Report on the Collection Standards and Analysis of Over Length Surcharges for Ocean Shipping Cargo Worldwide

1. Overview of the Report

In international ocean shipping trade, over-length cargo (typically referring to single shipments exceeding 12 meters in length or surpassing the size limits of standard containers, such as engineering equipment, wind turbine blades, and bridge steel structures) requires additional “Over Length Surcharges (OLS)” levied by shipping companies and ports. This is due to the cargo occupying more shipping space, needing special loading/unloading equipment, and requiring customized stowage plans. As a key component of ocean shipping costs, the collection standards of OLS are influenced by multiple factors such as national port facilities, logistics industry policies, and trade demands, resulting in significant regional differences. This report focuses on 10 core trading countries—China, Japan, Singapore, the Netherlands, Germany, the United States, Brazil, Canada, Australia, and New Zealand. It systematically sorts out their OLS collection standards, in-depth analyzes the driving factors behind fee differences, and proposes cost optimization suggestions to provide references for enterprises’ cross-border ocean shipping decisions.

2. Sorting Out OLS Collection Standards of 10 Countries Worldwide

(1) Asian Region: Manufacturing-Oriented, Rates Focus on “Length Tiers + Equipment Adaptation”

As the global manufacturing hub, Asia mainly deals with industrial equipment and construction materials as over-length cargo. Port charging rules are mature, with 12 meters as the core threshold, and fees are charged in length tiers. Some ports also add weight surcharges.

1. China

• Applicable Ports: Shanghai Port, Shenzhen Yantian Port, Ningbo-Zhoushan Port, Qingdao Port (China’s four major foreign trade ports, accounting for over 60% of the country’s ocean shipping foreign trade volume)
• Collection Threshold: 12 meters (for general cargo), 10 meters (for dangerous goods)
• Charging Standards:
• 12m < Length ≤15m: 10%-15% of the basic freight, or a fixed rate of USD 800-1,200 per shipment (whichever is higher);
• 15m < Length ≤20m: 20%-30% of the basic freight, or a fixed rate of USD 1,500-2,500 per shipment;
• Length >20m: 40%-60% of the basic freight, plus special loading/unloading fees (USD 3,000-5,000 per trip, e.g., fees for 400-ton cranes);
• Weight Surcharge: For cargo over 20 tons, an additional 10% overweight surcharge is levied on the basis of the above rates.
• Special Provisions: Shanghai Port requires 3D cargo drawings and weight distribution charts to be submitted 7 days in advance for cargo over 20 meters. A 20% urgent processing fee will be added for late submissions; the OLS rate for over-length dangerous goods is increased by 30%.

2. Japan

• Applicable Ports: Tokyo Port, Osaka Port, Yokohama Port (Japan’s three major foreign trade ports, covering over 80% of Japan’s import and export ocean shipping business)
• Collection Threshold: Differentiated by cargo type—12 meters for general construction materials (steel, timber), 10 meters for industrial equipment (machine tools, generators)
• Charging Standards:
• General Construction Materials: 12m < Length ≤18m: fixed rate of USD 800-1,500 per shipment + USD 200 per meter for the part exceeding 12 meters; Length >18m: fixed rate of USD 1,500 per shipment + USD 250 per meter for the part exceeding 18 meters;
• Industrial Equipment: 10m < Length ≤15m: fixed rate of USD 1,500-1,800 per shipment; 15m < Length ≤20m: fixed rate of USD 1,800 per shipment + USD 300 per meter for the part exceeding 15 meters;
• Seasonal Adjustment: From December to February (winter), the overall rate is increased by 15% due to reduced loading/unloading efficiency caused by port snowfall.

3. Singapore

• Applicable Port: Singapore Port (the world’s largest transshipment port, with annual transshipment cargo volume exceeding 30 million TEUs)
• Collection Threshold: 12.2 meters (corresponding to the standard length of a 40-foot container; Singapore Port focuses on container transshipment, so the threshold is highly aligned with international container standards)
• Charging Standards: Charged based on “cargo space occupancy ratio”, no fixed rate:
• 12.2m < Length ≤15m: Occupies 1.2 standard cargo spaces; OLS = (1.2-1) × basic freight (i.e., 20% of the basic freight);
• 15m < Length ≤18m: Occupies 1.5 standard cargo spaces; OLS = 50% of the basic freight;
• Length >18m: Occupies 2 or more standard cargo spaces; the number of cargo spaces is calculated by rounding up “cargo length ÷ 12.2 meters”;
• Preferential Policy: A 10% rate discount is offered for transshipment cargo (over 70% of Singapore Port’s cargo is transshipment cargo; this policy aims to enhance transshipment competitiveness).

(2) European Region: Environmental Protection and Efficiency-Oriented, Rate Structure of “Fixed + Variable”

Due to tight cargo space and strict environmental regulations, European ports’ OLS includes “fixed base fee + variable excess fee + environmental surcharge”. The total cost is 20%-30% higher than that in Asia, and there are stricter controls on dangerous goods and special cargo.

