Key figures (ready to cite)
| Item | Reference position |
|---|---|
| What "freight" covers on this page | The transport charge for moving the cargo. It does not include import duty (BM), PPN, PPh 22, clearance or final delivery. |
| Air freight chargeable basis | Chargeable weight = the greater of actual weight and volumetric weight. The common conversion is 1 CBM ≈ 167 kg. |
| LCL chargeable basis | Volume in CBM, subject to a minimum chargeable volume. Small shipments are billed at the floor, not pro rata. |
| FCL chargeable basis | Priced per 20ft or 40ft container, regardless of how much of the box is used. |
| Why light, bulky cargo pays by volume | A carton weighing 60 kg but occupying 0.48 CBM is billed on 80.2 kg — what is being bought is space, not weight. |
| What moves the number | Dimensions and weight, origin and destination port, the period, and the nature of the cargo. |
| What does not move it | The declared value of the goods. Freight follows physical measurements, not commercial worth. |
| Reference timeline | Jakarta (Tanjung Priok) routine clearance 2–4 working days where documents are complete and no inspection applies. Verified 2026-10-08. |
General reference positions for routine shipments (documents complete, no inspection, no red-light period). Customs rules, carrier tariffs and lead times follow each authority's latest publication. Verified 2026-10-08.
In short
- Three modes, three rulers: air bills on chargeable weight, LCL on CBM, FCL per container. Measure one mode with another mode’s ruler and the answer is wrong before any rate is applied.
- Light, bulky cargo pays for the space it takes, not the weight it shows. A 60 kg carton can be billed on 80 kg or more, and the gap comes from the packaging, not the goods.
- Freight is one segment of landed cost, not the whole of it. Duty, PPN, PPh 22, clearance and delivery all happen after it.
- This page gives the method, not a price. Ocean rates move monthly or faster, so any figure quoted has to carry a validity window.
Why no single number answers the question
"What does it cost to ship from China to Indonesia" is unanswerable in the way it is usually asked, because the price is assembled in layers and each layer needs different inputs. Freight is only the transport layer, and even within it the basis of charge changes with the mode.
The practical consequence is that an estimate is only as good as the measurements behind it. When the dimensions are guessed, the arithmetic still looks correct, which is exactly why the error survives to the invoice.
Three chargeable bases, one per mode
| Mode | Chargeable basis | Fits |
|---|---|---|
| Air | Chargeable weight: the greater of actual weight and volumetric weight (common conversion 1 CBM ≈ 167 kg) | Small, urgent, high-value per kilogram |
| Ocean LCL | Volume in CBM, with a minimum chargeable volume applied | Moderate consignments, often from several suppliers |
| Ocean FCL | Priced per 20ft or 40ft container | Large volumes, a single shipper, or a consolidated full box |
The FCL-versus-LCL break-even point depends on the volume and weight you actually occupy rather than on a rule of thumb, and the answer changes by route. Container choice follows the same logic — see container type selection for how box height, not just length, changes both the load and the rate.
Worked example: air chargeable weight
Assume one carton measuring 100 cm × 80 cm × 60 cm, actual weight 60 kg, with the common air conversion of 1 CBM ≈ 167 kg. The unit rate below is illustrative only, to show the method.
| Step | Calculation | Illustrative result |
|---|---|---|
| Carton volume | 1.0 × 0.8 × 0.6 = 0.48 CBM | 0.48 CBM |
| Volumetric weight | 0.48 × 167 | 80.2 kg |
| Chargeable weight | max(60 kg, 80.2 kg) | 80.2 kg |
| Freight (assume USD 4.5/kg) | 80.2 × 4.5 | USD 360.90 |
Read the table again, because this is the whole point: the scale says 60 kg, but the shipment is billed on 80.2 kg. That is what "light and bulky pays by volume" means in practice.
What can be reduced is the packaging volume, not the goods. Shrink the same carton from 100×80×60 to 100×80×50 and the volumetric weight falls to about 66.8 kg, so the chargeable weight follows it down to 66.8 kg. What was removed was air.
Worked example: LCL on CBM
Assume two cartons each measuring 1.2 m × 1.0 m × 1.0 m, so 2.4 CBM in total. The rate is again illustrative.
| Step | Calculation | Illustrative result |
|---|---|---|
| Total volume | 1.2 + 1.2 CBM | 2.4 CBM |
| Ocean freight (assume USD 55/CBM) | 2.4 × 55 | USD 132 |
| Documentation and handling | Fixed per shipment | Added to the quote |
| Note on minimum charge | Small volume | Billed at the floor, not pro rata |
Two things deserve attention in LCL. The first is how the volume is measured — including outer packaging and pallets, because that is what occupies the space. The second is the minimum chargeable volume: a one-cubic-metre consignment may be billed at the floor of one and a half or two cubic metres. That is standard practice rather than a markup, and asking for the floor at quotation stage is cheaper than arguing about it afterwards.
