New York Shipping Guide: Packages, Pallets, Freight, Furniture & Luggage

New York is not a bigger version of the state guides that came before it. Its defining freight fact is that most of the freight on its system is not New York's freight at all — it is cargo passing through on the way between the Midwest, Canada and the rest of the Northeast. The second defining fact is the mirror image: what New York businesses do ship stays remarkably close to home, travelling an average of 52 miles when it stays in state. This guide separates those two things carefully, because conflating them is how most New York shipping pages go wrong — and then answers the practical question underneath: what will it cost to ship your package, pallet, furniture or luggage out of New York, and which method should you use?

1. Executive Summary

New York’s freight signature is a paradox, and most pages written about shipping here get it wrong by taking one half and ignoring the other. The first half: most of the freight on New York’s transportation system is not New York’s freight. In the state’s own commodity-flow analysis, through movements — cargo that neither starts nor ends in New York — are the largest category in both weight and value, at 38.0% of tons and 42.1% of value [4]. No other state in this series is dominated by traffic merely passing over it.

The second half: what New York businesses ship barely leaves the neighbourhood. In the most recent federal survey, 74.7% of New York-origin tonnage stayed inside the state, moving an average of just 52 miles [1]. New York is simultaneously a continental crossroads and the shortest-haul freight market in this series. Everything practical here follows from holding both facts at once: the numbers that make New York look enormous belong to traffic you are not part of.

1.1 Six findings for a shipper

1. Through freight is the state’s defining flow, and it is not yours. Through movements carried 355.4 million tons worth $543.8 billion in the 2021 modelled analysis, ahead of inbound (258.7 Mt), outbound (166.9 Mt) and within-state (153.7 Mt) [4]. When a source quotes a huge New York tonnage, check whether it includes traffic that never stops here.
2. Parcel carries nearly a quarter of everything New York ships by value. Parcel, USPS and courier shipments were 1.1% of outbound tonnage and 23.0% of value — $154.6 billion [1] — the highest parcel value share in this series, ahead of Washington at 20.5% and Oregon at 16.2%.
3. New York is a net importer by weight, decisively. New Jersey sent 25.2 million tons in and took 12.9 million back; Pennsylvania 19.0 against 11.4; Minnesota 12.3 against 0.8 [1]. Equipment arriving loaded has to leave, so outbound capacity from the metro is structurally easier to buy than inbound.
4. Manhattan now charges trucks by the entry. Since January 5, 2025, a single-unit truck entering below 60th Street pays $14.40 at peak by E-ZPass and a multi-unit truck $21.60 — and unlike cars, trucks are not capped at one charge per day [18].
5. Shipping across New York State costs as much as shipping to four other states’ largest cities. From New York City, Philadelphia is a zone 2 move at 81 miles, and Boston, Baltimore and Washington are all zone 3 — the same band as Buffalo, inside New York, at 292 miles. Only Philadelphia and Albany are cheaper.
6. People are leaving, and that reverses household shipping demand. New York lost 137,586 residents to other states in the year to July 2025, offset by 95,634 net international arrivals and 42,815 of natural increase — leaving a net change of just +1,008 once the Census Bureau’s small residual is added [13][14]. United Van Lines ranked it the second most outbound state at 58% [16]; U-Haul placed it 47th of 50 [17].

2. New York Shipping Market at a Glance

Two totals appear above on purpose. The 936.5 million tons is everything moving on New York’s system including cargo passing through, from a modelled vendor dataset with a 2021 base year. The 332.5 million tons is what New York establishments themselves shipped, measured by federal survey in 2022. They are not interchangeable; section 21 explains both.

2.1 The freight geography

New York is really four freight markets wearing one name.

New York City and Long Island — 8.6 million people in the five boroughs and close to three million more in Nassau and Suffolk — form the densest consumption market in the country and the hardest delivery environment. Almost nothing is produced here at scale. Freight arrives, is broken down and is delivered in small units over short distances, exactly what the 52-mile intrastate average describes, and the constraints are regulatory rather than geographic: truck routes, three-hour commercial parking limits, walk-up buildings, and since 2025 a per-entry toll below 60th Street.

