Tariffs, Containers & Transit Times: What Every Shipper Needs to Know About the China–SF Route
Introduction
If you’ve sent things from China to the US in the past few years, you already know that this path has never been easy. But since 2025, it has really been a test of logistics nerves. Within a few months, tariff rates jumped from 10% to 145% and then back down again. There were no more de minimis exemptions. Container spot rates went from being at their highest levels since the epidemic to their lowest levels in years, and then they went up again as shippers rushed to load cargo before new tariff deadlines. As a result, the supply chain now needs more active management, more careful planning, and more logistics knowledge than most importers have ever needed.
The China–San Francisco corridor, which includes exports that go via the Port of Oakland, which serves the Bay Area and Greater Northern California, is at the center of all of this. The fourth biggest container port in the US is at Oakland. It is one of the most important gateways for shippers in the Western U.S. because it offers faster transit and lower inland freight charges than going through Los Angeles or Long Beach and then heading north.
This guide cuts through the noise. If you are a sourcing manager, an e-commerce operator, or a supply chain director, you may find the most recent information on current tariff stacking, realistic container rates, transit time standards, and useful ways to safeguard your margins. We also promote Topway Shipping, a full-service logistics company situated in Shenzhen that knows this specific corridor very well.
The Tariff Landscape in 2025–2026: What Actually Happened
The easiest way to understand the tariff drama of 2025 is as a succession of increases, pauses, and partial reversals that made importers more unsure than they had ever been in the contemporary trade era. The Trump administration put a 10% tax on all Chinese imports on February 4, 2025, under the International Emergency Economic Powers Act (IEEPA). On March 4, a second 10% tranche was added, bringing the new IEEPA baseline to 20%. This was on top of the Section 301 tariffs that were already in place, which ranged from 7.5% to 25% depending on the type of goods.
The speed picked up a lot in April 2025. On April 2, which the White House called “Liberation Day,” another 14% was imposed, bringing the total rate for many commodities to 34%. By April 9, another 50 percentage points were added, bringing the headline rates up to 84%. On April 11, a fresh 125% rise was added to the current 20% base, making the new total tariff ceiling on most Chinese goods 145%. For a lot of types of products, this made it impossible to import from China overnight.
The market reacted quickly. JP Morgan said that Chinese imports to the U.S. could drop by 75% to 80%. The National Retail Federation said that imports would drop by at least 20% year over year in the second half of 2025. Major stores said they barely have six to eight weeks’ worth of stock on hand. The shipping industry started canceling sailings and moving capacity away from the transpacific trade corridor. Container rates, which had already dropped a lot from their highs in 2021 and 2022, fell even more as the number of goods dropped.
After that, things changed. On May 12, 2025, the U.S. and China agreed to a temporary truce. Tariffs dropped dramatically from a high of 145% to a 30% effective rate for most imports. Some retaliatory tariffs were also put on hold for 90 days. Both sides agreed to prolong the break for another 90 days after negotiations in Sweden in July. As of early 2026, the average tariff rate on Chinese imports, weighted by trade, is about 29.7–30%. This is still the highest effective rate ever imposed on a single country in contemporary U.S. trade history.
The layering effect is what makes today’s tariff situation so complicated. Importers don’t have to pay only one tariff charge. They have to pay several levies at the same time: a base Section 301 tariff, the IEEPA taxes that are still in place, and any Section 232 tariffs that apply to steel, aluminum, or commodities made from them. New tariffs were added in mid-to-late 2025 for several types of goods, such as household appliances, steel derivatives, and goods that use a lot of copper. This made it even harder to figure out the landing cost.
Approximate Current Effective Tariff Rates by Product Category (Early 2026)
| Product Category | Section 301 | IEEPA Add-On | Other Duties | Approx. Total Rate |
| Consumer Electronics (general) | 25% | 10% | — | ~35% |
| Smartphones / Monitors (exempted) | 0% | 0% | — | ~0% |
| Apparel & Textiles | 7.5–12% | 10% | — | ~18–22% |
| Steel Products | 25% | 10% | 25% (Sec. 232) | ~60%+ |
| Aluminum Products | 25% | 10% | 25% (Sec. 232) | ~60%+ |
| Furniture / Home Goods | 25% | 10% | 0–25%* | ~35–60% |
| Machinery & Industrial | 25% | 10% | — | ~35% |
| Toys & Sporting Goods | 7.5% | 10% | — | ~18% |
| Washing Machines / Dryers | 25% | 10% | 50% on steel content | ~35%+ surcharge |
*Starting in October 2025, there will be an extra 25% tax on kitchen cabinets and upholstered wooden furniture. The $800 de minimis exemption for packages from China was eliminated effective May 2, 2025, and remains permanently in effect.
