Get the CURRENT ocean container spot rate for a lane (origin port → destination port) so you can answer 'should I book this shipment now or wait?'. Returns ONE normalized USD figure for the requested container size, a CONFIDENCE SCORE, and the MARKET DIRECTION (rising / falling / stable). Unlike calling a single freight API, this CROSS-VALIDATES multiple live indices — Drewry's World Container Index (WCI) and the Freightos Baltic Index (FBX), read server-side, plus your own SeaRates key if you supply one — and reconciles them into a single number with an agreement/confidence read, so you know how much to trust it. Port names are normalized via UN/LOCODE: 'Shanghai', 'CNSHA' and 'Shanghai, China' all resolve to the same lane. Container types: 20ft, 40ft, 40HC (defaults to 40ft, the size the indices quote). FREE. Use it for transpacific (Shanghai/Ningbo/Yantian → Los Angeles/Long Beach/New York), Asia→Europe (→ Rotterdam/Hamburg/Genoa) and the other major deep-sea container lanes. For the weeks-long trend and a book-now-or-wait recommendation, use get_lane_trend. Indicative market intelligence, not a carrier quote.

Forecast the ocean spot rate for a lane (origin → destination) and get a grounded BOOK-NOW-OR-WAIT call for a given ship date. Returns: a weeks-long cross-validated time series; a STATISTICAL FORECAST several weeks ahead (Holt-Winters / ETS triple exponential smoothing) with prediction intervals that widen with the horizon, plus naïve/drift/seasonal-naïve baselines and an honest BACKTEST (MAPE/RMSE/MASE) of the forecast's accuracy; the ocean-freight SEASONALITY CALENDAR overlaid on your ship date (Chinese New Year pre-rush & post-slump, Golden Week, transpacific/Asia peak season, likely GRIs and blank-sailing pressure); ANOMALY detection (is today's rate an out-of-pattern spike or collapse vs its seasonal norm?); and a concrete book-now/book-soon/wait/split/monitor recommendation with the drivers shown. All of this runs server-side on freight-pulse's OWN accumulating per-lane history plus a curated freight-seasonality model — your own agent can't reproduce the forecast or the calendar from a single snapshot. Same port normalization as get_spot_rate (UN/LOCODE). PREMIUM: pay per call with x402 (USDC on Base) or set a prepaid key (FREIGHT_PULSE_KEY). Without one you'll get unlock instructions. Tip: call get_spot_rate (free) on a lane first — it seeds the history. Indicative market intelligence, not a carrier quote.

Get the ALL-IN ocean freight cost for a lane — the TRUE landed cost of the move, not just the base spot rate. get_spot_rate returns the index-blended BASE; this returns base + every applicable carrier SURCHARGE & accessorial, which routinely inflates the real cost by +30-60%. Models the opaque thicket importers actually pay: Terminal Handling (origin+destination), BAF/LSS bunker fuel (modeled from a marine-fuel proxy and the corridor's burn), CAF currency adjustment, Peak-Season Surcharge (only inside the seasonal peak window), a damped GRI residual, port Congestion surcharge, ISPS security, Documentation/B-L fee, ECA emissions, War-Risk / Red-Sea–Suez DIVERSION surcharge (only on Suez-exposed Asia↔Europe / Asia↔US-East lanes, higher when Cape-of-Good-Hope diverted), Panama Canal low-water surcharge (only on Panama-routed lanes), optional Overweight, and expected Demurrage & Detention (tiered escalating per-day cost past your free days). The engine knows WHICH route each lane follows (transpacific vs Suez vs Panama vs transatlantic) and applies ONLY the surcharges that actually bite that lane and ship date — and lists the ones it deliberately EXCLUDED and why. Returns the full line-item breakdown, the all-in total, and a base-vs-all-in comparison. Every figure is tagged 'typical' (representative published value) or 'modeled' (estimate) — these are indicative modeling values, not a carrier tariff. PREMIUM: pay per call with x402 (USDC on Base) or set a prepaid key (FREIGHT_PULSE_KEY). Same UN/LOCODE port normalization as get_spot_rate.

Get the full LANDED COST (cost puesto en destino) of an import — the number the importer's margin actually depends on, not just the freight. Returns merchandise value (FOB) + all-in ocean freight (base + every surcharge) + insurance (CIF) + CUSTOMS DUTY + import VAT/consumption tax, as a line-item breakdown, plus the % of landed cost that is freight vs duties vs taxes. Includes an HS-CODE CLASSIFIER: pass a product description ('bluetooth earbuds', 'office chairs', 'cotton t-shirts') and it proposes the most likely HS6 heading with a confidence score (and 2-3 candidates when the text is ambiguous), or pass an explicit hs_code. Duty is modeled per destination bloc (US HTS, EU TARIC, UK Global Tariff, Canada, Australia, Japan) with the right MFN rate for the product family, then the ORIGIN-SENSITIVE trade remedies: US Section 301 applied ONLY to China-origin goods, Section 232 on steel/aluminium, an ANTIDUMPING/CVD flag on high-risk family×origin combos (it warns, it does not invent a rate), and FTA PREFERENCE (EVFTA, USMCA, CETA, EU-Japan EPA, RCEP, …) when origin↔destination share an agreement — subject to rules of origin. De-minimis is handled (US $800, EU €150, …): below threshold → no duty/tax. Import VAT is computed on the correct CIF+duty base (EU VAT by country; the US has no federal import VAT). Every figure is tagged typical/modeled; this is an INDICATIVE landed-cost estimate and HS-classification aid, NOT a binding customs ruling. PREMIUM: pay per call with x402 (USDC on Base) or set a prepaid key (FREIGHT_PULSE_KEY). Same UN/LOCODE port normalization as get_spot_rate.

Decide the TRANSPORT MODE for a shipment — OCEAN vs AIR vs SEA-AIR — on TOTAL economic cost, not just freight. The other tools price the ocean move; this one answers the importer's prior question: should these goods even go by sea? It costs all three modes and recommends the economically optimal one. Air is priced correctly on the IATA CHARGEABLE WEIGHT = max(actual gross weight, volumetric weight at 167 kg/m³) with an air fuel (FSC) + security (SSC) + handling stack — so bulky-but-light cargo is properly penalised (the lever a naïve 'air is just faster' estimate misses). Sea-air is modeled via the real hubs (Asia→Europe via Dubai/Jebel Ali, Asia→US-East via a US-West gateway): a cheap ocean leg to the hub + a short air final leg. The recommendation runs a real DECISION MODEL: cost of CAPITAL tied up in transit (value × annual rate × days), a p90 safety-stock HOLDING cost from each mode's variability, and — if you pass a deadline — an EXPECTED STOCKOUT cost from the probability the mode arrives late. So for high-value goods (or a tight deadline) air/sea-air can win even though the freight is far dearer, while for cheap goods ocean's much lower freight dominates. Returns the full ocean/air/sea-air table (freight, p50/p90 transit, capital, holding, stockout, total economic cost) + the recommended mode + the trade-off math. Every figure is modeled and tagged; air rates are volatile so they are honest BANDS, not a quote. PREMIUM: pay per call with x402 (USDC on Base) or set a prepaid key (FREIGHT_PULSE_KEY). Same UN/LOCODE port normalization as get_spot_rate.

