Landed cost & duty calculator

Because six digits are harmonised internationally and CBP has treated them as insufficient for entry, while a ten-digit HTSUS number named for a shipment about to be imported has been held to be customs business — a licensed activity under 19 U.S.C. 1641 and 19 CFR part 111. HQ 115248 puts it this way: verification of tariff numbers prior to entry is a customs business activity when the possibility exists that corrected classification information will end up on the entry. Ten digits appear on this page in exactly one place: echoed back from an entry summary your own broker has already filed.

No, in either country, and in the United States it is not only a policy. Classification is a judgement that carries importer liability and it is your customs broker’s to give. This tool computes published rates for a code you supply; it does not propose one from a product description, it has no autocomplete and it will not suggest a nearby subheading when it holds nothing for the one you typed. A near-miss suggestion is a classification with a search box around it.

No, and we cannot become one. Supercargo is operated by JG Core Ltd, an English company, and 19 CFR 111.11(a)(1) requires an individual customs broker licensee to be a United States citizen. That is not a gap we are working on closing; it is a permanent constraint the product is designed around. It is also why the design rule — never assert, reconcile — is a survival strategy here rather than a preference.

No. Reasonable care under 19 U.S.C. 1484 is yours as importer of record and nothing on this page transfers it. CBP has addressed the point directly: mere reliance by Hampton’s customers on Hampton’s classification advice does not establish reasonable care (HQ H290535). Anyone who tells you their software is a reasonable-care defence is selling you something CBP has already refused to accept.

No, and the figure is labelled a floor rather than a bill. Section 232, Section 301, IEEPA headings and anti-dumping orders are all charged through Chapter 99, and none of it is machine-readable from the official USITC export. That export has a column named Additional Duties which we found empty on 955 of 955 consumer-goods rows and 125 of 125 primary-steel rows on 21 September 2026, while the same file still printed live rates of 10 to 41 per cent under 73 Chapter 99 headings abolished by EO 14389 in February 2026. It is wrong in both directions at once.

Stainless steel kitchenware from China reads 2 per cent in the official machine-readable file. The figure actually charged is 27 per cent — 2 per cent most-favoured-nation plus 25 per cent Section 232 derivative steel, assessed on the full customs value, because U.S. note 16(c)(vii) disapplies the fifteen-per-cent-by-weight metal test for chapters 72, 73, 74 and 76. We publish that as a fact about the data. We deliberately do not apply it to your shipment, because whether your goods are a steel derivative under note 16 is a determination we are not permitted to make.

No — by exactly zero dollars. United States customs value excludes international freight and insurance where they are separately identified on the commercial invoice (19 CFR 152.102(f)), so the mode of transport does not enter the duty base at all. The United Kingdom is the opposite case: UK customs value is CIF, freight is inside it, and a mode switch moves the duty bill materially. The same spreadsheet used on both sides of the Atlantic is wrong on one of them.

Yes, and that is the one thing the US side can go further on. HQ 114654 expressly permits an unlicensed person to perform a post-entry audit of an importer’s records for the purpose of providing feedback to the client on the accuracy of completed entry transactions. The entry has been filed and the duty has been paid, so reading it back to you changes nothing on a declaration. What stays out of scope is what to do about it: any procedure for revisiting an entry after the fact is customs business in its own right, so the page will not identify one, recommend one or prepare one.

Because the figure in Amazon is almost always the supplier invoice price, typed in once. Duty arrives weeks later on a different document from a different party, assessed against a shipment rather than a product, and it never finds its way back to the unit. Freight usually does not either.

You bring the code. In the US it will not even accept a seventh digit for a shipment you have not imported yet, and it will not suggest a subheading close to one it does not hold.

It cannot tell you what you actually paid — that is on your entry summary, and entries and predictions disagree more often than sellers expect. In the US, Chapter 99 is the usual reason and it can be an order of magnitude.

Your catalogue is not one code, and your costs change every sailing.

No units, no Amazon fees, no ad spend — so it cannot give you a margin, only a cost.

An entry summary has no product in it. CBP records a commodity code, a customs value and a duty amount; it does not record which of your products the line was. Getting from “this line cost $5,637 of duty” to “this mug costs $7.18 landed” means matching commercial invoice lines to entry lines to products, every shipment.

Everything above is computed from published tariff data. The rates are free — the USITC publishes the HTSUS, and the UK Trade Tariff API serves British rates and trade remedies without a key — so we are not giving away anything that was ever ours to withhold, and a calculator that hid them would just be a worse version of the ones Zonos and Avalara already publish. Tariff knowledge is not the thing we are selling, and a prospect could disprove that claim in one browser tab.