2. Container Types and Sizes: What Every Shipper Should Know
Picking the correct container isn’t just a matter of logistics; it has a direct impact on the cost of your freight, the time it takes to get there, and the safety of your cargo. The 20-foot general purpose container (20GP), the 40-foot standard container (40GP), and the 40-foot high cube (40HQ) are the three most prevalent types of containers that shippers use on the China–San Francisco route. High cube containers have an extra foot of height inside compared to conventional 40GP units. This makes them the best solution for lightweight but substantial cargo that would otherwise take up a lot of vertical space.
When you book a Full Container Load (FCL), you get to use the whole container. There is less chance of damage because your items are not handled again between the origin port and the destination port. Also, the cost of shipping each unit goes down a lot as the volume goes up. When you compare all of the destination handling fees, FCL becomes more cost-effective than LCL for most shippers who are carrying more than about 12–15 CBM. Less than Container Load (LCL) shipping combines your cargo with commodities from other shippers. You pay for the cubic meters you use, but it takes longer and costs more to consolidate and deconsolidate at both ends. LCL is appropriate for shipments that are between 1 and 10 CBM.
Container Specifications Reference
| Container Type | Internal Length | Internal Width | Internal Height | Max Payload (approx.) | Best Use Case |
| 20GP (Standard) | 5.9 m | 2.35 m | 2.39 m | ~21,700 kg | Dense / heavy cargo |
| 40GP (Standard) | 12.03 m | 2.35 m | 2.39 m | ~26,480 kg | General cargo |
| 40HQ (High Cube) | 12.03 m | 2.35 m | 2.69 m | ~26,460 kg | Bulky / light cargo; e-commerce |
| LCL (Shared space) | Varies | Varies | Varies | Per CBM basis | Small/irregular volumes |
Transit Times: China to San Francisco (Oakland) — Realistic Expectations
The Port of Oakland is the main deep-water entrance point for freight going to Northern California and the San Francisco Bay Area. Oakland is located directly across the bay from San Francisco and has direct access to Interstate 880, I-580, and the Union Pacific rail network. This makes it easy to move goods around Northern California and beyond. Major carrier alliances provide vessel calling schedules and weekly sailings from all major Chinese ports.
The actual time it takes to ship from major Chinese ports to Oakland depends on the port you are shipping from, the carrier service loop you are booked on, and the state of the market. During the tariff panic in the middle of 2025, certain West Coast ports were so busy that people had to wait 5 to 10 days longer than usual. In typical market conditions, the transpacific ocean leg in this channel takes between 14 to 21 days for the ship to get from the origin port to the destination port.
It is just as vital to think about the whole door-to-door timetable, which includes inland collection in China, customs clearance for export, the ocean journey, processing upon arrival in Oakland, customs clearance for import, and final delivery inland. For most normal business shipments on the China–Oakland route, the door-to-door timetable is about 22 to 32 days. During busy times (usually from August to October) or when there is political unrest, it is smart to add another 7–14 days of buffer.
Ocean Transit Times: Major China Ports to Oakland, CA
| Origin Port | Service Type | Ocean Leg (Days) | Door-to-Door Estimate | Notes |
| Shenzhen (Yantian/Shekou) | Direct | 14–17 days | 22–28 days | Most common S. China origin |
| Guangzhou (Nansha) | Direct | 15–18 days | 23–29 days | Pearl River Delta hub |
| Shanghai (Yangshan) | Direct | 15–18 days | 23–29 days | Largest volume port |
| Ningbo | Direct | 15–17 days | 23–28 days | Strong for industrial goods |
| Qingdao | Direct / Via Shanghai | 17–21 days | 25–32 days | North China manufacturing |
| Tianjin | Via transshipment | 20–25 days | 28–35 days | Beijing-region suppliers |
LCL shipments usually take 3 to 7 more days than the times listed above since they have to be consolidated and then deconsolidated at both ends. Under normal conditions, air freight from major Chinese airports (Shanghai Pudong, Shenzhen Bao’an, Guangzhou Baiyun) to San Francisco International (SFO) takes 3 to 5 days from door to door. This is around 5 to 10 times more expensive per kilogram than ocean freight.