Decide the OCEAN SOURCING STRATEGY for a lane over a YEAR — lock an annual/quarterly CONTRACT rate, stay on SPOT, or SPLIT — and in what proportion. This is the procurement/CFO decision the other tools don't touch: not 'book this box now' but 'how do I source my whole volume?'. It costs THREE strategies over your expected annual volume: 100% SPOT, 100% CONTRACT, and the OPTIMAL MIX. The spot side is a real DISTRIBUTION, not a mean: it builds a 52-week expected-spot path from our own forecast (Holt-Winters), the corridor's spot volatility and the seasonal calendar, so a peak-season spike shows up as a fat P95 TAIL. It reads the MARKET REGIME (soft / balanced / tight / extreme) — because the contract↔spot relationship FLIPS with the cycle: in a soft market a contract sits ABOVE cheap spot (you'd overpay), in a tight market spot spikes above contract (the contract PROTECTS you). It computes the BREAK-EVEN contract rate (where 100% contract beats expected 100% spot), optimizes the contract/spot MIX on a mean-variance objective for your risk tolerance (contract the steady base, leave the peak on spot), models MQC shortfall penalties (the cost of over-committing in a light year) and the loading-PRIORITY a contract buys (less peak rollover), and quantifies the VALUE OF PROTECTION in dollars. Honest by design (regla 7): the contract↔spot relationship is regime-dependent and uncertain, so contract rates are MODELED BANDS anchored to the lane's mid-cycle — NOT a filed carrier tariff. Pass your own offered contract rate to score it against break-even. PREMIUM: pay per call with x402 (USDC on Base) or set a prepaid key (FREIGHT_PULSE_KEY). Same UN/LOCODE port normalization as get_spot_rate.

Get the PORT-CONGESTION & DISRUPTION intelligence for a lane — the OPERATIONAL state of the origin and destination ports and the live disruption events that move your transit time and your price. The rate tools tell you what a move costs; this tells you whether the PORTS can actually clear it on schedule. Returns a 0-100 CONGESTION INDEX for both the origin and destination ports on your ship date (structural berth/anchorage pressure + seasonal peak + active disruptions), the extra WAITING DAYS that congestion tacks onto your p90 transit, a 0-100 lane OPERATIONAL-RISK score with a building / steady / easing trend, and the upward RATE PRESSURE it implies. It surfaces the ACTIVE DISRUPTIONS that bite THIS lane on THIS date — the Red-Sea / Bab-el-Mandeb diversion around the Cape of Good Hope, the Panama Canal drought (draft & transit-slot restrictions on Panama-routed lanes), US West-Coast ILWU and US East/Gulf ILA dockworker labour cycles, the Asia typhoon season (Jun-Oct) and Atlantic hurricane season (Jun-Nov), and peak-season demand congestion — each with its time window, day-impact and rate pressure, and a flag for whether it's in its ACUTE window or only a recurring-season risk. A disruption OUTSIDE its window is not applied. Built on ~35 curated major-port congestion profiles (Shanghai, Ningbo, Yantian, Singapore, Busan, LA/Long Beach, NY/NJ, Savannah, Houston, Rotterdam, Hamburg, Antwerp, Felixstowe, Jebel Ali, …) and a dated catalogue of real disruption events — so a congestion wave that's BUILDING into your wait window can nudge you to anticipate and book. Every figure is a MODELED structural typical + a dated disruption overlay; it is INDICATIVE, NOT a live waiting-time feed for a specific port today (regla 7). PREMIUM: pay per call with x402 (USDC on Base) or set a prepaid key (FREIGHT_PULSE_KEY). Same UN/LOCODE port normalization as get_spot_rate.

Recommend WHICH CARRIER or ALLIANCE to sail with on a lane — the shipper's third decision after 'when to book' and 'which mode'. Carriers and their alliances differ enormously by corridor in coverage, schedule reliability and network breadth, so this ranks the ones that actually serve YOUR corridor and recommends 2-3 with the reasoning. Models the 2025-26 alliance realignment (NOT the pre-2025 map): GEMINI COOPERATION (Maersk + Hapag-Lloyd, live Feb 2025, a hub-and-spoke model explicitly targeting >90% on-time), OCEAN ALLIANCE (CMA CGM + COSCO + Evergreen + OOCL — the broadest direct-call network & highest frequency), PREMIER ALLIANCE (ONE + HMM + Yang Ming, the former THE Alliance minus Hapag, strong transpacific), and MSC operating standalone (the world's largest fleet, vast breadth, selective slot deals) — plus niche independents (ZIM's Asia→US-East express, Wan Hai intra-Asia). For each option it returns the EXPECTED ON-TIME PERFORMANCE on this lane (the corridor's market OTP refined by the carrier's own reliability band and how much it governs the string — so Gemini surfaces ~90% vs ~55% market average on Asia-Europe), the estimated SAILING FREQUENCY (sailings/week) and network breadth, a cost-positioning read, an overall fit SCORE, and the trade-off. The ranking FLIPS with your PRIORITY: 'reliability' floats Gemini up; 'frequency' or 'cost' floats Ocean Alliance / MSC up; a carrier with no network on the corridor is NOT recommended there. It also REFINES the lane OTP to the top pick so you can feed it into your p90 lead-time buffer. Every figure is a MODELED INDICATIVE BAND (capacity shares ~Alphaliner picture, reliability ~Sea-Intelligence rankings, corridor strengths) — NOT a carrier quote, a filed tariff or a weekly KPI (regla 7). PREMIUM: pay per call with x402 (USDC on Base) or set a prepaid key (FREIGHT_PULSE_KEY). Same UN/LOCODE port normalization as get_spot_rate.

Compute the CO2e CARBON FOOTPRINT of a shipment and the EU-ETS carbon COST for a lane — the Scope-3 (upstream transport) number importers increasingly must report, and the maritime carbon cost they now must pay on EU-touching lanes. The rate tools price the money; this prices the CARBON. Returns the WELL-TO-WAKE (WTW) kg CO2e of the move computed the GLEC Framework / ISO 14083 way — grams CO2e per TONNE-KILOMETRE × the routed distance × the cargo mass — with a per-LEG breakdown (drayage + main sea/air leg) and the well-to-tank vs tank-to-wake split that reporting frameworks ask for. Ocean intensity is taken by VESSEL CLASS (a ULCV moves a tonne-km for a fraction of a feeder's gCO2e/t-km — the economy-of-scale effect a naïve estimate misses); the engine picks the corridor's mainline class and lengthens the sea distance when a lane is Cape-of-Good-Hope diverted (more km → more CO2e). It puts the THREE modes side by side — OCEAN vs AIR vs SEA-AIR — on the same lane & cargo, surfacing that air emits roughly 10-50× the ocean footprint per tonne-km (the central ESG-vs-speed trade-off, linking to compare_modes), with sea-air as the carbon-smart middle. For lanes that touch an EU/EEA port it computes the EU-ETS maritime carbon COST: the voyage CO2 in scope (100% intra-EU, 50% for an EU↔non-EU voyage) × the year's phase-in (2024 40% → 2025 70% → 2026 100%) × the EUA market price — the surcharge carriers now pass to cargo. A lane that doesn't touch the EU (e.g. Asia→US) is correctly OUT of scope (no ETS). It also clarifies FuelEU Maritime and — honestly — that CBAM taxes the PRODUCT's embedded carbon, NOT the freight (the confusion importers keep making). Every emission factor and the EUA price are MODELED bands tagged typical/modeled (regla 7) — indicative footprinting & carbon-cost modeling, NOT an audited per-vessel carbon statement or a filed surcharge. PREMIUM: pay per call with x402 (USDC on Base) or set a prepaid key (FREIGHT_PULSE_KEY). Same UN/LOCODE port normalization as get_spot_rate.

