China+1 conversations are almost always about unit cost and tariffs. The freight side gets discovered afterwards, usually in the form of a longer transit, a thinner sailing schedule and a forwarder market you have no relationships in. Here is what each alternative origin actually looks like from a logistics standpoint.
Listing counts are live CargoLinked directory figures as of 16 August 2026. Transit indications are typical ranges, not quotes — schedules move constantly. Use the transit time estimator for planning and a real quote for commitment.
The eight origins
| Country | Main gateways | Strongest for | Forwarders listed |
|---|---|---|---|
| Vietnam | Cat Lai/Ho Chi Minh, Hai Phong, Cai Mep | Electronics, furniture, footwear, apparel | 844 |
| India | Nhava Sheva (JNPT), Mundra, Chennai | Textiles, pharma, chemicals, engineering goods | 2,697 |
| Thailand | Laem Chabang, Bangkok | Automotive parts, electronics, food | 330 |
| Indonesia | Tanjung Priok (Jakarta), Tanjung Perak | Textiles, footwear, furniture, commodities | 790 |
| Malaysia | Port Klang, Tanjung Pelepas, Penang | Electronics, semiconductors, rubber, palm derivatives | 497 |
| Mexico | Manzanillo, Veracruz, plus land borders | Automotive, appliances, anything needing speed to the US | 282 |
| Bangladesh | Chattogram, Dhaka (air) | Apparel, above all else | 671 |
| Turkey | Ambarli, Mersin, Izmir | Apparel, appliances, steel, food — for European buyers | 805 |
The friction nobody quotes you
Vietnam has genuine deep-water capacity at Cai Mep but a lot of cargo still moves through congested Ho Chi Minh terminals with slow inland trucking. Book earlier than you would from Shenzhen.
India is the deepest forwarder market on this list and the most variable. Inland distances are large, documentation is heavier than in Southeast Asia, and port performance differs sharply between Mundra and the older terminals. Vet carefully — see how to choose a freight forwarder.
Thailand and Malaysia are the easiest operationally: good infrastructure, strong transhipment connectivity, English-language documentation. They are also not the cheapest labour markets, which is usually why they were not the first choice.
Indonesia is an archipelago, so domestic pre-carriage is a real cost line rather than a rounding error. Confirm where the factory actually is relative to the load port.
Mexico is the only origin here where trucking replaces ocean entirely for US buyers, which changes the whole cost structure — and the whole risk profile. See Mexico to USA cross-border freight.
Bangladesh is highly concentrated on Chattogram, which means congestion has nowhere to disperse to. Apparel buyers routinely budget for air freight on late orders.
Turkey is a European play, not a US one. Short ocean transits and viable road freight into the EU; from Asia-facing supply chains it is a different network entirely.
Lane guides we have already written
- Vietnam to USA — the most common China+1 substitution
- India to USA, including pharma cold chain
- Malaysia to USA
- Mexico to USA — nearshoring and cross-border trucking
- India to UAE for Gulf-facing supply chains
- China to USA as the baseline you are comparing against
How to price the switch honestly
- Compare landed cost, not freight rate. Duty treatment often moves more than the freight does — how to calculate import duty.
- Add the transit difference to your inventory cost. Ten extra days at sea is ten extra days of working capital, every shipment, forever.
- Check sailing frequency, not just transit time. A 22-day transit with weekly departures beats an 18-day transit with fortnightly ones.
- Assume you will pay for air at least once during qualification. Budget it rather than being surprised by it.
- Get quotes from forwarders based in the origin country, not only from your incumbent. Local forwarders hold the local carrier relationships.
Post the same request to several origins and compare what comes back, or browse forwarders by country.