Container Freight Rates: Where the Market Stands in Early 2026
The market has mostly returned to normal since the crazy swings of 2021–2022, when rates for 40-foot containers on the transpacific momentarily went over $20,000. However, it is still not steady. As of late 2025 and early 2026, the Asia–U.S. West Coast lanes have dropped to their lowest levels since mid-2023. This is because demand has dropped after the truce, there have been a lot of newbuild vessel deliveries, and consumer import volumes have been lower than projected after the tariff shock.
The Freightos Baltic Index (FBX01) says that Asia–U.S. In late February 2026, spot rates on the West Coast were around $2,100–$2,150 per FEU. This was an 8% weekly rise, but they were still close to cycle lows. Industry experts who keep an eye on carrier capacity say that more than 9 million TEU of new container ships will be deployed in 2026. This is around 25–30% greater capacity than the expected worldwide demand growth of 3–4%. This structural overcapacity is likely to keep rates low for much of 2026. However, demand surges caused by tariffs, like those seen many times in 2025, can quickly raise rates without much warning.
Indicative Ocean Freight Rates: China to Oakland / U.S. West Coast (March 2026)
| Service Type | Container Size | Spot Rate Range (USD) | Transit Notes |
| FCL Ocean Freight | 20GP | $1,800 – $2,800 | Near multi-year lows; volatile |
| FCL Ocean Freight | 40GP | $2,300 – $3,800 | West Coast advantage vs. East Coast |
| FCL Ocean Freight | 40HQ | $2,300 – $4,200 | Most common for e-commerce cargo |
| LCL Consolidated | Per CBM | $50 – $80 / CBM | Add dest. CFS charges; longer transit |
| Air Freight (Standard) | Per kg | $6.50 – $9.50 / kg | 3–5 days SFO; urgent shipments only |
These are base prices that don’t include origin charges, terminal handling (THC), ISF filing, customs brokerage, inland drayage, or peak season surcharges. A full door-to-door quote usually adds $400 to $900 in extra expenses per container. Always ask for a quote that includes everything to avoid surprises.
Key Cost Components Every Shipper Must Budget For
Many importers are surprised not by the base ocean freight rate, but by the extra fees that build up on both the origin and destination sides. If you know what these parts are, you can make a better budget and talk to your freight forwarder more efficiently.
For shipments coming from China, common fees are export customs declaration fees, VGM (verified gross mass) filing fees, seal fees, documentation fees, origin terminal handling charges (THC), and for LCL shipments, origin container freight station (CFS) fees. The U.S. destination side usually has charges like destination THC at Oakland, the Importer Security Filing (ISF) fee, customs entry filing by a qualified broker, the Harbor Maintenance Fee (HMF), and the Merchandise Processing Fee (MPF). It usually costs between $300 and $600 more to move goods inland from the Port of Oakland to a warehouse in the Bay Area, depending on how far away it is and when you can get an appointment.
It is important to talk about cargo insurance on its own. Ocean carriers limit their responsibility based on the weight of the cargo, not its commercial value. If a container full of goods worth $80,000 gets damaged, the carrier’s obligation might only cover a small part of that. Marine cargo insurance usually costs between 0.1% and 0.5% of the reported shipment value. It is highly recommended for any commercial shipment of significant value.
Typical Ancillary Costs: China–Oakland Route
| Cost Item | Typical Range | Notes |
| Origin THC (China port) | $150 – $300 / container | Varies by port and terminal |
| Export Customs Declaration | $50 – $150 | Per shipment |
| ISF Filing (U.S.) | $35 – $75 | Required 24 hrs before vessel departure |
| U.S. Customs Entry Fee (broker) | $100 – $250 | For goods over $2,500 CIF value |
| Harbor Maintenance Fee (HMF) | 0.125% of cargo value | U.S. government fee on all imports |
| Merchandise Processing Fee (MPF) | 0.3464% (min $29.66, max $614.35) | Assessed by U.S. CBP |
| Destination THC (Oakland) | $200 – $450 / container | Port terminal handling charge |
| Inland Drayage (Oakland → Bay Area) | $300 – $600 | Distance and appointment dependent |
| Cargo Insurance | 0.1% – 0.5% of cargo value | Strongly recommended |
| Peak Season Surcharge (PSS) | $300 – $600 / container | Typically applied Jul–Oct |
Documentation: Getting It Right to Avoid Costly Delays
Most of the time, customs holds and clearance delays on the China–U.S. route are caused by incomplete or incorrect paperwork. path. U.S. Since the tariff increases of 2025, Customs and Border Protection (CBP) has been paying a lot more attention to Chinese imports. If there is any difference between the declared values, HS codes, or product descriptions, the exam can be held for 5 to 15 days, which costs thousands of dollars in examination and demurrage fees.
