LA/Long Beach vs. NY/NJ vs. Chicago: Choosing a US Port of Entry for China Imports
Shipping basics · Updated
For ocean freight from China to the United States, the port of entry is one of the first decisions in a shipment's routing plan -- and one of the least examined. Most small importers use whatever port their freight forwarder defaults to. That default is usually Los Angeles or Long Beach, which handle roughly 40% of all US container imports from Asia.
But the right port depends on where your goods are going, not just where the ship docks. Transit time, drayage cost, congestion, rail options, and exam frequency all differ significantly between ports. This guide compares the three main gateway options for China importers.
Key takeaways
- --LA/Long Beach handles 40% of US container imports from Asia -- the default for West Coast and Midwest distribution with 13 to 16 day transit from Shanghai.
- --NY/NJ is the right choice when your distribution centers or customers are in the Northeast, despite adding 10 to 16 days of ocean transit.
- --Chicago is an intermodal hub reached via LA/LB plus rail in 20 to 25 total days -- cost-competitive for Midwest distribution.
- --Port of entry does not affect your tariff rate. Duties are the same regardless of which US port your cargo enters.
- --Calculate total landed cost (ocean plus port fees plus drayage plus inland trucking to your DC) before choosing a port, not just the ocean freight rate.
LA/Long Beach (Port of Los Angeles + Port of Long Beach)
Combined, the San Pedro Bay complex is the largest container port in the Western Hemisphere. It handles roughly 40% of all US container imports. Trans-Pacific transit time from major Chinese ports (Shanghai, Ningbo, Yantian) is approximately 13 to 16 days.
Strengths: unmatched frequency of vessel calls means there are more sailings to choose from; strong competition among carriers keeps rates competitive; dense drayage and warehousing infrastructure in the Inland Empire (Ontario, Fontana, Riverside) provides immediate proximity to one of the largest warehouse markets in the US.
Weaknesses: congestion is a recurring problem. During peak season (July to October for holiday goods), wait times for vessel berthing and gate appointments increase significantly. Port drayage costs within the LA/LB complex are among the highest in the US due to chassis shortages and terminal fees.
Best for: importers delivering to California, the Southwest, or the entire US via intermodal rail to Chicago and beyond. Also the default for Amazon FBA shipments to West Coast fulfillment centers.
New York/New Jersey (Port of New York and New Jersey)
The Port of NY/NJ is the largest on the East Coast and the third-largest in the US overall. Trans-Pacific transit time from China via the Panama Canal is approximately 25 to 32 days.
Strengths: direct proximity to the Northeast consumer market and the densest population corridor in the US. Drayage to New Jersey and New York distribution centers is short and well-served. Strong customs infrastructure with experienced brokers familiar with fashion, food, and consumer goods.
Weaknesses: longer transit time from China than West Coast ports adds 10 to 16 days to the sailing. Port fees and labor costs are higher than Gulf Coast ports. Congestion around the terminal gates during peak periods can add day-level delays.
Best for: importers whose customers or distribution centers are in the Northeast -- New England, Mid-Atlantic, or New York metro. Also common for fashion and apparel, where East Coast proximity to buyers and showrooms matters.
Chicago (via intermodal rail from West Coast)
Chicago is not a seaport -- it is the largest inland intermodal hub in North America. Goods arrive at LA/Long Beach or other West Coast ports and move by double-stack rail to Chicago-area rail yards (BNSF Logistics Park Chicago, Union Pacific Global IV). Total door-to-door time from Chinese ports: approximately 20 to 25 days.
Strengths: Chicago sits at the geographic center of the US distribution network. Rail service to Chicago from the West Coast is frequent, cost-competitive with trucking on long hauls, and generally reliable. From Chicago, next-day or two-day trucking covers most of the Midwest, Great Lakes, and upper South.
Weaknesses: intermodal rail adds complexity. Cargo moves on the ship company's rail contract to the inland point, which limits carrier options and sometimes adds transit variability. Damage rates are slightly higher than pure truck moves due to handling at the rail transfer.