1. The Netherlands (Port of Rotterdam)

• Applicable Port: Port of Rotterdam (Europe’s largest port, with annual throughput exceeding 450 million tons, mainly handling chemical and mechanical cargo transportation)
• Collection Threshold: 8 meters (the lowest threshold among European ports; the Port of Rotterdam undertakes a large volume of short-distance inland transshipment cargo in Europe, resulting in a high proportion of small-sized over-length cargo)
• Charging Standards:
• Fixed Base Fee: EUR 500 per shipment (covering the costs of port document review and stowage plan formulation);
• Variable Excess Fee: 8m < Length ≤12m: 15% of the basic freight; 12m < Length ≤16m: 30% of the basic freight; Length >16m: 50% of the basic freight;
• Additional Fees: EUR 800 per trip for using a dedicated loading/unloading platform (for cargo over 16 meters); the variable excess fee for dangerous goods is increased by 20%; environmental surcharge of EUR 10 per ton (in line with the EU’s Carbon Border Adjustment Mechanism (CBAM), covering the carbon emission costs of cargo transportation).

2. Germany (Port of Hamburg)

• Applicable Port: Port of Hamburg (Europe’s second-largest port and Germany’s largest foreign trade port, mainly handling automobiles, machinery, and container cargo)
• Collection Threshold: Differentiated by cargo type—10 meters for breakbulk cargo (e.g., large pipes), 13.192 meters for over-length container cargo (exceeding the container length; the maximum actual loadable length of a 40-foot container)
• Charging Standards:
• Breakbulk Cargo: 10m < Length ≤15m: fixed rate of EUR 1,800-2,000 per shipment + EUR 500 loading/unloading coordination fee; 15m < Length ≤20m: fixed rate of EUR 2,000 per shipment + EUR 300 per meter for the part exceeding 15 meters + EUR 500 coordination fee;
• Over-Length Container Cargo: Exceeding the container length by 1-3 meters: EUR 200 per meter; Exceeding the container length by more than 3 meters: EUR 200 per meter + 10% of the basic freight;
• Seasonal Adjustment: From November to February (winter), the rate is increased by 15% due to frequent fog in northern Germany, which reduces port operation efficiency.

(3) American Region: Market Monopoly-Oriented, High Proportion of Terminal Fees

Most ports in the Americas are privately operated (e.g., the Port of Los Angeles is jointly operated by the Los Angeles Port Authority and private terminal companies). In addition to shipping company fees, OLS includes high terminal handling fees, and there are significant differences in charging logic between North America and South America.

1. United States (Port of Los Angeles/Port of Long Beach)

• Applicable Ports: Port of Los Angeles, Port of Long Beach (the two core ports on the U.S. West Coast, undertaking over 40% of the U.S. import ocean shipping volume, mainly handling consumer goods, electronic products, and machinery)
• Collection Threshold: 15 meters (the highest threshold among North American ports; since inland transportation in the U.S. is dominated by trucks, cargo within 15 meters is easier to connect with inland transportation, and ports tend to reduce the loading/unloading pressure of cargo over 15 meters)
• Charging Standards:
• 12m < Length ≤15m: No OLS charged by shipping companies, but a terminal handling fee of USD 1,800-2,200 per shipment is required (accounting for 100% of the cost in this range, showing significant characteristics of monopolistic terminal fees);
• 15m < Length ≤20m: Shipping company fee of 25% of the basic freight + terminal handling fee of USD 2,200-2,500 per shipment + 10% import surcharge for non-North American origin cargo;
• Length >20m: Shipping company fee of 40% of the basic freight + terminal handling fee of USD 2,500 per shipment + dedicated berth fee of USD 3,000 per day (usually 1-2 days);
• Compliance Requirements: The “Over-Length Cargo Import Declaration Form” must be submitted to U.S. Customs 10 days in advance. A fine of USD 500 per day is imposed for delays, and undeclared cargo will be detained.

2. Brazil (Port of Santos)

• Applicable Port: Port of Santos (South America’s largest port, through which 80% of Brazil’s export cargo is transported, mainly handling agricultural products, minerals, and steel)
• Collection Threshold: Differentiated by peak and off-peak seasons—12 meters in peak seasons (January-April, September-December, the peak period for agricultural product exports), 15 meters in off-peak seasons (May-August)
• Charging Standards:
• Peak Season: 12m < Length ≤18m: 30% of the basic freight + 0.5% tariff surcharge based on the cargo value; 18m < Length ≤20m: 50% of the basic freight + 1% tariff surcharge based on the cargo value;
• Off-Peak Season: 15m < Length ≤20m: 20% of the basic freight + 0.3% tariff surcharge based on the cargo value; no OLS for cargo within 15 meters;
• Local Preference: A 50% exemption from tariff surcharges is offered for locally produced cargo in Brazil (e.g., local agricultural machinery and steel), aiming to support the export of local manufacturing industries.