The commercial invoice (with the correct value, buyer/seller information, HS codes, and country of origin), the packing list (with the correct weights, dimensions, and number of packages), the bill of lading from the ocean carrier, and the Importer Security Filing (ISF) are all important documents for any ocean freight shipment from China to the U.S. The ISF must be sent at least 24 hours before the ship leaves the Chinese port. If you are shipping regulated goods, such as those regulated by the FDA, those that need certifications of conformity, or those on export control lists, you will need to provide extra paperwork that you need to prepare before you leave.
One typical and expensive mistake is to undervalue products on the commercial invoice in order to lower the claimed customs value and duty payments. It’s easy to see why people would want to do this when tariff rates are between 30% and 60% for numerous categories. However, CBP examines claimed values against market benchmarks and transaction data. If you undervalue something, you could face harsh penalties, such as having your products seized, huge fines, and even criminal charges. Not only is accurate, open documentation the best way to do things, but in the present enforcement environment, it is also necessary for risk management.
Strategies to Manage Tariff Impact and Freight Costs
Because tariffs are still high and unstable, shippers on the China–SF route are using a number of different techniques to safeguard their profits and keep their supply chains reliable. Not every method works for every sort of product or company strategy, but some rules apply to most of them.
Front-loading and inventory buffering are still the most common tactical solutions. When tariff talks lead to short periods of reduced rates or before expected duty hikes, experienced importers work hard to ship more goods. The problem is that this needs a lot of operating capital, enough space for storage, and good demand forecasts. Bay Area enterprises can swiftly carry out this plan because they are close to large third-party logistics (3PL) suppliers in the Oakland–Hayward area.
Another legal and lawful way to get what you want is to optimize tariff categorization. Many products can be classified under multiple HS codes depending on their precise specification, processing state, or intended use. Sometimes, a skilled customs broker or trade lawyer can find other categories that have cheaper duty rates. This should never involve misclassification, but if you do a good job of analyzing the goods, you can save a lot of money by reclassifying it correctly. Some importers have also been able to get first-sale valuation, which means that the customs value is based on the factory price instead of the FOB price. This lowers the dutiable value without modifying the product itself.
Locking up contract rates with carriers or forwarders while spot rates are low is a well-known tactic in the freight business. As of early 2026, spot rates are close to multi-year lows and there is a lot of extra capacity coming into the market. This is a fantastic chance for firms that can estimate their volumes. If you ship five or more containers a month, you should look into rate agreements that last six to twelve months. Sending numerous smaller shipments as FCL loads instead of LCL shipments can often lower the total cost of shipping per unit once all destination fees are taken into account.
Cost Management Strategies at a Glance
| Strategy | Primary Benefit | Key Risk | Best For |
| Front-loading before tariff changes | Locks in lower duty costs | Requires capital; demand forecasting risk | Products with stable, predictable demand |
| Contract rate locking (6–12 months) | Cost certainty and space security | Misses if spot falls further | Regular shippers (5+ containers/month) |
| LCL to FCL consolidation | Lower per-unit freight cost | Requires coordination; minimum volumes | Mid-volume e-commerce sellers |
| HS code classification review | Potential duty rate reduction | Requires expert analysis; strict compliance | All importers; high-tariff categories |
| First-sale valuation | Reduces dutiable value | Requires clean documentation trail | Multi-tier supply chains |
| Route / origin diversification | Avoid certain duties | Must genuinely meet rules of origin | Products with real foreign value-add |
Partner Spotlight: How Topway Shipping Navigates the China–SF Corridor
Picking the appropriate logistics partner can be the difference between a smooth, predictable supply chain and a series of costly surprises for businesses that carry goods between China and the San Francisco Bay Area. Topway Shipping, which has been in business since 2010 and is based in Shenzhen, has structured its whole business around the difficulties of shipping between China and the U.S. logistics across borders.
The founding team of Topway has more than 15 years of real-world experience in international logistics and customs clearance, especially when it comes to the China–U.S. lane. This is more important than it may seem at first: the China–SF corridor entails going through export customs at Chinese ports and U.S. CBP’s rules for imports, how ports in the Bay Area work, and all the different tariff categories for dozens of product types. Generalist freight forwarders who don’t have this specialization often don’t understand how much paperwork is needed, miss ISF deadlines, or don’t notice tariff vulnerability until after the items have already been transported.