Check whether the shipper can even GET A CONTAINER on a lane — and what the equipment imbalance costs — BEFORE pricing the move. The rate tools assume a box exists; this answers the constraint that often binds first: in a deficit origin you can have a rate and a sailing and still not secure a box. Returns a 0-100 AVAILABILITY INDEX for the empty box at the origin and a SHORTAGE-RISK score, driven by the structural EQUIPMENT IMBALANCE of container trade: trade is directional, so empties PILE UP at net-importer ports (LA/Long Beach, Rotterdam, Hamburg) and run SHORT at net-exporter hubs (north/central China, Vietnam) — carriers must reposition empties back against the loaded headhaul. It models the balance per TYPE: 40HC (the deep-sea workhorse) is the tightest dry type in a crunch, 20DV is structurally easier to source (the classic alternative), and REEFER is a separate, far scarcer, plug-limited pool. It overlays the SEASONAL swing on the real lunar calendar: the acute PRE-CHINESE-NEW-YEAR crunch (every exporter loads before the factory shutdown — equipment, not space, becomes the binding constraint), the POST-CNY glut (the empties that surged out sit stranded at destinations while China demand collapses), Golden-Week front-loading, and peak-season tightening — evaluated for YOUR ship date. It prices the EQUIPMENT-IMBALANCE SURCHARGE (EIS) and reposition cost the deficit imposes, plus the soft +% it pushes onto the effective booked rate, and lists the reposition INCENTIVES (triangulation/street-turn, fast empty return) that relieve it. When the requested box is short it proposes ALTERNATIVES — split a scarce 40HC into 2×20DV, shift the ship window out of the crunch, triangulate an import empty, or book a mega-fleet carrier (Maersk/MSC/CMA CGM) whose deep own-box pool and local depots ease the SAME deficit (a thin niche line is more exposed). Pass a carrier to refine the numbers. The shortage risk also feeds the book-now timing — a worsening crunch means anticipate and lock equipment early. Everything is a MODELED structural + seasonal profile expressed as honest bands — NOT a live depot inventory; we never claim a specific box count is available at a depot today (regla 7). PREMIUM: pay per call with x402 (USDC on Base) or set a prepaid key (FREIGHT_PULSE_KEY). Same UN/LOCODE port normalization as get_spot_rate.

Explain the EXACT cost & risk split between the SELLER (exporter) and the BUYER (importer) for an Incoterms® 2020 rule on a lane — the decision an importer makes when they agree 'FOB Shanghai' vs 'DDP my-warehouse', which a thin agent routinely gets wrong. Returns the precise POINT at which risk of loss/damage transfers (EXW at the seller's works; FCA/CPT/CIP at the first-carrier hand-over; FAS alongside the ship; FOB/CFR/CIF once ON BOARD; DAP/DDP at destination ready; DPU once unloaded), who pays each step (export clearance, origin haulage, the main international freight, destination terminal handling, on-carriage, import clearance, and the destination DUTY + import VAT/tax), and whether the rule MANDATES cargo insurance and at what level (CIF mandates only ICC C minimum; CIP mandates ICC A all-risk). It flags the classic traps: FOB/CFR/CPT put the TRANSIT RISK on the buyer (CFR/CPT even though the seller pays the freight); DDP loads the seller with destination customs and import VAT; EXW puts export clearance on the buyer; and FOB on CONTAINERS is the wrong rule (the ICC recommends FCA for terminal hand-over) — with a container-appropriateness warning. Indicative summary of the ICC rules — NOT legal, contractual or customs advice (regla 7). PREMIUM: pay per call with x402 (USDC on Base) or set a prepaid key (FREIGHT_PULSE_KEY). Same UN/LOCODE port normalization as get_spot_rate.

Produce the CHECKLIST of trade documents a shipment of THESE goods to THIS destination commonly needs — the paperwork that, if missed, gets the box fined, held or the duty overpaid. Returns the always-on commercial set (commercial invoice, packing list, Bill of Lading or Sea Waybill), the GOODS-TRIGGERED specials (lithium-battery Dangerous-Goods declaration for electronics/batteries, Safety Data Sheet + DG for chemicals, ISPM-15 wood treatment / phytosanitary for furniture/wood, textile & origin declarations for apparel/footwear), the DESTINATION import-regime filings (US Importer Security Filing ISF 10+2 — filed ≥24h before loading, $5,000 penalty if late; EU Entry Summary Declaration ENS via ICS2; UK Safety & Security), and the Certificate of Origin (recommended, and REQUIRED in preferential form to claim a reduced FTA duty rate). Pass a product description (it's classified to an HS family to trigger the right specials) or an explicit hs_code; without it you still get the core + destination set. Pass an Incoterm to tag each document with WHO is responsible under it (e.g. under DDP the seller files the import-side ISF). Indicative common-case checklist — NOT a customs broker's binding filing list (regla 7). PREMIUM: pay per call with x402 (USDC on Base) or set a prepaid key (FREIGHT_PULSE_KEY). Same UN/LOCODE port normalization as get_spot_rate.

Optimize the DEMURRAGE & DETENTION free-time strategy for a destination — beyond the simple D&D line: how many FREE DAYS should you negotiate, and what is the EXPECTED D&D cost of accepting fewer, given how long the box will actually DWELL at this (possibly congested) port? It reads the destination port's CONGESTION on your ship date and builds a DWELL DISTRIBUTION (mean + the right tail that a busy port fattens), then for a ladder of candidate free-day grants computes the PROBABILITY of breaching free time (incurring any D&D), the EXPECTED chargeable days, the EXPECTED D&D cost (on the destination region's tiered, escalating per-day schedule — US West-Coast steep, North-Europe gentler) and the p90 bad-case cost. It finds the marginal value of each extra free day and recommends a free-day TARGET — 'in this congested port the dwell tail is fat, so the default 4-5 free days carries $X expected D&D; negotiate 7+'. Demurrage (box sits FULL in the terminal) and detention (box held OUTSIDE past the empty-return grace) are modeled together as combined free time. Pass a carrier to refine the default grant, or your own mean dwell if you know your unpack speed. Modeled from industry-typical regional free days + a congestion-driven dwell distribution — NOT a carrier's filed free-time tariff (regla 7). PREMIUM: pay per call with x402 (USDC on Base) or set a prepaid key (FREIGHT_PULSE_KEY). Same UN/LOCODE port normalization as get_spot_rate.

Recommend cost-effective MARINE CARGO INSURANCE for a shipment — the cover an importer needs but often under-buys. It prices the three Institute Cargo Clauses side by side: ICC (A) ALL-RISK (covers everything bar named exclusions — for valuable/fragile/theft-prone cargo), ICC (B) named-perils-broad (adds water-ingress but NOT theft), and ICC (C) MINIMUM (only major vessel casualties — no water, no theft) — showing what each COVERS and EXCLUDES. The premium = INSURED VALUE (CIF + 10% customary markup, the freight pulled server-side so the base is real) × the cargo's LOSS PROFILE (electronics/batteries load the rate; robust steel discounts it) × the MODE risk (air has a structurally lower loss rate than ocean — links to compare_modes) × the ROUTE risk (a Red-Sea/Cape-diverted lane spikes the separate WAR-RISK additional premium — links to the disruptions engine) × the deductible. It recommends the cost-effective cover level for your cargo and clarifies the Incoterms tie: CIF obliges the seller to buy only ICC (C) minimum, CIP obliges ICC (A) all-risk, and a FOB/CFR/CPT buyer gets NO seller insurance at all (must self-arrange). Modeled market-typical bands — NOT a broker's quote (regla 7). PREMIUM: pay per call with x402 (USDC on Base) or set a prepaid key (FREIGHT_PULSE_KEY). Same UN/LOCODE port normalization as get_spot_rate.

