Cost structure / standard tiers
Choosing between coastal entry and inland port-of-entry affects which costs are incurred and when.
| Scenario | Entry Filed At | Additional Cost Components |
|---|---|---|
| Direct coastal entry | Port of discharge (e.g., LA/Long Beach) | Drayage from coastal port to final destination |
| In-bond to inland port, entry filed inland | Inland port (e.g., Chicago) | In-bond transfer filing ($75-$150), rail/IPI transport, possible extended transit |
| FTZ admission, entry filed on withdrawal | Inland or coastal FTZ | FTZ admission fee, deferred duty timing |
The total landed cost difference between direct coastal entry and in-bond inland entry depends heavily on the relative drayage vs. rail cost for the specific origin-destination pair.
Risk mitigation / operational guidance
Confirm which entity will file the customs entry and at which location before booking the in-bond movement — errors in designating the port of entry can cause delays at the inland ramp if CBP systems flag a mismatch between the manifested in-bond destination and the filed entry location. For time-sensitive cargo, weigh the additional transit days of an in-bond inland movement against the drayage savings; for cargo with looser delivery windows, inland entry can reduce total transportation cost. Track the in-bond movement's transit time limit (generally 60 days for an IT movement) to avoid the shipment being flagged as overdue at the inland port. If duty rates or trade remedy actions are a factor, confirm whether the applicable rate is determined by date of importation (vessel arrival) or date of entry, since in-bond movements can create a gap between these dates.