The company’s service approach includes all parts of the logistical chain. On the Chinese side, Topway takes care of the first leg of inland transportation from the factory or warehouse to the port, export customs clearance (including checking the HS code and reviewing the commercial invoice), and booking containers for both FCL and LCL services from major southern Chinese ports, such as Shenzhen’s Yantian and Shekou terminals, Guangzhou Nansha, and Shanghai Yangshan. On the U.S. side, they can do things like store goods overseas, clear customs for imports, and deliver goods to Bay Area locations and other distribution hubs in Northern California.
Topway has numerous types of containers that can be used for different types of shipment. FCL services give importers with regular, high-volume flows specialized container space with set schedules and competitive per-unit charges. Businesses who have to deal with more unpredictable import volumes or are adding new product lines can use their LCL consolidation service to get competitive ocean freight without having to pay for a full container up front. During busy shipment times, when independent shippers sometimes have trouble, Topway’s volume agreements with major carriers mean that they can get better rates and more space.
Topway’s customs clearance knowledge may be the most useful part of their service in the present tariff climate. Tariff stacking is now a reality for most product categories. Having a partner who actively looks for possible classification problems, prepares accurate entry paperwork, and works well with licensed customs brokers in Oakland greatly lowers the risk of costly delays, penalty notices, and cargo holds. Importers who cooperate with Topway on the China–SF route always say that clear communication, proactive problem-solving, and open pricing are what set them apart.
The Port of Oakland and the Bay Area Logistics Ecosystem
The Port of Oakland is the fourth-largest container port in the US and an important stop in the China–SF corridor. Oakland handles a lot of containers and is the main entry point for firms from Northern California, the Central Valley, Nevada, and areas of the Pacific Northwest on the West Coast. E-commerce importers that need to swiftly place merchandise close to their end clients will find this locati0n in the Bay Area to be quite useful. It is close to significant population centers, technology companies, and a vast consumer base.
Compared to the ports in Southern California, Oakland usually has lower dwell times, which is a benefit for business. Los Angeles and Long Beach have had a lot of traffic problems during busy times, but Oakland’s infrastructure investment and terminal efficiency have generally made it easier to pick up and drop off containers quickly. The three biggest carrier alliances—Ocean Alliance, THE Alliance, and independent carrier rotations—all offer transpacific services that stop in Oakland. This gives shippers a lot of alternatives with weekly sailings from all major Chinese ports.
The port is part of a larger logistics ecosystem in Northern California that includes a lot of third-party logistics providers, container freight stations, bonded warehouses, and customs examination facilities along the Oakland–Hayward–Fremont region. This infrastructure’s closeness to the Bay Area means that goods can realistically move from vessel discharge to an inland warehouse within 3–5 business days under normal conditions. This is a significant speed advantage over routing through Los Angeles and trucking north over several hundred miles.
Planning Your Shipping Calendar: Seasonal Considerations
Smartly timing your shipments around seasonal patterns will save you a lot of money on the China–SF route. The transpacific peak season has always been from July to October, when stores scramble to get their inventory ready for the holiday shopping season. During this time, space on carriers gets scarce, spot fees go up, and most sailings levy peak season surcharges of $300 to $600 per container. For 2025, the peak season came much earlier than normal. This was because shippers were scrambling to get rid of their inventory before tariff rises took effect, which caused months of demand to be compressed into just a few weeks.
The other important planning date is Chinese New Year. Factory shutdowns usually start 2–3 weeks before the lunar new year date, which is February 17 in 2026. There will be fewer sailings and less activity at ports for the first full week after the holiday. Shippers who don’t take this window into consideration often have to wait 3 to 5 weeks longer for production and shipment schedules. After Chinese New Year, the market frequently sees a lot of new bookings and temporary rate hikes as it catches up with demand that was put off.
On the other hand, the slow times of year, which are mostly from February to April (save for the CNY window) and from November to early December, usually have the lowest rates and the most available carrier space. Importers who have enough extra inventory to time their shipments during these windows can save between $600 and $1,500 per container compared to peak season. This slack season pricing advantage may be much bigger than in past years because of the current structural overcapacity that will hit the market in 2026.