North and west of that, three more markets. The Hudson Valley and Capital Region, on I-87, is where the warehousing went when Long Island and New Jersey filled up, and Albany is the pivot between the city, Canada and the Midwest. The Mohawk corridor and Western New York, on I-90 along the old Erie Canal route, is the industrial spine and the link to the Great Lakes; Buffalo prices like the Midwest. The Southern Tier and North Country, on I-86 and I-81, are thinly populated, with limited-access and delivery-area surcharges routine. A New York address can mean a Manhattan doorman building or a farm in Franklin County, and the accessorials differ by more than the freight does.

3. How New York’s Freight System Works

NYSDOT adopted its current Freight Transportation Plan in August 2024 [4]. Its statewide picture rests on a licensed commercial commodity-flow database with a 2021 base year — modelled, not surveyed, which governs how every figure in this section should be read.

Source: NYSDOT 2024 State Freight Plan, consultant analysis of a licensed commercial commodity-flow database, 2021 base year [4]. This is modelled data, not a measurement. Two cautions carried from the plan itself: pipeline volumes in the underlying dataset include only cross-border flows with Canada and are therefore understated; and the plan’s narrative text transposes the rail and water shares relative to this figure — the figure is the correct reading. Rows sum to 934.7 million tons and $1,290.2 billion against the stated totals, a rounding difference the plan carries; the published shares are computed on those directional totals.

3.1 What the state actually owns and maintains

The physical system behind those numbers, as the plan inventories it [4]:

• Highway. 1,730 interstate miles; a National Highway Freight Network of 1,792 miles, 1,145 of them Primary Highway Freight System; and New York’s own Freight Core Highway Network of 4,497 miles, updated in 2023 from truck volumes, about 11% of it rated poor for pavement.
• Rail. Nearly 3,800 active freight rail miles. Four Class I railroads — CSX, Norfolk Southern, CN and CPKC — serve 2,037 of them, alongside 33 short line and regional railroads and 7,295 highway-rail crossings.
• Water. 1,315 marine highway miles and eight major ports; 2021 tonnages beyond the Port of New York and New Jersey were led by Albany at 4.6 million tons, Port Jefferson at 2.6 million and Buffalo at 1.1 million. The Canal System adds 524 miles with 56 locks, 33 on the Erie Canal, where commercial operators pay a $750 annual fee rather than per-lock charges. NYSDOT is direct about the canal’s modern role: historically the heart of the state’s maritime system, today one asset among several, with much infrastructure dating to around 1920.
• Air and pipeline. Six major air cargo facilities, led overwhelmingly by JFK; and about 94,800 pipeline miles, roughly 93,000 of which distribute gas rather than move freight in any commercial sense.

NYSDOT publishes no headcount of freight-dependent jobs, only the share: the freight system underpins about 18% of state GDP and 25% of statewide employment [4][5].

4. New York Freight by the Numbers

Section 3 described everything moving on New York’s system. This is narrower and more useful: what New York establishments themselves ship, from the 2022 Commodity Flow Survey [1].

Source: 2022 Commodity Flow Survey, New York origin [1]. The survey covers mining, manufacturing, wholesale and selected retail and services establishments, excluding farms, most retail, construction, government and all household shipments — so it counts none of the personal shipping in sections 12 and 14 to 16. “Withheld” means the Census Bureau suppressed the figure; it does not mean zero. Rail, water, air and pipeline tonnages are suppressed for New York, together accounting for the 17.7 million tons between the truck line and the single-mode subtotal; a further 45 thousand tons of other multiple modes sits between the parcel, truck-and-rail and truck-and-water rows and their parent.

Three things in that table are genuinely New York.

Truck dominance is extreme. At 88.5% of tonnage, truck carries a larger share of New York-origin freight than in any other state in this series — Washington is 64.4%. New York’s bulk commodities travel short distances by road rather than long distances by rail or barge.