The UNIFIED decision tool — integrates EVERY freight-pulse layer (rate/forecast, all-in cost, transit & reliability, mode-choice, procurement, port congestion, carrier/alliance, emissions, equipment availability, Incoterms, demurrage & detention, and cargo insurance) into ONE actionable answer for a CONCRETE shipment. This is the tool that makes freight-pulse insustituible: it doesn't just price one layer, it WEIGHS them all coherently. Give the lane + merchandise value (+ optional weight/volume, ship date, urgency, deadline, product, Incoterm, carrier) and it returns: the recommended MODE (urgency-aware — a critical deadline can override the economic optimum toward air/sea-air), the recommended CARRIER for the corridor, the book-now / book-soon / wait / monitor TIMING (the forecast call, overlaid with a building congestion/equipment crunch), the total COST PUESTO EN DESTINO (landed: goods + freight + duty + import tax, when a product is given), and the KEY RISKS with concrete MITIGATIONS (Red-Sea diversion, port congestion, equipment scarcity, D&D exposure, transit-risk insurance). Every component is computed by its own modeled engine and folded in transparently (the breakdown is shown). Indicative decision support — not a booking or a quote (regla 7). PREMIUM: pay per call with x402 (USDC on Base) or set a prepaid key (FREIGHT_PULSE_KEY). Same UN/LOCODE port normalization as get_spot_rate.

Run a WHAT-IF on a lane: recompute the COST and TIME impact of a structural change to the freight market, on top of freight-pulse's engines. Scenarios: 'red-sea-reopen' (Suez/Bab-el-Mandeb reopens and Asia-Europe / the Suez share of Asia-US-East services return from the Cape-of-Good-Hope diversion → shorter transit, war-risk & diversion surcharges fall — only material on Suez-exposed lanes); 'fuel-spike' (bunker VLSFO up X% → the BAF/bunker portion of the all-in rises; pass fuel_spike_pct); 'cny' (Chinese New Year front-loading: the pre-CNY rush spikes the spot rate and the equipment crunch and dips schedule reliability — material on China-origin lanes); 'tariff-change' (destination duty changes by X percentage points — e.g. a new Section-301 tranche or an FTA change — raising/lowering the landed cost while freight is UNCHANGED; pass tariff_delta_pp and value). It recomputes the affected engine outputs under the perturbed inputs it can thread (fuel proxy, ship date) and models the structural ones (the Red-Sea routing flag, a tariff delta) as explicit, transparent adjustments — never silently — and reports the baseline, the scenario and the deltas. A what-if is a MODELED counterfactual, not a prediction the event will occur (regla 7). PREMIUM: pay per call with x402 (USDC on Base) or set a prepaid key (FREIGHT_PULSE_KEY). Same UN/LOCODE port normalization as get_spot_rate.

Get the TRUE DOOR-TO-DOOR cost and time of an import move, not the port-to-port figure importers usually quote. The ocean tools price PORT-TO-PORT; this layers the INLAND legs at BOTH ends onto the all-in ocean move: origin drayage (the short truck move factory/CY → load port), destination drayage (discharge port → DC), the US CHASSIS rental (a separate daily charge + a chassis-split fee that exists in the US but is bundled elsewhere), terminal GATE-congestion fees and turn-time days, and — when the cargo's real destination is INLAND — the interior haul with a RAIL-vs-TRUCK decision (US IPI intermodal to Chicago/Dallas/Memphis; the Rotterdam/Antwerp barge-rail hinterland to Duisburg/Basel/Milan), choosing the cheaper mode by distance (deadline-aware). Inland routinely adds 15-40% over the port-to-port cost and several days — both of which this returns folded into a door-to-door total and a door p50/p90 transit. Every inland figure is a modeled market-typical band (regla 7), not a trucker quote. PREMIUM: x402 (USDC on Base) or a prepaid key. Same UN/LOCODE port normalization as get_spot_rate.

Optimize how a product LOADS into a container — the stowage/cube-and-weight question every importer faces. Give the CARTON dimensions (cm) and gross weight (kg) and optionally a target quantity, and it computes: how many units fit BY VOLUME and BY WEIGHT and which constraint BINDS FIRST (the crux — dense cargo like tiles/stone tops out by WEIGHT at low cube, while light cargo like apparel/foam fills the CUBE with payload to spare); the utilization on BOTH axes (% volume AND % payload) so you see the wasted constraint; the 40HC-vs-2×20DV head-to-head for the cargo's density (two 20ft give ~2× the payload for ~the same cube — the right answer for heavy cargo, which a naïve volume-only divide gets wrong); an OVERWEIGHT warning when a box that's 'full' by cube would be ILLEGAL to truck because the destination ROAD/axle weight limit (e.g. US ~38-44k lb cargo on a standard chassis) is far below the ISO 26.7t container plate; and a recommended container MIX for a target quantity with the last box right-sized. Uses real interior dimensions and max payloads of 20DV/40DV/40HC (and reefers) plus per-country road weight caps. Indicative stowage PLANNING (practical-cube loadability, not 3D bin-packing), not a load-securing certification (regla 7). PREMIUM: x402 (USDC on Base) or a prepaid key.

Optimize a shipper's ENTIRE annual lane PORTFOLIO at once — the question the single-lane tools can't answer. Give a SET of lanes with their annual volumes (an importer's network) and the engine optimizes globally: it procures each lane (contract / spot / optimal mix) and costs it, scores its schedule reliability and its CO2, then enforces NETWORK CONSTRAINTS — a total freight BUDGET (shifts soft-market lanes to locked contracts to fit), a minimum SERVICE level (won't cut a lane's reliability below the floor to save money), and an ESG CO2 ceiling (targets the carbon-heaviest lanes). It surfaces the TOP SAVING lanes (spot-vs-contract spread × volume), where to CONSOLIDATE volume under one alliance contract for a better tier, and the network coste/servicio/CO2 trade-off. Reuses the same modeled engines as the per-lane tools, so the portfolio answer is coherent with each lane. Indicative portfolio guidance, not a tendered rate or committed allocation (regla 7). PREMIUM: x402 (USDC on Base) or a prepaid key.

Recommend the TRADE-FINANCE / PAYMENT TERMS for an import deal — the other half of the transaction the freight tools ignore. Give the lane (→ exporter country at origin, importer country at destination), the invoice value and the counterparty RELATIONSHIP, and it scores the payment-instrument spectrum — CASH-IN-ADVANCE / LETTER OF CREDIT (irrevocable, possibly CONFIRMED) / DOCUMENTARY COLLECTION D/P (documents against payment) / D/A (documents against acceptance) / OPEN ACCOUNT — on its RISK ALLOCATION (CIA = all risk on the buyer … open account = all risk on the seller) and arrange cost, then recommends one by the relationship × COUNTRY-RISK matrix: a new counterparty in a high-risk importer country → an irrevocable, confirmed LC; an established relationship in a safe country → cheaper open account; in between → documentary collection. It PRICES the LC commission for the deal (issuing rises with importer-country risk; confirmation — a bank in the seller's country adding its guarantee — adds a country-risk-scaled premium), and ties to Incoterms (CIF/CIP put insurance on the seller; an LC pairs with the FOB/CFR document set). Country-risk and LC-commission bands are MODELED market-typical figures; this is not financial, legal or banking advice (regla 7). PREMIUM: x402 (USDC on Base) or a prepaid key.