Annual Shipping Calendar: China–SF Route Planning Guide
| Period | Market Condition | Rate Trend | Planning Recommendation |
| Jan (pre-CNY build) | Moderate–high demand | Rising; PSS may apply | Book space 3–4 weeks ahead |
| Feb: CNY Holiday | Factory shutdown | Minimal sailings | Pre-position inventory; no new production |
| Mar–Apr (slack season) | Low demand | Near annual lows | Ideal for contract rate locking |
| May–Jun | Building demand | Moderate; stable | Begin peak-season capacity planning |
| Jul–Sep (Peak Season) | High demand | Elevated; PSS $300–600 | Book 4–6 weeks in advance |
| Oct–Nov | Tapering post-peak | Declining from peak | Monitor spot; negotiate 2026 contracts |
| Dec (holiday lull) | Low demand | Near annual lows | Best time to lock annual contract rates |
Conclusion
The sea route from China to San Francisco is still one of the most important and difficult to run trade routes in the world. The combination of extraordinary tariff volatility, structural overcapacity in the container market, and the permanent removal of de minimis exemptions has fundamentally transformed the math for importers on this route in 2025 and 2026. It’s no longer okay to treat freight as just another line item in a transaction. Planning tariffs, making sure documents are correct, building relationships with carriers, and timing shipments have all become real competitive factors.
The good news is that the market is becoming more reasonable. Spot prices on the China–West Coast lane are at their lowest levels in years. This is a great chance for enterprises that ship a lot and can plan ahead to lock in good rates. Tariff rates are still higher than they have been in the past, but they have dropped from a peak of 145% to a more manageable range of about 30% for most items. Experienced importers that have created strong supply chains, good connections with forwarders, and good documentation standards are doing well in this environment and even finding ways to go ahead of the competition.
The Port of Oakland’s infrastructure, shorter dwell times, and closeness to the Northern California distribution network give businesses exporting to the San Francisco Bay Area a real logistical edge that they should take full advantage of. Working with a specialized, experienced partner like Topway Shipping, which has a lot of experience with Chinese export logistics, U.S. customs clearance, and a full-service model that includes everything from first-leg pickup to last-mile delivery, makes things easier and less risky, which is what today’s business environment needs. The China–SF corridor rewards planning, knowledge, and solid partnerships, whether you’re growing an e-commerce business, running a global sourcing program, or just attempting to keep your landing expenses in check.
FAQs
Q: What is the current tariff rate on Chinese goods imported into the U.S.?
A: As of early 2026, the average trade-weighted tax on most Chinese commodities is about 29–30%. This includes stacked Section 301 tariffs (7.5–25% by product category) and IEEPA levies that were kept from 2025. Steel and aluminum derivatives have far higher effective rates. The April 2025 carve-out still doesn’t apply to smartphones and some other electronics.
Q: How long does shipping from China to San Francisco (Oakland) typically take door-to-door?
A: If you’re shipping by sea, it will take 22 to 28 days to get to your door from South China ports (Shenzhen, Guangzhou) and 23 to 29 days from Shanghai or Ningbo. These estimations are based on the idea that customs clearance and transport to the interior will go well. Add 7 to 14 days of buffer time during busy times or peak season. Air freight takes 3 to 5 days.
Q: What is the difference between FCL and LCL shipping, and which is right for my shipment?
A: FCL (Full Container Load) lets you use a container all by yourself. It’s better for shipments over 12–15 CBM because it costs less per unit and is less likely to get damaged. LCL (Less than Container Load) combines your cargo with others and charges you per cubic meter. It works for shipments of 1 to 10 CBM. FCL is usually cheaper than CFS once the handling fees for the destination are added in, starting at about 10 CBM.
Q: Is the de minimis exemption still available for packages from China?
A: No. The $800 de minimis exemption for imports from China and Hong Kong was permanently ended on May 2, 2025. No matter how much they cost, all deliveries from China are now subject to duties. This has a big effect on tiny e-commerce enterprises who sell little products.
Q: What services does Topway Shipping offer for the China–U.S. route?
A: Topway Shipping, which was created in 2010 and has its main office in Shenzhen, offers full logistical services. These include first-leg inland collection in China, export customs clearance, FCL and LCL ocean freight, overseas warehousing, U.S. import customs clearance, and last-mile delivery. Their team has been working in China–U.S. for more than 15 years. moving things along the whole logistics chain.
Q: How can I reduce the impact of tariffs on my total landed costs?
A: Some legal strategies are to work with a licensed customs broker to review HS code classifications, look into first-sale valuation if your supply chain can handle it, time shipments to coincide with tariff pause windows, combine LCL volumes into FCL loads, and lock in ocean freight contract rates while rates are low. Before making adjustments to your supply chain to save on tariffs, go to a competent trade attorney.