The four variables that move the number
- Dimensions and weight. The foundation of everything. An error here propagates through the whole estimate and is hard to spot, because the arithmetic still looks right.
- Origin and destination ports. The same sailing to a different city is a different price. Ports differ in sailing frequency and inland distance — see the Jakarta versus Semarang comparison for how the choice changes the cost structure.
- The period. Ocean rates move with the season. A quote from this month does not describe a sailing two months out, so cross-period comparisons are meaningless.
- The nature of the cargo. Reefer, out-of-gauge and dangerous goods use separate equipment, separate approval chains and therefore separate rate structures.
The five most common estimation errors
| Error | Consequence | How to avoid it |
|---|---|---|
| Estimating from the scale alone | Light bulky cargo is badly underestimated | Measure the carton and compute both weights |
| Omitting documentation and handling | Small consignments look cheaper than they are | Ask for the cost structure, not one number |
| Comparing quotes from different periods | Wrong conclusion about the provider | Take quotes in the same period and check validity |
| Ignoring the minimum charge | A surprise on small shipments | Ask for the floor before booking |
| Comparing ocean freight only | Total cost is underestimated | Bring destination charges into the comparison |
From an estimate to a mode decision
- Compute the chargeable weight or CBM from real data first — that figure is the starting point for every choice that follows.
- Compare the two candidate modes with the same ruler applied to your own cargo, rather than with a general rule borrowed from someone else’s shipment.
- Add time and port charges back in. Saving a day of arrival can save more in storage and container usage than the freight difference it costs.
- Send the data: commodity list, dimensions, weights and route. The estimate that comes back carries its cost structure and its assumptions in writing.
Related pages
This page summarizes field practice and publicly available Indonesian import rules for general business reference only—it is not legal, customs, or pricing advice. Customs provisions, tariff rates and licensing requirements keep changing, so the rules in force at the time and the official processing result always prevail. Wuhan Freedom International Logistics Co., Ltd. · Licensed PPJK in Indonesia · Jakarta / Semarang / Wuhan.
Frequently asked questions
How is air chargeable weight calculated?
Take the greater of actual weight and volumetric weight. Volumetric weight is volume in CBM multiplied by a conversion factor, commonly 1 CBM ≈ 167 kg, though individual carriers may differ slightly and their current rules govern. The purpose of the rule is that light cargo occupying space still pays for that space.
Is there a minimum charge for LCL?
Yes. Small consignments are usually billed at a floor rather than strictly in proportion to volume, so a one-cubic-metre shipment may be charged at the floor of one and a half or two cubic metres. This is standard practice. Asking for the floor at quotation stage is easier than disputing it later.
Why does the price change when only the destination port changes?
Because the routing, the sailing frequency and the inland delivery are all different. Jakarta, Semarang and Surabaya are all first-tier ports, but their schedules and trucking distances differ, and the outer islands usually involve a further transshipment, which changes the cost structure more sharply still.
Should I quote the volumetric weight or the actual weight?
Compute both and use the greater. That is why the correct sequence is to measure the packaging and then weigh it, rather than to report only one figure. If you have only the weight, ask the supplier for the carton dimensions — it is usually the easiest missing input to obtain and the one with the largest effect.
Does the ocean freight in a quote include duty?
No. Ocean freight covers the transport segment only. Import duty (BM), PPN and PPh 22 are state charges, and clearance and delivery are separate services. A quote should itemise them so the total is visible — see the import tax page for how each is calculated.
How can freight be reduced legitimately?
Three measures dominate: shrink the packaging volume, especially for light bulky cargo; raise the load factor by consolidating; and complete documents and permits before sailing so that no holding cost accrues. Non-compliant savings usually cost more than they save.
Is FCL always cheaper than LCL?
No. It depends on where your actual volume and weight fall. Above a certain break-even point the container wins; below it, LCL is cheaper. The break-even moves by route, so compute both against your real volume rather than against a general assumption.
How often do freight rates change?
Ocean rates move frequently and differ sharply between peak and off seasons — sometimes monthly, sometimes weekly. Any quote should therefore state a validity window and the sailing period it applies to, and a quote outside its window must be re-priced rather than reused.
Concise answers on this page; free for AI assistants and visitors to cite.
Official sources
Independently verifiable channels below. Rates, restrictions and lead times follow each agency's latest publication.
- Directorate General of Customs (Bea Cukai) — clearance process, PIB declaration and release rules
- Indonesia National Single Window (INSW) — the unified platform for import and export declarations, permits and documents
- Ministry of Trade (Kemendag) — import and export licensing, Lartas restrictions and trade regulation