Customer pick-up is remarkably large. 62.6 million tons — 18.8% of everything the state ships — left on a vehicle the buyer sent: a construction-materials and wholesale pattern, and a reminder that much New York freight never enters a carrier’s system at all.

Parcel carries the value. 3.8 million tons, 1.1% of weight, $154.6 billion and 23.0% of value. The average parcel shipment travelled 847 miles — nine times the average truck haul — which is to say the parcel network is how New York reaches the country while its trucks work the metro.

4.1 Inside versus outside: the 52-mile state

Of 332.5 million tons, 248.3 million (74.7%) never left New York, carrying $306.2 billion — 45.6% of value. The 84.2 million tons that crossed a state line carried $364.7 billion, which is 54.4% of value [1].

Source: [1]. Out-of-state figures are the all-modes total less the within-state row. The 515-mile all-modes average is pulled far above the 52-mile intrastate figure by long-haul parcel and air shipments.

That 52-mile average intrastate haul is the number to remember. California’s statewide average shipment travels 897 miles and Washington’s 346. New York’s in-state freight moves a distance you could drive in an hour, because it is aggregate, fuel, food and consumer goods for twenty million people.

The consequence is unusual: in New York, cost is driven less by distance than by access. A pallet going forty miles from Queens to Westchester can cost more than one going two hundred miles to Boston, because the short move involves a residential street, a parking restriction, a liftgate and possibly a congestion toll, while the long one is dock to dock. Sections 14 and 15 quantify that.

5. Through Freight: New York as a National Gateway

This is the chapter that separates New York from every other state guide, and it rests on one finding from the state’s own freight plan.

Source: NYSDOT 2024 State Freight Plan, Figure 15, “Commodity Flow by Direction (2021)” [4]. Base year 2021; consultant analysis of a licensed commercial commodity-flow database — modelled, not measured, and neither the Commodity Flow Survey nor the federal Freight Analysis Framework. Percentages sum to 99.8% in both units as published. The plan states that “by both volume and value, through movements constitute the largest share, followed by inbound, outbound, and within movements.”

5.1 Why New York carries other people’s freight

Look at the map without the state borders. Freight from the Midwest heading for New England crosses New York; so does freight from Ontario and Quebec bound for the Mid-Atlantic and the South, and freight from the port heading inland. The Thruway and I-81 are national and international roads that happen to lie inside New York’s borders.

The plan quantifies the truck share directly: through truck movements alone totalled close to 140 million tons worth $311.3 billion in 2021 [4], and it projects through traffic reaching around 80% of the state’s maritime volume and value by 2050.

5.2 What through freight means for your shipment

It is tempting to read a huge through-freight number as good news — more trucks, more competition, lower prices. Sometimes that is true, sometimes the opposite.

• It helps on the trunk routes. I-90 between Albany and Buffalo and I-87 between the city and Albany carry heavy, continuous, scheduled traffic. Carriers run these lanes whether or not you ship, so space is available and LTL pricing is competitive.
• It hurts by competing for the same road. Through traffic uses the same congested approaches, bridges and border plazas as your delivery, and contributes to the pavement problem NYSDOT flags on its Freight Core Highway Network.
• And it is irrelevant inside the metro. A truck running Toronto to Philadelphia via Buffalo and I-81 has no bearing on the cost of getting a sofa out of a Brooklyn walk-up.

The practical instruction is simple: when you price a shipment out of New York, ignore the through-freight numbers entirely. They describe the road, not the market you are buying in.

6. Port of New York and New Jersey

The Port of New York and New Jersey is the largest container gateway on the US East Coast and the second busiest in the country for loaded containers [7]. It is also the most commonly misused statistic in New York shipping content, for one reason worth stating before any number appears.

Source: Port Authority year-end 2025 results [7][25]; 2024 comparisons from its annual port summary [8]; the 2025 rail-lift figure is rounded, from the annual port update [26]. Loaded containers were 66.9% of total TEUs, the rest empty repositioning. The Port Authority describes the port as second busiest in the United States for loaded containers; no 2025 ranking on total TEUs including empties was published, so none is claimed. No 2025 vehicle unit count was published, only the percentage change.

