Getting your goods out of China
The freight itself is rarely the reason shipments go wrong. It is usually a missing document, an unclear Incoterm, or a destination charge nobody quoted. This page covers how the three shipping methods differ, what really drives cost, and the paperwork you must have before cargo moves.
The three ways to ship
| Sea — LCL | Sea — FCL | Air / express | |
|---|---|---|---|
| In plain words | You share a container with other shippers, paying for the space you use | A whole container, yours alone, however full it is | Flown, or couriered door to door |
| Priced on | Per CBM or per tonne, whichever is greater | Per container | Chargeable weight: actual vs volume weight, whichever is greater |
| Suits | Approx. 2–15 CBM | Approx. 18 CBM and above | Samples, urgent orders, high value-to-weight goods |
| Transit time | Slightly longer than FCL (consolidation and deconsolidation) | Northern Europe roughly 30–45 days; US West Coast roughly 15–25 days port to port | 3–10 days depending on service |
| Handling | More touches — more chance of damage or delay | Sealed at origin, opened at destination | Generally the gentlest and best tracked |
Transit times are port-to-port or terminal-to-terminal indications and exclude customs clearance and inland delivery. Always ask your forwarder for a door-to-door estimate with the routing named.
Which one is yours
Why a small shipment costs so much per unit
This surprises every first-time buyer. A 2 CBM shipment frequently costs more per unit than a 20 CBM one, because a large part of the bill does not change with size:
| Charge | Charged by | Scales with volume? |
|---|---|---|
| Ocean freight | Carrier | Yes |
| Terminal handling (origin & destination) | Terminal | Partly |
| Documentation fee / bill of lading fee | Forwarder or carrier | No — flat per shipment |
| Customs clearance fee | Customs broker | No — flat per entry |
| Delivery order fee | Destination agent | No — flat per shipment |
| Inland trucking to your door | Haulier | Partly, with a minimum charge |
Ask for an all-in quote. Specifically: “all charges to my door including destination handling, customs clearance and delivery, listed line by line”. A freight-only number is not comparable between forwarders — the difference usually lives in the destination column.
Incoterms, in plain English
Incoterms decide who pays for what and, critically, who carries the risk at which point. Get this wrong and you can own damaged cargo you never saw.
| Term | Who pays the international freight | Where risk transfers to you | What to watch |
|---|---|---|---|
| EXW Ex Works | You, everything | At the factory door | You control it fully, but you also handle export clearance in China — awkward if you have no local entity |
| FOB Free On Board | You pay sea freight; supplier pays to load on board | Once goods pass the ship’s rail at the port | The usual default for sea shipments. Name the port explicitly: “FOB Ningbo” |
| CIF Cost, Insurance, Freight | Supplier pays freight and insurance to your port | At the port of loading, despite who is paying | Sounds like door delivery. It is not — destination charges are still yours |
| DAP Delivered At Place | Supplier pays to your named address | On arrival, before unloading | You clear customs and pay duties |
| DDP Delivered Duty Paid | Supplier pays everything, including duties | At your address | Convenient, but verify they can legally handle import clearance in your country — and that duties are genuinely included |
Always state the term and the named place together — “FOB Shenzhen”, not just “FOB” — and add the Incoterms edition (normally Incoterms® 2020) to the pro-forma invoice.
Choosing a freight forwarder
This site deliberately names no companies. What matters is how they answer. Ask these and judge the answers:
- “Please quote all-in to my door, line by line, including destination charges.” Reluctance tells you everything.
- “Which shipping line, on which route, and is there a direct service?” Transshipment adds days.
- “How long is free time at destination, and what is demurrage or storage per day after?”
- “Who clears customs at my end, and is that included?”
- “Can you handle my product class?” Chemicals, batteries, liquids, powders and branded goods each have extra requirements.
- “How do I get the bill of lading, and telex release or original by courier?”
- “What happens if my supplier misses the cut-off?”
Two habits that prevent most problems: confirm the booking and cut-off dates in writing, and insist the forwarder is instructed by you — not only by the supplier — if you are paying the freight. Otherwise you own the cost but not the communication.
Documents every shipment needs
| Document | Who issues | Why it matters |
|---|---|---|
| Commercial invoice | Supplier | Declared value for customs; must match packing list and the actual goods |
| Packing list | Supplier | Carton count, dimensions, net and gross weight — also what the inspector counts |
| Bill of lading (B/L) | Carrier / forwarder | Title to the goods. Original B/L, sea waybill, or telex release — decide before sailing |
| Certificate of origin | Chamber of commerce / CCPIT | Needed for preferential duty under trade agreements (e.g. Form E, RCEP forms) |
| Insurance certificate | Insurer or forwarder | Cover is not automatic. Insure at roughly invoice value plus 10% |
| MSDS / SDS | Manufacturer | Mandatory for chemicals and anything with a hazard class |
| Test reports / certificates | Accredited lab | Required by your market for certain regulated products |
Under-declaring value to reduce duty is a genuine risk — penalties, seizure and problems on every future shipment. Declare honestly.
Samples and small parcels
- Express courier (DHL, FedEx, UPS and similar) handles most sample shipments door to door, typically 3–7 days, priced on chargeable weight.
- Samples still need a commercial invoice, even when unpaid — write a realistic value and “sample, no commercial value” only if that is genuinely the case.
- Samples of regulated products may still require documentation. A courier rejecting a parcel mid-route costs you more than declaring it properly up front.
- Ship samples before the bulk order, keep one sealed reference sample, and refer to it in writing if quality later becomes a dispute.
Special cases worth checking early
- Chemicals and hazardous goods — need SDS, correct UN number, hazard labelling and packaging, and often a specific booking acceptance. Book these weeks ahead, not days.
- Batteries and electronics with them — separate rules and often surcharges.
- Branded or licensed goods — customs authorities do seize counterfeit and unlicensed branded merchandise. Have written authorisation.
- Wood packaging — many countries require heat-treated pallets with the IPPC mark.
Duty and clearance rules belong to your own country’s customs authority — check there, and ask your broker to confirm the HS classification before shipping rather than after.
Frequently asked
LCL or FCL for me?
Below roughly 15 CBM, LCL. Above roughly 18–20 CBM, price a 20ft container and compare — it is often cheaper even half full. Always compare all-in door-to-door figures, not just freight.
Why is my forwarder’s quote higher than the factory’s number?
Usually because the factory quoted freight only and your forwarder quoted everything. Compare like with like — ask both for all-in to your door with destination charges listed.
Original bill of lading or telex release?
An original paper B/L must physically reach you before cargo can be released — courier time and risk of loss. Telex release is electronic, faster, and standard for most regular trade. Choose before shipment sails; changing afterwards costs fees and delay.
Who is responsible if goods arrive damaged?
It depends entirely on the Incoterm and whether you insured. Under FOB, risk passes to you at the loading port — so damage in transit is yours unless you insured it. This is exactly why insurance is booked separately and never assumed.
How much buffer should I allow?
Plan production to finish well before the booking cut-off, and never promise your customer an arrival date based on port-to-port transit alone. Add clearance, inland delivery and a realistic buffer — then add a little more around Chinese New Year and fair season.
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