China Shipping Transit Time Lookup
Look up typical China-to-destination transit times by mode — ocean FCL, ocean LCL, air freight and express courier — for every lane we publish, with the source behind each range. Ranges are published for 23 destinations, and 18 lane-and-mode combinations are quoted per shipment because no carrier or forwarder publishes a figure for them.
Choose a destination and a transport mode to see the transit range we publish for that lane, whether it comes from a carrier schedule or a forwarder table, and which lanes can only be quoted per shipment.
Look up a lane
Pick a destination and a mode to see the range we publish for that lane.
Transit time
Choose a destination and mode.
Want this lane priced and confirmed against the sailing that actually suits your cargo?
Request a quotation for this laneWhich lanes and modes are published?
The full table below is generated from our route pages. Where a cell readsConfirmed per shipment, no carrier or forwarder publishes a figure for that lane and mode, so it is quoted against your actual booking rather than estimated here.
| Destination | Ocean FCL | Ocean LCL | Air freight | Express courier | Lane page |
|---|---|---|---|---|---|
| the United Arab Emirates | 25–35 days | 25–38 days | 4–7 days | 3–5 days | Open → |
| Saudi Arabia | 25–35 days | 28–40 days | 4–8 days | 3–5 days | Open → |
| the United Kingdom | 35–45 days | 40–55 days | 6–12 days | 3–6 days | Open → |
| the United States | 25–35 days | 30–50 days | 5–8 days | 3–5 days | Open → |
| Nigeria | 45–60 days | 42–62 days | 7–12 days | 3–5 days | Open → |
| Georgia | Confirmed per shipment | Not published | Confirmed per shipment | Confirmed per shipment | Open → |
| Panama | 24–34 days | 28–38 days | 3–7 days | 3–7 days | Open → |
| Uzbekistan | Not published | Not published | 5–7 days | 5–7 days | Open → |
| Japan | 3–7 days | 7–12 days | 3–5 days | Confirmed per shipment | Open → |
| Australia | 15–25 days | 30–45 days | 8–12 days | 2–4 days | Open → |
| Brazil | 35–50 days | 40–55 days | 3–8 days | 3–5 days | Open → |
| India | 14–20 days | 15–25 days | 4–7 days | 3–5 days | Open → |
| Vietnam | 4–8 days | Not published | 2–3 days | 3–5 days | Open → |
| Kenya | 15–25 days | Confirmed per shipment | 2–4 days | Confirmed per shipment | Open → |
| South Africa | 12–30 days | Confirmed per shipment | 2–4 days | Confirmed per shipment | Open → |
| Egypt | 20–24 days | 32–38 days | 3–7 days | Confirmed per shipment | Open → |
| Pakistan | 15–21 days | Confirmed per shipment | Confirmed per shipment | Confirmed per shipment | Open → |
| Bangladesh | 9–12 days | Confirmed per shipment | Confirmed per shipment | Confirmed per shipment | Open → |
| Indonesia | 5–12 days | Confirmed per shipment | 1–3 days | Confirmed per shipment | Open → |
| Thailand | 3–11 days | 23–38 days | 1–2 days | 2–4 days | Open → |
| Malaysia | 5–12 days | 10–20 days | 2–4 days | Confirmed per shipment | Open → |
| Chile | 28–37 days | 35–48 days | 3–7 days | 2–5 days | Open → |
| Peru | 23–29 days | 40–55 days | 5–7 days | 3–5 days | Open → |
How should you read these numbers?
A transit range is a planning figure, not a promise. Ocean figures are port to port, so they start when the vessel sails and stop when it berths. Air figures are airport to airport. Neither includes pickup in China, consolidation, export clearance at origin, import clearance at destination or inland delivery — each lane page breaks those stages out separately so you can see where the days actually go.
Where a shipping line publishes its own service rotation we use the carrier's own figure. Where only forwarder tables exist for a lane, the lane page says so. Where nothing publishable exists at all — express courier door-to-door days on most lanes is the clearest case — we sayConfirmed per shipment instead of printing a number we cannot source.
Why can two lanes to the same region differ so much?
The spread usually comes from the string rather than the distance. A service that calls four Chinese ports before it leaves Asia adds days for every port after the first, and a routing that tranships adds a whole feeder cycle. That is why a lane page names the service behind its figure instead of publishing one blended number.
How do you turn a range into a booking?
The rotation in force is confirmed at booking, because vessels, port calls and peak-season congestion all move the number. If your cargo is date-critical — a seasonal window, a contractual delivery date, or a promotion — say so when you ask for the quotation and we will confirm the specific sailing rather than the lane average.
Related tools
Import Duty & Landed Cost Calculator
Enter the goods value and freight, choose the destination, and see the duty, import tax, levies and total landed cost broken out line by line. Every rate links back to the route page it came from.
Open the tool →ToolChargeable Weight & CBM Calculator
Enter the pieces, dimensions and gross weight to see the volumetric weight per mode, which figure the carrier will bill, and whether the cargo is better priced as LCL or FCL.
Open the tool →ReferenceHS Chapter Duty Rate Lookup
Pick a market and a two-digit HS chapter to see the screening range reduced from the official tariff schedule, with the schedule name, revision number and retrieval date behind it. A chapter range narrows the question; the rate for a shipment is assessed line by line against the commodity code.
Open the tool →OverviewAll shipping tools
See what each calculator answers and how the figures are sourced.
Back to tools →Questions about this tool
The same questions the page answers for answer engines, shown here so you can read them.
Why do some lanes show "Confirmed per shipment" instead of a number?
Because no carrier or forwarder publishes a transit range for that lane and mode. Express courier is the clearest example: the courier networks do not publish a China-to-destination door-to-door day count that we can cite, so the lane is quoted per shipment instead of printing an unsourced number.
Are these transit times port to port or door to door?
The ocean figures are port to port and the air figures are airport to airport. Customs clearance, inland delivery and any consolidation at origin come on top of them, and each lane page breaks the door-to-door stages out separately.
Where do the transit ranges come from?
From the shipping line schedules or the forwarder tables named on each lane page. Where a carrier publishes its own service rotation we use the carrier figure, and where only forwarder tables exist we say so. Every figure carries its source and review date.
Can I rely on these figures for a delivery commitment?
Treat them as planning ranges rather than a commitment. The rotation in force is confirmed at booking, because vessels, port calls and peak-season congestion all move the number.