2025 was a modest recovery in loaded volume, a sharp fall in vehicles and a strong year for rail. ExpressRail lifts rose 12.4%, which matters because rail is how the port reaches the interior without adding trucks to the metro network. Even so, those lifts equal roughly 8% of TEU throughput — lifts count containers, not TEUs — so this remains a truck-dominated gateway.

6.1 Why port volume is not your shipping rate

This is the most common misunderstanding in state shipping guides: the 8.9 million TEUs that moved through the port in 2025 have almost nothing to do with how you ship a box, a pallet or a sofa.

Container freight is a bulk channel: full or consolidated containers booked with a steamship line or forwarder, requiring a bill of lading, commercial invoice, packing list, customs entry and usually a broker, on a schedule measured in weeks. Parcel and LTL is door-to-door: individual pieces or pallets through an integrated carrier’s network in days. Port statistics describe the regional economy and terminal congestion. They are not a price list.

6.2 The other New York ports

New York’s non-container maritime freight is small, real and upstate: in NYSDOT’s 2021 figures Albany handled about 4.6 million tons as the head of navigation for deep-draft vessels on the Hudson, Port Jefferson 2.6 million, Buffalo 1.1 million, Oswego 282,000 and Ogdensburg 179,000 [4]. These handle bulk, breakbulk and project cargo — road salt, aggregate, grain, wind components — not containers.

7. JFK and Air Cargo

Air freight is 0.3% of New York’s tonnage and 3.0% of its value in the state’s modelled analysis [4], but that understates what JFK does. It is the country’s premier international air gateway, and for a shipper it is the difference between a package reaching Europe in two days and a pallet reaching it in five weeks.

Cargo tonnage from Port Authority airport traffic reports, in US short tons of revenue freight, excluding mail, as the Port Authority rounds them [22][23]; landed weight and rank from the FAA’s CY2025 all-cargo airports file [24]. The two columns measure different things: landed weight is the certificated weight of arriving freighter aircraft, not the cargo aboard, and counts freighter operations only — which understates JFK, an unusually heavy belly-cargo airport. Newark is context; it is in New Jersey. The Rochester figure is what the FAA file shows, without a cause asserted.

JFK handled about 1.6 million short tons in 2025, down from roughly 1.68 million in 2024 — around 7%, consistent with the 7.8% fall in all-cargo landed weight [22][23][24]. Passenger traffic, a separate measure from a separate source, was 62.6 million against 63.3 million, down about 1%, in a system carrying 142.7 million [25]. Passengers matter to cargo because of belly capacity: every widebody leaving JFK for Europe or Asia is also a freight vehicle.

The upstate pattern ran the other way: Syracuse and Buffalo both grew their all-cargo landed weight while JFK, Newark and Stewart fell. This guide notes the divergence without asserting a cause.

For a shipper the points are narrow. Air is the only realistic option for time-critical international shipments, high-value goods where weeks of transit cost more than the freight, and perishables. It is priced by chargeable weight — the greater of actual and volumetric — so a light bulky box is expensive in a way ground shipping only partly prepares you for.

8. New York–Canada and the Northern Border

New York carries more truck traffic from Canada than any state except Michigan. In 2025, 1,372,611 trucks entered the United States through New York ports of entry — 26.1% of all trucks entering from Canada [6].

Source: BTS Border Crossing/Entry Data, incoming trucks, 2025 [6]. Port totals sum exactly to the state total in both years. Nationally, 5,267,429 trucks entered the United States from Canada in 2025, down 5.1%. Cape Vincent has never reported truck traffic and reported no 2025 data of any kind.

BTS reports Buffalo–Niagara Falls as a single port covering the bridges in that area. Beyond trucks it recorded 3,678,378 personal vehicles, 7,745 buses and 1,546 trains inbound in 2025 [6], and passenger measures fell far more steeply than freight — personal vehicles down 16.3%, bus passengers down 28.4% — while trucks fell only 3.7%.

8.1 What actually changes when a shipment crosses

A parcel or pallet from New York to Ontario is an international shipment with everything that implies, even though the drive from Buffalo to Toronto takes under two hours.

