. The VGM fee covers weighing or administration and typically costs $15–$40 per container.

A US customs bond is a financial guarantee required by CBP for most commercial import shipments. It covers duties, taxes, and potential penalties. A single-entry bond covers one shipment (~$50–$150). A continuous bond covers all imports for a year ($200–$1,000). For ISF filings, an ISF bond is required ($85–$150 per filing). Importers with regular imports should get a continuous bond — it's much cheaper per shipment.

Drayage is the charge for moving a container by truck from the port or rail terminal to your warehouse. A local dray (port area) typically costs $200–$500 per move. Extended distance drayage can run $500–$1,200. Drayage is separate from terminal handling — always ask for drayage quotes that include all destination fees. Drayage plus demurrage, chassis, and Clean Truck Fund can add $800–$2,000 per container to your inland cost.

Pre-pull fees apply when a truck pulls a container from the terminal before the scheduled delivery appointment and holds it at the carrier's yard. Appointment fees are charged for scheduling a pickup slot at the terminal. Combined, these can add $75–$250 to your trucking cost. To avoid these fees: coordinate appointments in advance, ensure documentation is ready before pickup, and work with carriers who have strong terminal relationships.

Required test reports vary by destination country and product. Common requirements: US — FCC (electronics), CPSIA (toys), FDA (food contact), EPA (chemicals); EU — CE marking with EN standard test reports; UK — UKCA; Australia — ACCS. A basic physical/label inspection costs $100–$300; full chemical/compliance testing costs $300–$1,500. Always confirm requirements before production — retroactive testing is far more expensive.

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