Best for: importers distributing to the Midwest, Great Lakes region, or anywhere within trucking distance of Chicago. Also a common intermediate point for goods redistributed to multiple regional distribution centers.
Other ports worth knowing
Savannah, Georgia: the fourth-largest US container port and the fastest-growing. Good option for Southeast distribution. Transit from China via Panama Canal: 25 to 30 days. Lower port fees than NY/NJ and growing intermodal connections.
Seattle/Tacoma: second on the West Coast after LA/LB. Shorter transit from Northern Chinese ports (Tianjin, Dalian) by 1 to 2 days. Useful for Pacific Northwest distribution and as an overflow option during LA/LB congestion.
Houston: primary Gulf Coast option, growing in general merchandise. Transit from China via Panama Canal: 25 to 30 days.
Transit time from Shanghai by port
- LA/Long Beach: 13 to 16 days ocean transit
- Seattle/Tacoma: 12 to 14 days ocean transit
- NY/NJ via Panama Canal: 25 to 32 days ocean transit
- Savannah via Panama Canal: 25 to 30 days ocean transit
- Chicago via LA/LB plus intermodal rail: 20 to 25 days total
These are vessel transit days. Add 3 to 7 days for port processing, customs clearance, and drayage to a warehouse for total door-to-door estimates.
How to choose the right port
- Start with your delivery destination. Where are your warehouses or fulfillment centers? The right port minimizes total door-to-door cost, not just ocean freight.
- Calculate total landed cost including ocean freight, port fees, drayage, and inland trucking to your DC. LA/LB may be cheaper on the ocean leg but more expensive on the inland leg for East Coast delivery.
- Check vessel schedule frequency. More frequent sailings mean more flexibility to recover from a missed vessel or a production delay.
- For time-sensitive shipments: use the fastest port for your destination -- typically West Coast for anything west of the Mississippi, NY/NJ for New England and the Mid-Atlantic.
- For large-volume regular importers: ask your freight forwarder to model two or three port options against your actual distribution network before committing to a routing.
FAQ
Why do most China imports come through LA/Long Beach?
LA/Long Beach is the closest West Coast port to Asian manufacturing hubs, has the shortest trans-Pacific transit time, and has the most vessel calls and carrier options. Its massive drayage and warehousing infrastructure in the Inland Empire means there is ready capacity for goods moving to distribution centers. For importers selling nationwide, LA/LB with intermodal rail to Chicago covers most of the US efficiently.
Is it cheaper to ship to the East Coast via the Panama Canal?
Sometimes, but not always. You gain proximity to East Coast customers but add 10 to 16 days of ocean transit compared to LA/LB, and ocean freight rates to East Coast ports are often comparable to or higher than West Coast rates. The calculation depends on the trade-off between ocean freight cost, transit time, and inland distribution cost from each port. Run the total landed cost comparison before deciding.
What is intermodal rail and when should I use it?
Intermodal rail moves ocean containers on double-stack rail cars from a West Coast port to an inland destination. From LA/Long Beach to Chicago takes approximately 4 to 6 days by rail after vessel unloading. It is cost-competitive with long-haul trucking for heavy shipments moving 1,000 miles or more. Use it when your destination is the Midwest or beyond and the total time (ocean plus rail plus drayage) is acceptable.
Does port of entry affect my tariff rate?
No. Import duties are based on the HTS code, the country of origin, and the applicable duty rate -- not the port of entry. The same product from China faces the same tariff at LA/LB, NY/NJ, or any other US port.
Can I change my port of entry after booking with my freight forwarder?
In most cases, yes -- up to a point. Port of discharge changes are usually possible up to the vessel's departure from the origin port, subject to the carrier's rules and any surcharges. After the vessel sails, changing the destination port incurs additional fees and delays. Confirm with your freight forwarder before the booking cutoff.
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