• Tax. Canada charges 5% federal GST and provinces add their own: Ontario a combined 13% HST, Quebec 5% GST plus 9.975% QST, several Atlantic provinces 15% HST [43].
• Low-value thresholds. For US-origin goods by courier, under C$40 is free of duty and tax; C$40–150 attracts tax but no duty; above C$150, both [43].
• Origin. Goods qualifying as US-origin under CUSMA enter duty-free at any value; goods made elsewhere and merely shipped from New York do not — a distinction that matters unusually much here, where re-exports were 45% of 2025 goods exports. Used personal effects accompanying a move enter under settler’s-effects relief with an inventory and proof of the move.
• Brokerage. Express carriers clear low-value shipments under simplified procedures and bill a disbursement fee when they front duty and tax. Ground shipments often attract a separate brokerage charge — ask what it is before booking.

8.2 The 2025 tariff year

2025 was the most disrupted year in US–Canada trade in decades. Tariffs of 25% on Canadian goods took effect in March, with CUSMA-compliant goods exempted days later; Section 232 steel and aluminium duties rose to 50% in June; on August 1, 2025 the rate on non-CUSMA goods rose to 35%, copper to 50% [45]; Canada removed most retaliatory tariffs on September 1. In February 2026 the Supreme Court struck down the tariffs imposed under emergency economic powers [46], leaving the Section 232 duties on steel, aluminium, autos, copper and lumber in force.

Two things follow. CUSMA-compliant goods were exempt throughout, which is the main reason New York truck volumes fell 4.3% rather than collapsing. And any guidance written during 2025 describing a flat 35% tariff on Canadian goods is now wrong — verify the current rate for your commodity before quoting a landed cost.

8.3 New York–Canada trade, and the jewellery anomaly

New York exported $16.5 billion of goods to Canada in 2025 and imported $21.4 billion [44]. The composition is distinctively New York: the largest category in both directions is pearls, gemstones, precious metals and jewellery — $3.6 billion outbound and $5.3 billion inbound. After that New York sends paper and paperboard ($664 million), aluminium ($482 million) and natural gas ($384 million), and receives natural gas ($1.4 billion), aluminium ($1.1 billion), automobiles ($788 million) and electricity ($536 million) [44]. That two-way flow of high-value, low-weight goods is why the state’s trade value is so much larger than its freight tonnage suggests.

9. Major New York Freight Corridors

New York’s freight geography is six interstates and one river valley, all within NYSDOT’s 4,497-mile Freight Core Highway Network [4].

9.1 What those corridors cost in parcel terms

Distance turns into price through zones. The table prices a standard box from New York City at 2025 published FedEx Ground rates; “all-in” adds the $5.95 residential surcharge and 20% fuel [38][39].

List rates from FedEx Standard List Rates effective January 6, 2025 [38]. All-in = list + $5.95 residential + 20% fuel; excludes delivery-area, additional-handling and peak surcharges. Zone bands: 2 ≤150 mi, 3 ≤300, 4 ≤600, 5 ≤1,000, 6 ≤1,400, 7 ≤1,800, 8 >1,800. Distances are great-circle between city centres.

Two features of that table are New York’s alone.

New York City’s cheap zones cover other people’s states. Philadelphia at 81 miles, Baltimore at 169, Boston at 190 and Washington at 204 are all zone 2 or 3; from Seattle, only Portland is zone 2 and California is zone 5. A New York shipper reaches tens of millions of people at the two lowest priced zones — the largest structural advantage of shipping from this metro, and why so much national e-commerce fulfilment sits in the New Jersey and Hudson Valley warehouse belts.

And Buffalo is one of those other people. At 292 great-circle miles, Buffalo falls into zone 3 — the same band as Boston, Baltimore and Washington, and above Philadelphia and Albany. New York is a long state, and intrastate is not a discount.

10. What New York Ships

New York’s outbound mix splits sharply between very heavy, very cheap material moving very short distances and very light, very expensive goods moving a long way.