3. Canada (Port of Vancouver)

• Applicable Port: Port of Vancouver (Canada’s largest port and an important transshipment port on the North American West Coast, mainly handling timber, minerals, and machinery)
• Collection Threshold: 15 meters (consistent with the threshold of U.S. West Coast ports, facilitating the connection of cross-border transportation in North America)
• Charging Standards:
• 15m < Length ≤20m: 25% of the basic freight + terminal handling fee of USD 1,500 + cross-border coordination fee of USD 300 (if the cargo is transshipped to inland U.S., the coordination fee is used to connect with U.S. Customs and transportation companies);
• Length >20m: 40% of the basic freight + terminal handling fee of USD 2,500 + cross-border coordination fee of USD 300 + dedicated equipment rental fee of USD 2,000 per trip;
• Transshipment Advantage: Cargo transshipped from the Port of Vancouver to inland U.S. (e.g., Chicago, Detroit) can be exempted from the 10% import surcharge at U.S. ports, saving 15%-20% of the cost compared to direct shipping to U.S. ports.

(4) Oceanian Region: Resource Constraint-Oriented, “Length + Weight” Dual Thresholds

Ports in Australia and New Zealand are small in scale (e.g., the annual throughput of Sydney Port is only 120 million tons, less than 1/3 of the Port of Rotterdam) and have limited loading/unloading equipment. They implement “length + weight” dual-threshold management for over-length cargo and require advance safety assessments.

1. Australia (Port of Sydney)

• Applicable Port: Port of Sydney (Australia’s largest port, mainly handling coal, iron ore, agricultural products, and machinery)
• Collection Threshold: Dual thresholds—8 meters in length or 15 tons in weight; OLS is levied if either threshold is met
• Charging Standards:
• Exceeding only length (≤15m, ≤15 tons): AUD 1,200 per shipment + AUD 200 per meter for the part exceeding 8 meters;
• Exceeding only weight (≤8m, >15 tons): AUD 1,200 per shipment + AUD 50 per ton for the part exceeding 15 tons;
• Exceeding both (＞8m and ＞15 tons): AUD 1,200 per shipment + AUD 200 per meter for the part exceeding 8 meters + AUD 50 per ton for the part exceeding 15 tons;
• Pre-requirements: The “Over-Length and Over-Weight Cargo Safety Assessment Report” must be submitted 5 days in advance, with an assessment fee of AUD 200 per submission. Cargo that fails the assessment will not be allowed to enter the port.

2. New Zealand (Port of Auckland)

• Applicable Port: Port of Auckland (New Zealand’s largest port, undertaking 70% of New Zealand’s import cargo transportation, mainly handling consumer goods, machinery, and agricultural products)
• Collection Threshold: 10 meters (New Zealand is an island country, and most ports have small and medium-sized berths; the loading/unloading difficulty of cargo over 10 meters increases significantly)
• Charging Standards:
• 10m < Length ≤15m: NZD 1,000-1,500 per shipment + NZD 300 island transportation surcharge (transportation between New Zealand’s North and South Islands requires ferry connections, and the surcharge covers ferry cargo space costs);
• 15m < Length ≤20m: NZD 2,000 per shipment + NZD 250 per meter for the part exceeding 15 meters + NZD 300 island surcharge;
• Length >20m: Dedicated vessel rental fee of NZD 10,000 per day (the Port of Auckland has no large berths, so dedicated vessels need to be rented for berthing offshore for loading/unloading) + NZD 5,000 loading/unloading fee.

3. Analysis of Driving Factors Behind OLS Collection Differences

(1) Port Infrastructure and Operation Model

The scale of port berths and the configuration of loading/unloading equipment directly determine the handling capacity of over-length cargo, thereby affecting the charging threshold and rate. For example:

• Asian ports such as China and Singapore are mostly deep-water ports (the berth water depth of Shanghai Port is 15-20 meters, which can accommodate cargo ships of over 100,000 DWT) and are equipped with cranes of 400 tons or more, with strong capacity to handle cargo over 20 meters. Therefore, the thresholds are set reasonably (12-12.2 meters) and the rate gradients are gentle;
• Ports in Australia and New Zealand are mostly small and medium-sized berths (the maximum berth water depth of Sydney Port is 12 meters, which can only accommodate cargo ships of 50,000 DWT) and lack large-scale loading/unloading equipment. They need to restrict over-length cargo from entering the port through “low thresholds + high rates” (e.g., Sydney Port’s 8-meter threshold and combined charges for dual exceedances) to reduce operational risks;
• Privately operated ports in countries such as the U.S. and Brazil (private terminals account for 70% of the Port of Los Angeles) tend to obtain profits through high terminal handling fees (e.g., USD 1,800-2,20