Assess SPECIAL / NON-STANDARD CARGO for a lane — dangerous goods, refrigerated (reefer), and out-of-gauge — the moves a plain 'dry box' rate model can't price or clear. DANGEROUS GOODS (IMDG): give a hazard class ('3', '2.1', 'class 9') or a commodity that classifies to one (e.g. 'paint' → Class 3 flammable liquid, 'lithium batteries' → Class 9), and it returns the IMDG hazard family, the STOWAGE category (on/under deck), the SEGREGATION requirements against any other classes you list in the same booking, the documentation burden (the shipper's Dangerous Goods Declaration + class-specific papers), the per-class DG SURCHARGE, and — the decision that matters — whether that class is ACCEPTED on a standard liner service, needs prior approval, or is commonly REFUSED (Class 1 explosives, 6.2 infectious, 7 radioactive). REEFER: give a commodity ('frozen shrimp', 'bananas', 'pharma 2-8') and it returns the carrying SETPOINT + tolerance band, the regime (frozen/chilled/pharma/ambient-controlled), the cold-chain RISK (a pharma GDP breach can total the cargo; a banana below 12°C is chilling injury), and the reefer plug + pharma cold-chain + controlled-atmosphere PREMIUMS. OUT-OF-GAUGE (OOG): give over-dimensions (length/width/height in cm + weight) or request a flat-rack/open-top, and it picks the equipment, computes how many neighbouring SLOTS the protrusion sterilises, the OOG surcharge (equipment + slots + lashing/survey), and the BREAKBULK fallback when nothing fits a box. Every figure is MODELED planning data — NOT the IMDG Code, a carrier DG acceptance ruling, or a certified declaration (regla 7). PREMIUM: pay per call with x402 (USDC on Base) or a prepaid key. Same UN/LOCODE port normalization as get_spot_rate.

Check whether it is LEGAL to EXPORT a given product to a destination, and whether it needs an export LICENCE — the goods-side trade-compliance question (NOT denied-party / sanctioned-person screening, which is a separate regulated process this tool does NOT perform). Pass a product description (reusing the same HS classifier as get_landed_cost) or an HS code + the lane. It classifies the goods against the DUAL-USE control lists (a modeled ECCN / EU Annex-I dual-use category: advanced electronics, encryption/information-security, sensors & lasers, navigation, aerospace, nuclear, special materials, machine tools, controlled telecom), reads the DESTINATION's embargo / restriction level (comprehensive embargo, arms/dual-use embargo, licence-required, partial, or permissive — modeled at a high level), and runs the decision tree: a dual-use good to an embargoed destination is BLOCKED; a dual-use good to a licence-required destination needs a LICENCE; an ordinary good to a permissive destination is likely PERMITTED; and anything ambiguous returns REVIEW-REQUIRED. ⚠️ THIS IS THE MOST LEGALLY SENSITIVE TOOL. The classification, the dual-use flag and the embargo list are a MODELED, SIMPLIFIED, NON-AUTHORITATIVE planning aid — NOT legal advice, NOT an official commodity classification (e.g. BIS CCATS), and NOT a current sanctions determination. Lists change; control hinges on exact technical parameters and end-use. You MUST verify with your government licensing authority (US BIS / the relevant EU member-state authority) and qualified trade-compliance counsel before exporting (regla 7). PREMIUM: pay per call with x402 (USDC on Base) or a prepaid key. Same UN/LOCODE port normalization as get_spot_rate.

Quantify and hedge the CURRENCY RISK of your ocean-freight spend. Freight is quoted and largely invoiced in USD, but a non-US shipper PAYS in its home currency (EUR/GBP/JPY/CNY/…) — so a large, recurring USD freight bill is a foreign-exchange exposure: if the home currency weakens, the same freight costs more locally. Pass your home currency + your annual USD freight spend, and it returns: the exposure in your local currency at a modeled spot, the annualised VOLATILITY band of the pair, the 95% adverse FX move on the spend (in money), and a HEDGE-RATIO recommendation — what % of the exposure to cover with forwards — using a media-variance objective analogous to the procurement engine: higher volatility and a lower risk tolerance push the hedge up, but a variable spend caps it (you can't lock forwards for volume you might not ship), so it never blindly recommends 100%. It also sketches the forward-points carry (so the hedge isn't assumed free) and a laddered hedging plan. Honest (regla 7): MODELED reference analysis, NOT live market quotes and NOT financial / hedging advice — consult a treasury/FX professional. PREMIUM: pay per call with x402 (USDC on Base) or a prepaid key.

Build the structure of a freight RFP / TENDER to put your ocean network out to bid. Pass your lanes with annual volumes and it returns, per lane, the volume + a modeled MARKET-RATE BAND (from our all-in rate engine, server-side) so you walk in knowing the credible price — the anchor that lets you spot a low-ball. Plus: the standard service requirements (fixed-day sailings, equipment commitment, reliability target, transparent surcharge formulas, free time), the AWARD CRITERIA weighted by your priority (cost / reliability / balanced), the BID SHEET columns carriers fill in, the RFP timeline (issue → Q&A → bids → evaluate → BAFO → award), and the modeled total annual spend. Pair with evaluate_bids to score the answers. Honest (regla 7): market bands are modeled, not filed tariffs. PREMIUM: pay per call with x402 (USDC on Base) or a prepaid key.

Evaluate carrier BIDS on a freight tender and pick the best award per lane. Pass your lanes (with annual volumes) and the bids each carrier submitted (carrier + all-in rate, optionally transit/sailings/free-days). For each lane it scores every bid on COST + RELIABILITY (the carrier's expected on-time performance from iter8 carrier matching) + COVERAGE (does it actually serve the corridor), DETECTS LOW-BALLS — a bid implausibly under the lane's modeled market band, the kind that gets rolled or surcharged back up and won't hold — by scoring them DOWN on credibility, and picks the best CREDIBLE award per lane. At the network level it shows the awarded annual cost vs the naive-cheapest cost (the cost of choosing credible over chasing a low-ball) and how many low-balls it flagged. Honest (regla 7): a modeled decision aid, not a procurement decision — verify rates & service commitments contractually. PREMIUM: pay per call with x402 (USDC on Base) or a prepaid key.

Find the DUTY-SAVING levers a customs broker knows but the importer usually does not — and quantify each against your shipment's REAL landed-cost duty. Give a product (or HS code) + the lane + the FOB value + your trade FLOW (import & sell / re-export / import-components-assemble-re-export / store), and it returns, ranked by saving: DUTY DRAWBACK (US 99% recovery of duties on goods you re-export — honestly flagging that Section 301 is NOT drawback-eligible, the big China carve-out); FOREIGN-TRADE ZONE / FREE ZONE (eliminate duty on the re-exported share, defer it on the rest, inverted-tariff election); BONDED / CUSTOMS WAREHOUSE (defer the duty cash-flow until withdrawal, or avoid it on re-export); EU/UK INWARD PROCESSING (suspend duty on inputs you process & re-export) and OUTWARD PROCESSING (duty only on value added abroad); FIRST-SALE valuation (US — value on the lower factory price, cutting MFN AND 301 proportionally); and TARIFF ENGINEERING (legally reclassify to a lower-duty HS line). Each lever shows the money saved, whether it's cash-back vs cash-flow-deferral vs a rate/base cut, and the catch — plus a clearance-workflow checklist. Reuses the real landed-cost engine so the duty base, 301/232/FTA stack and import VAT are genuine. ⚠️ Aduanas are complex: every figure is MODELED, INDICATIVE planning intelligence, NOT customs/legal/tax advice — confirm eligibility and obtain binding rulings with a licensed broker (regla 7). PREMIUM: pay per call with x402 (USDC on Base) or a prepaid key. Same UN/LOCODE port normalization as get_spot_rate.