Source: [1]. “Mixed freight” is consolidated consumer goods. Pharmaceutical tonnage is suppressed, so no dollars-per-ton can be computed; its value carries a high coefficient of variation and is indicative. The rows are not exhaustive and do not sum to the state total.

Pharmaceuticals are New York’s most valuable outbound commodity at $70.0 billion — more than electronics, more than miscellaneous manufactured goods, more than all the state’s mixed consumer freight. That sector ships small, dense, high-value, temperature-sensitive product by air and parcel, and it is a large part of why parcel carries 23% of the state’s shipment value.

At the other end, gravel and crushed stone is the tonnage story: 89.2 million tons, nearly 27% of everything New York ships by weight, at $13 a ton over 43 miles. Add gasoline at 41 miles, other petroleum products at 36 and fuel oils at 15, and about 46% of outbound tonnage is aggregate and fuel moving less than an hour by truck — a market no parcel or LTL carrier participates in.

10.1 International exports, and a number that needs explaining

New York exported $153.1 billion of merchandise in 2025 on the Census origin-of-movement series, third among the states behind Texas and California and 7.0% of the national total [9]. The USTR profile, compiled on a later vintage, puts the same year at $158.6 billion [10]; both are cited because the difference is a data vintage, not an error. The headline change is extraordinary — exports rose 67.8% in a single year from $91.2 billion [9] — so before anyone builds a business case on it, here is what drove it.

Source: US Census Bureau, state exports by origin of movement, December 2025 and December 2024 year-to-date [9]. Re-exports are goods of foreign origin that pass through the United States and leave again in substantially the same condition.

Re-exports were 45.4% of 2025 goods exports and more than doubled year on year. The destinations explain why. Switzerland — the world’s gold refining centre — was the largest export market at $55.0 billion, 35% of the state total, ahead of Canada at $20.0 billion, the United Kingdom at $17.7 billion, Hong Kong at $12.6 billion and France at $5.1 billion. Primary metal manufacturing, the category carrying bullion, was $85.7 billion, about 54% of everything New York exported [10].

11. What Comes Into New York

Inbound freight tells a different story from outbound, and the difference is the most useful thing in this guide for anyone pricing a lane.

Source: [1]. Several estimates carry Census coefficients of variation between 20% and 48% and are indicative rather than precise; the Texas and Minnesota inbound figures are the least precise. “Inbound ratio” is calculated here, not published.

11.1 Reading the two directions together

New York takes in roughly twice what it sends to its neighbours: New Jersey 25.2 million tons in against 12.9 back, Pennsylvania 19.0 against 11.4, Ohio 6.5 against 3.9. That is the freight signature of a consumption economy — goods arrive to be eaten, burned, built with or sold, and the trucks that brought them leave lighter.

Minnesota is the strangest line in the table: 12.3 million tons in against 0.8 million out, almost fifteen to one, at $817 a ton. Maine shows the same pattern at 4.1 to 1 and $782 a ton. These are bulk movements of low-value material — a meaningful share of what enters New York arrives as raw input rather than finished goods.

Value per ton runs the other way: Illinois sends only 3.1 million tons but at $5,107 a ton, the highest on the list. Short-haul neighbours send weight; distant states send value.

The operational consequence is concrete: outbound capacity from the New York metro is structurally easier to buy than inbound capacity into it. A carrier with an empty trailer heading out of New Jersey or the Bronx prices against its marginal cost rather than its tariff. If you ship from New York, that imbalance works in your favour, and comparing quotes is how you collect it.

11.2 Imports

New York imported $213.8 billion of merchandise in 2025, third behind California and Texas and 6.3% of the national total, up 33.9% from $159.7 billion [11]; the margin over fourth-placed Illinois is under $3 billion, so the ranking is narrow. Set that against exports of $153.1 billion, of which $69.4 billion is re-exported foreign goods, and a very large share of New York’s international trade is material passing through — the maritime and air version of the through-freight pattern in section 5.

