Been movin’ aluminum goods to the U.S. for years, always knew we’d get smacked with high duties (Section 232, plus 301 now maybe too). Way before the trade war went full beast-mode, we were already shiftin’ shipments via Malaysia and Vietnam—our supplier’s got “factories” there, but really, most of the heavy liftin’ still happens in China.
Last time we transshipped through Malaysia (like 9 months back), it was chill - they slapped a label on, used their local plant to get a CO, and we cleared no problem. Now? Whole different game. U.S. folks might literally show up at your factory to sniff out what percent of the product is local vs. China-made. So we’re sweatin’ a bit.
Our guy’s trying to test a box again post–145% duty hike, but ain’t landed yet. We’re just waiting to see if it gets nailed.
Anyone here tried a Southeast Asia transship lately and got it through? Or got burned? Would love to compare notes while we wait on our test box.
LogisticsWithJH
EulahHargroveWrites
Trans-shipping certainly seems like sailing into a quiet storm. I've heard gentle whispers of traders who found themselves adrift after trusting fraudulent forwarders. They pay dearly for promises of smooth passage, only to find both goods and gold quietly vanish. Caution, friends, sometimes the unseen risks are the deepest.
Heard this straight at a recent freight compliance panel: U.S. agencies now have field teams stationed in Malaysia and other SEA hubs. Yes, they do factory visits. That means:
• Just slapping on a label ≠ valid Malaysia CO
• Even if final assembly is local, origin still defaults to China if raw materials are from there
• Whole categories of goods can’t pass as Malaysia-made because the supply chain just isn’t there, no local inputs, no origin claim.
Let’s be real: full enforcement is rare. But for high-value shipments or whistleblower tips, CBP will act. Bigger players? You’re on the radar. Don’t assume what worked last year still flies.
—JH