The strategic CHINA+1 / NEARSHORING decision, quantified. Give the SAME product (or HS code) + a destination market + the China-equivalent FOB cost, and it compares making it in China vs Vietnam / India / Mexico / Turkey (and Thailand / Indonesia / Malaysia) on the three axes that actually decide it: TOTAL LANDED COST per origin — manufactured cost (relative labour/productivity index) + the real freight from each origin's export gateway + the real DUTY, so Section 301 penalises China→US, USMCA makes Mexico→US duty-free, and EVFTA makes Vietnam→EU duty-free (all through the genuine duty tables, not a fudge); LEAD TIME — the real ocean transit plus each origin's structural adder (Mexico/Turkey nearshore shortens the chain dramatically); and RISK — a geopolitical/concentration score, with a penalty that marks DOWN a China-only answer for single-country dependence (the whole point of China+1). It ranks the origins on a weightable blend (cost / lead-time / risk priority), names the recommended origin, and proposes a de-risking dual-source MIX. The highest-value strategic question in global sourcing right now. Honest (regla 7): cost indices, risk scores and lead adders are MODELED, product-specific and directional — frame the trade-off, then get factory quotes + a rules-of-origin check. PREMIUM: pay per call with x402 (USDC on Base) or a prepaid key.

Compose freight-pulse's whole engine stack into ONE executive market-intelligence report for a lane — the committee-ready brief a head of logistics presents. Give the lane (and optionally a product + merchandise value to deepen it) and it returns a structured, sectioned report: 1) MARKET STATE & OUTLOOK — today's cross-validated spot + direction, the Holt-Winters forecast with intervals, the seasonality calendar overlaid on your ship date (CNY / Golden Week / peak / GRIs / blank sailings), and an anomaly read; 2) COST — all-in freight and, with product+value, the full landed cost (duty / 301 / FTA / import VAT); 3) TRANSIT, RELIABILITY & PORT CONGESTION — operational risk, added delay, active disruptions; 4) RECOMMENDATIONS — the unified mode + carrier + book-now/wait timing; 5) RISKS & MITIGATIONS; 6) ESG — ocean CO2e and EU-ETS carbon cost; plus an EXECUTIVE SUMMARY, a HEADLINE call, and a Monday-morning ACTION LIST. Every section is sourced from a real modeled engine and tagged; the report names which engines contributed and which weren't available for the lane. Honest (regla 7): indicative decision support, not a quote/booking/legal advice. PREMIUM: pay per call with x402 (USDC on Base) or a prepaid key.

Register a standing WATCH on a lane so freight-pulse alerts you when something changes — the feature that makes it a recurring daily tool, not a one-shot lookup. Give a lane + one or more THRESHOLDS and it persists the watch SERVER-SIDE (in our own store, per your key): 'spot-below' / 'spot-above' a USD level (buying window / cost ceiling), 'reliability-below' a score (rollover/delay risk), 'disruption' (any active disruption appears on the corridor/ports), 'book-now' (the forecast/timing engine flips to a book-now window), or 'forecast-rising' / 'forecast-falling' beyond a % move (act early / wait). It returns the watch id and the registered thresholds. Pair it with check_watches, which your agent polls (e.g. daily) to get back only the alerts that fired. Honest (regla 7): evaluated against modeled engine outputs — an alert is a signal to look, not a booking trigger. PREMIUM: pay per call with x402 (USDC on Base) or a prepaid key.

Evaluate the lane watches you registered with create_watch against the LIVE modeled market and return the alerts that FIRED. For each watch it gathers the current cross-validated spot + direction, the modeled lane reliability, any active disruptions, and (when a watch needs it) the forecast/timing book call + expected move, then checks every threshold and reports which ones tripped — with the observed value, the reason and a severity. Pass a watch_id to check just one, or omit it to evaluate them all. This is the daily poll that turns freight-pulse into a standing watchtower on your network. Honest (regla 7): modeled signals, verify before acting. PREMIUM: pay per call with x402 (USDC on Base) or a prepaid key.

Does your product actually QUALIFY for the FTA preference? The expensive detail iter14's sourcing/landed-cost silently assumes away: the USMCA / EVFTA / CETA / RCEP / KORUS preferential (usually 0%) duty applies ONLY if the good MEETS the agreement's RULE OF ORIGIN — and a huge share of would-be-preferential imports FAIL it (Chinese fabric cut in Vietnam misses EVFTA's yarn-forward rule; a Mexican assembly that's 60% imported misses USMCA's RVC). Give the product (or HS), the country of MANUFACTURE, the destination market, and the bill of MATERIALS (each input's value + origin + optional HS), and it computes against the resolved FTA's product rule: REGIONAL VALUE CONTENT (both transaction-value and net-cost methods vs the threshold), TARIFF SHIFT / change in tariff classification (CC chapter / CTH heading / CTSH subheading), DE-MINIMIS tolerance, and agreement-specific rules (USMCA autos 75% RVC + steel/aluminium; EVFTA apparel yarn-forward). It returns the VERDICT — QUALIFIES or NOT, WHY, exactly how many RVC points (and how much $) you're short, and the concrete paths to qualify. Links to iter4 (HS) and iter14 (sourcing/duty). ⚠️ Rules of origin are among the most complex parts of trade law — MODELED, INDICATIVE qualification aid, NOT a legal origin determination; the agreement's PSR annex + a licensed broker govern the binding answer, and a wrong preference claim carries duty + penalty exposure (regla 7). PREMIUM: pay per call with x402 (USDC on Base) or a prepaid key.

Will your letter-of-credit documents GET PAID? Banks reject roughly 60-70% of first-presentation documentary-credit submissions over DOCUMENTARY DISCREPANCIES. Give the fields of the credit + the presented documents (commercial invoice, bill of lading, insurance, packing list) and it applies the UCP 600 rules a trade-finance checker uses, returning the DISCREPANCIES that would make an examining bank reject the presentation — each tied to its UCP article with a remedy: invoice amount over the credit (art. 18/30 tolerances), currency mismatch (art. 18a), goods description not CORRESPONDING to the credit (art. 18c), data conflict across documents (art. 14), late shipment vs the latest-shipment date, STALE presentation (>21 days, art. 14c) or after expiry, port-of-loading/discharge mismatch on the B/L (art. 20), a non-clean B/L (art. 27), and insurance <110% of CIF / wrong currency / dated after shipment (art. 28). It reports clean-vs-rejected, the severity mix, what it checked and what it couldn't. Links to iter12 trade finance. ⚠️ The examining bank determines compliance under UCP 600 + ISBP 821 document-by-document; many discrepancies are judgement calls or waivable — MODELED pre-check, NOT a bank determination or legal advice (regla 7). PREMIUM: pay per call with x402 (USDC on Base) or a prepaid key.

Log a shipment's REAL outcome into your private supplier/carrier/lane SCORECARD — the tool that makes freight-pulse RECURRING (you feed it, it accumulates a history no single source hands you). Give the SUBJECT (a carrier like 'Maersk', a supplier, or a lane) and the outcome — promised vs actual transit days, on-time, damage, documentary discrepancy, rollover — and it appends the event to your log, PERSISTED SERVER-SIDE per your key, then returns the subject's running KPIs (OTP %, reliability score, damage/discrepancy/roll rates). Pair with get_scorecard to rank and trend your network over time. Links to iter8 (structural carrier intel) — this is the EMPIRICAL counterpart. Honest (regla 7): it's YOUR own log — KPIs reflect only what you record, small samples flagged. PREMIUM: pay per call with x402 (USDC on Base) or a prepaid key.

Read your accumulating supplier/carrier/lane SCORECARD — the KPIs you've fed with record_performance. Returns, per subject, on-time %, average delay, damage/discrepancy/rollover rates, a 0-100 reliability score and an improving/declining/stable TREND, ranked best-OTP-first, with the best & worst performer. Omit 'subject' for the whole network or pass one to drill in. The standing performance history that turns freight-pulse into a recurring decision tool (who do I award next year's volume to?). Honest (regla 7): your own empirical log, small samples flagged. PREMIUM: pay per call with x402 (USDC on Base) or a prepaid key.

How FRAGILE is this route? The 0-100 lane-risk score a supply-chain director needs for their risk map. Give the lane and it COMPOSES the risk dimensions every other freight-pulse engine already models: CHOKEPOINT criticality (Suez / Red-Sea / Bab-el-Mandeb / Panama / Malacca, reusing the routing engine), GEOPOLITICAL risk per origin/destination/transit country (modeled bands), CONCENTRATION (single-port & single-carrier dependence), LABOUR risk (active strikes), CLIMATE risk (typhoon/hurricane/drought windows), CONGESTION (port-intel operational risk) and EQUIPMENT risk (box imbalance). It returns the composite score + the per-driver breakdown (which factor dominates) + ranked MITIGATIONS (alternate routings, add a second carrier/port, pre-position inventory, nearshore a second source). Honest (regla 7): MODELED, indicative — geopolitical risk is judgemental and time-varying; not a live threat feed or insurance-grade rating. PREMIUM: pay per call with x402 (USDC on Base) or a prepaid key.

Size the INVENTORY a freight decision forces you to hold. The freight choice (mode, reliability, transit time) DETERMINES your safety stock — this computes it. Give the lane + your annual demand (units) + unit value, and it returns, per mode (ocean baseline vs a faster/more-reliable air option): the SAFETY STOCK = z(service level) × σ of lead-time-demand (σ_LTD = sqrt(L·σ_demand² + demand²·σ_lead²), reusing the lane's modeled transit time AND its variability from the transit engine), the REORDER POINT, the Wilson EOQ, and the TOTAL inventory cost (ordering + cycle holding + safety-stock holding). It proves THE trade-off: a faster, more reliable mode shrinks the lead time and its variability → a SMALLER safety stock → released working capital + lower holding — so the 'expensive' freight can pay for itself in less immobilised inventory. Honest (regla 7): textbook OR (normal-approx safety stock, Wilson EOQ) with indicative default cost parameters you should override. PREMIUM: pay per call with x402 (USDC on Base) or a prepaid key.

The CFO / supply-chain-director cumbre tool: ONE comparable number per strategy that ties the WHOLE chain together. Give a product + destination + per-unit baseline FOB + annual demand, and it composes, PER STRATEGY (origin × mode): PRODUCT cost (origin cost index), all-in FREIGHT (door-to-door), DUTY/landed (Section 301 / FTA preference), INVENTORY cost (safety stock + cycle holding driven by the lead time & its variability), CAPITAL-IN-TRANSIT (pipeline value × cost of capital), and a RISK premium (lane-risk score × inventory value). It ranks the strategies by TOTAL TCO and shows WHY the ranking flips: nearshore (Mexico) can BEAT China on TCO even with a pricier product (no Section 301, shorter lead → less inventory+capital, lower risk); AIR can win for HIGH-VALUE goods (the capital+inventory saving dwarfs the freight premium); and the ranking shifts with volume and unit value. This is the tool that ties the entire freight-pulse stack into one decision. Honest (regla 7): composes the indicative outputs of the sourcing/landed/transit/inventory/lane-risk engines; not an audited cost or a binding tariff classification. PREMIUM: pay per call with x402 (USDC on Base) or a prepaid key.

'My route just broke — what do I do AHEAD of the next sailing?' Give a lane and it detects the ACTIVE disruption (Red-Sea/Bab-el-Mandeb, Panama Canal drought, port labour strike, typhoon/hurricane, peak congestion — reusing the disruption catalogue) and generates an ACTIONABLE response playbook: alternate ROUTING (Cape of Good Hope), MODAL-SHIFT (air/sea-air the urgent slice), PORT-SWAP (divert to the unaffected coast/gateway), PRE-POSITION (build buffer ahead of the window), RE-PRIORITISE — each PRICED against the lane's real freight & lead time: the modeled cost (USD) and time (days) of plan B versus HOLDING. It ranks the plays by your urgency (cost-first vs time-first) and recommends one. Pass disruption_type to model a specific what-if even if it isn't currently active. Honest (regla 7): MODELED, indicative response options & deltas — not a guarantee of alternate-routing space; validate availability with your carrier/forwarder. PREMIUM: pay per call with x402 (USDC on Base) or a prepaid key.

A PROGRAMME to cut the carbon of your transport network to a target. Give a lane (or an annual network footprint in tonnes CO2e) and a reduction TARGET %, and it walks the abatement levers cheapest-$/tCO2e first on a marginal-abatement-cost curve: MODAL SHIFT (air→ocean / →sea-air — the biggest lever, often NEGATIVE cost because it also saves freight), CONSOLIDATION, EFFICIENT CARRIER, SAF book-and-claim (sustainable aviation fuel), ALTERNATIVE MARINE FUEL (green-methanol book-and-claim), and — last — VERIFIED OFFSETS. It returns the ordered roadmap with each lever's tonnes abated, cost and running marginal cost, the total programme cost and blended $/tCO2e, an honest REDUCTION-vs-OFFSET split (insetting > offsetting), and the EU-ETS € SAVING from the lower in-scope footprint. Honest (regla 7): MODELED, indicative abatement costs/ceilings (SAF & offset prices are volatile and quality-dependent); offsets are flagged compensation, NOT reduction, and a target beyond what reduction levers reach is clearly labelled. PREMIUM: pay per call with x402 (USDC on Base) or a prepaid key.

The reverse flow almost nobody models: goods have to come BACK from the destination market — what do you do with them? Give the lane + how many units + their value + condition (defective / RMA / over-stock / surplus), and it prices the three dispositions per unit and picks the best NET RECOVERY: RETURN (reverse freight ≈1.6× forward + recondition/handling, reclaiming the re-export DUTY DRAWBACK already paid — 99% recovery, but Section-301 duty is carved out), DESTROY in destination (cheap, zero product value, still drawback-eligible) or LIQUIDATE into the destination secondary market (some cash back, no reverse freight, no drawback). It proves the rule: high unit value + recoverable duty + cheap reverse freight → RETURN; reverse freight per unit above the recoverable value → never ship it home (destroy for the drawback, or liquidate locally — whichever nets more). Flags the storage bleed that forces the decision window. Honest (regla 7): INDICATIVE recovery fractions, freight multipliers & handling defaults you should override; drawback eligibility and the §301 carve-out are real but filing-specific — NOT customs/legal advice. PREMIUM: pay per call with x402 (USDC on Base) or a prepaid key.

Optimize PALLETIZATION across the full chain product → case → pallet → container (distinct from the box→container load optimizer). Give a case (carton) size & weight, a pallet standard (EUR 1200×800, EUR2 1200×1000, US/GMA 48×40, AU 1165) and a container, and it computes: cases per pallet (best layer pattern from both case orientations + pinwheel × layers, capped by the pallet weight AND the container height), pallets per container (floor footprint × single-vs-double-stack under the ceiling, capped by payload), and the % container CUBE UTILISATION. It then contrasts PALLETIZED vs FLOOR-LOADED: floor-loading reclaims the ~12–18% cube a pallet wastes (deck + top-air + footprint rounding) but is ~4× slower to handle and bruises more cargo — the real trade-off, quantified in extra cases and cube points. Pass a total case count for the pallets/containers your shipment needs. Honest (regla 7): INDICATIVE rectangular-packing geometry capped by weight/height — not a stow guarantee; real patterns depend on crush strength, interlocking and overhang. PREMIUM: pay per call with x402 (USDC on Base) or a prepaid key.

Compute the correct DUTIABLE BASE on which the duty is charged — it is NOT just the invoice. Under the WTO Customs Valuation Agreement, give the destination country + invoice price + Incoterm and it builds the TRANSACTION VALUE: it normalises the price to an FOB-origin base (stripping freight/insurance/destination/duty a CIF or DDP price already carries), then ADDS the statutory additions importers forget — ASSISTS (free tooling/moulds/design — inflate the base), royalties, SELLING commission, packing — while EXCLUDING buying commission and post-import costs, and applies the COUNTRY BASIS: CIF (EU & most — international freight+insurance IN the base) vs FOB (US — excluded). It returns the line-by-line base, the duty on the correct base vs the naive invoice (the over/under-payment), and the DEDUCTIVE (resale-back-calc) and COMPUTED (cost build-up) methods when there is no transaction value. Honest (regla 7): INDICATIVE model of the method hierarchy & adjustments; related-party tests, first-sale and assist apportionment are case-specific — NOT a customs ruling or legal advice. PREMIUM: pay per call with x402 (USDC on Base) or a prepaid key.

When and how to RESERVE space so your box isn't rolled and your cargo isn't stranded on the dock. Give the lane + ship date + criticality, and it reads the demand PRESSURE (composing the seasonality calendar — CNY / Golden Week / transpacific peak — with the equipment-crunch signal) into a band (slack → acute), then returns: the optimal BOOKING WINDOW (lead days, plus a criticality buffer, and the date to book by), the SPOT vs CONTRACT rollover probability and roll-delay days, and the GUARANTEED/PREMIUM-booking trade-off — the certain premium surcharge vs the expected rollover-delay cost of riding spot (roll prob × delay days × per-day criticality cost). It recommends spot, a guaranteed booking, or — if your committed volume justifies it — a named-account allocation. Proves: peak/CNY → book earlier + pay for the guarantee; slack market → ride spot. Honest (regla 7): INDICATIVE rollover probabilities & premiums by band (reusing the real seasonality/equipment calendars) — not a space guarantee or carrier quote. PREMIUM: pay per call with x402 (USDC on Base) or a prepaid key.

Cold-chain / pharma (GDP) compliance for a TEMPERATURE-CONTROLLED shipment — beyond a reefer setpoint. Give the lane + the product (e.g. 'pharma vaccines 2-8°C', 'frozen seafood', 'bananas') or a sensitivity class, and it returns the temperature requirement, the THERMAL-EXCURSION risk across the transit, the recommended MODE + thermal packaging, and the GDP datalogger/chain-validation needs. The core insight: excursion risk RISES with transit DURATION. It reads the iter3 transit p90 for the ocean routing and runs a survival model per packaging option (ocean active reefer, ocean qualified-passive PCM/VIP, active air) — a long Cape-diverted reefer accumulates far more deviation exposure (and a gen-set/fuel/plug failure tail) than a 3-day air leg. Each option is totalled = freight + packaging premium + monitoring + EXPECTED THERMAL LOSS (excursion × loss-fraction × cargo value), and the lowest-total option wins. Proves: pharma 2-8°C on a long transit → high excursion risk → fly it with active cooling OR use qualified passive packaging; a frozen load on a short lane → ocean reefer is fine. For GDP cargo it mandates continuous data-logging, pre-cool, a validated lane and a documented chain. Honest (regla 7): INDICATIVE GDP/cold-chain model — excursion probabilities, MKT, packaging performance and loss fractions are modeled typicals, NOT a GDP qualification, stability statement or QA release. PREMIUM: pay per call with x402 (USDC on Base) or a prepaid key.

Benchmark a rate you ALREADY PAY against the market — the 'am I being clamped?' check every shipper wants. Give the lane + the rate you pay (paid_rate_usd) and it places that rate in the MARKET BAND of the corridor (percentile against p20 / median / p80), built from the cross-validated index mid (Drewry WCI + Freightos FBX) and the corridor's modeled rate dispersion. It returns where you sit (p20 = a strong price, median = fair, p80 = over-paying), how much you OVER- or UNDER-pay vs the market mid in $/container and per YEAR at your volume, and the LEVER to correct it — renegotiate to the median, tender the lane, switch carrier/alliance, or lock a good price. A contract rate sitting above the median in a soft/falling market is flagged for renegotiation, not just labelled expensive. Proves: a rate at the p80 → 'you over-pay $X/ctr; renegotiate toward the median to save $X×volume/yr'; a rate at the p20 → 'good price, hold it'. The SAME rate is placed differently as the live band moves. Honest (regla 7): the band is a MODELED dispersion around the index mid, NOT a panel of real quotes — a true benchmark needs a rate panel (Xeneta/SeaRates). PREMIUM: pay per call with x402 (USDC on Base) or a prepaid key.

Plan the terminal APPOINTMENT and the box sequence so you don't eat demurrage & detention. US/EU terminals require a timed appointment to pick up the import container and to return the empty; miss the window and dwell climbs and D&D starts. Give the lane + ship date and it reads the destination port congestion (iter7) at arrival, derives APPOINTMENT-SLOT availability (how far out the first slot is and how likely a desired slot is missed — the real dwell driver), then returns: the OPTIMAL PICKUP WINDOW (late enough not to pre-pay storage, with a reserve for a missed slot, by-date inside your free days), the PICKUP→EMPTY-RETURN sequence (a dual transaction where the port supports it to cut detention), and the expected D&D of the plan vs sending the trucker blind, with the saving. Proves: a congested port (LA/LB at peak) → tight slot window, book earlier, dual-transaction the empty → saves $X of D&D; a fluid port → same-day slots, relaxed window, no premium. Honest (regla 7): INDICATIVE — appointment availability, slot scarcity and dual-transaction behaviour are modeled by port & congestion band, NOT a live terminal appointment feed (eModal/Voyage/TideWorks). PREMIUM: pay per call with x402 (USDC on Base) or a prepaid key.

Choose the right freight INTERMEDIARY — freight forwarder, 3PL/4PL, customs broker, NVOCC or carrier-direct — and know how to grade them. Give a NEED profile (priority cost vs service, cargo specialisation reefer/dangerous-goods/project/e-commerce/high-value, annual volume, corridor count, whether you need warehousing, whether customs is the hard part) and it scores every provider archetype on weighted criteria (corridor coverage, specialisation, technology/visibility, customs depth, cost, service, financial stability), RANKS them, recommends the provider TYPE (+ a pairing, e.g. niche forwarder + customs broker), and emits a weighted SCORECARD you fill in for real candidates. Proves: a reefer-heavy, low-volume, service-led need → a niche cold-chain forwarder tops the rank (NOT a generic mega-3PL); a high-volume cost-led need on a few lanes → carrier-direct / NVOCC; a customs-heavy need pulls in a customs-broker pairing. The criterion weights shift with the need, so the recommendation changes when the profile changes. Honest (regla 7): INDICATIVE archetypes & weights — NOT an endorsement of, or performance claim about, any named provider; run your own RFI/references. PREMIUM: pay per call with x402 (USDC on Base) or a prepaid key.