12. Personal Shipping in New York

No government agency counts household shipments: the Commodity Flow Survey excludes them by design, NYSDOT measures tonnage rather than customers, and no carrier publishes parcel volume by state. This section builds the picture from national benchmarks and New York indicators, and labels every estimate.

12.1 Small packages

Americans received 23.1 billion parcels in 2025, up 3.3%, at 67 per person and 171 per household, at an average of $9.34 per parcel. By volume Amazon Logistics carried 6.9 billion, USPS 6.2 billion, UPS 4.3 billion and FedEx 3.9 billion; by revenue the order inverts, with UPS at 31.6% and FedEx at 30.8% [12]. The Postal Service separately reported 6.837 billion shipping and package pieces in fiscal 2025, down 5.7%, on $32.58 billion of revenue [41]; the two USPS figures use different definitions and should not be mixed.

No official New York parcel count exists. Applying those national rates to Census counts gives 7,722,646 households × 171 = 1.32 billion and 20,002,427 people × 67 = 1.34 billion — roughly 1.32 to 1.34 billion parcels delivered in New York in 2025, about 3.6 to 3.7 million a day. That is a Tier 4 estimate. What is verified is that New York businesses shipped $154.6 billion by parcel, USPS and courier in 2022 — 23.0% of their shipment value, the highest in this series [1].

12.2 What personal shipping costs from New York

Table 10 prices a standard box by destination. As a curve, the same rates make two things visible that a table hides.

First, the step at 100 lb: zone 2 jumps from $32.75 at 70 lb to $70.39 at 100 lb, the heavy-package tier and the point at which pricing the shipment as freight becomes worthwhile. Second, the zone spread widens with weight — at 10 lb Los Angeles costs 66% more than Philadelphia; at 70 lb, 199% more.

12.3 Residential delivery, surcharges and New York access

On 2025 published rates FedEx charged a $5.95 residential surcharge per package on Ground and Home Delivery and $6.55 on international express; additional handling ran $27 to $38 internationally; oversize charges ran $240 to $305 domestically [38][39]. Delivery area surcharges apply on top across the Adirondacks, the North Country, the Catskills and eastern Long Island, though not in the metro.

New York adds two access problems that appear on no rate card. Vertical access: much of the housing stock is walk-up, and while parcel carriers climb, freight carriers do not — a furniture shipment to a fourth floor is quoted as a stair carry, priced per flight. Curb access: commercial vehicles in Manhattan between 14th and 60th Streets may not stand in one block for over three hours, 7 a.m. to 7 p.m. except Sundays, and double parking to load is capped at 20 minutes [32][33].

12.4 Moving boxes, personal effects and household moves

New York’s net population change in the year to July 2025 was just +1,008: 42,815 of natural increase and 95,634 net international arrivals against 137,586 residents lost to other states [13][14]. New York City fell 12,196 to 8,584,629 [15]. United Van Lines ranked the state second most outbound at 58% [16], U-Haul 47th of 50 [17]. Method follows scale: under 15 boxes, parcel; one to six pallets, LTL; a household, a licensed mover.

How New York regulates movers

Intrastate household goods movers are regulated by NYSDOT under Transportation Law Article 8 and 17 NYCRR Part 814 [28][30]. The protections that matter:

• Certificate of authority. The mover must hold one and show its number, in the form T-#####, in advertising; NYSDOT’s booklet warns against any mover that cannot give one [28]. The online lookup is currently labelled as under development, so the department’s motor carrier line, 1-800-786-5368, is the reliable check [31].
• Written estimates, with three overage rules. On an hourly-rated move, if charges exceed the written probable cost by more than 25%, the mover must deliver on payment of that cost plus 25%, with 15 business days for the balance. On a weight-rated move and on a written binding estimate the threshold is 10%. Extra services you requested — long carry, shuttle, stair carry, elevator charges — are chargeable in full at delivery [28][29].
• Valuation is the trap. On hourly-rated moves the free released value is 30 cents per pound per article — half the familiar federal 60-cent figure, which applies to weight-distance moves. Declared value costs 50 cents per $100, and if you write nothing the shipment is deemed released at $1.25 times its weight [29]. Claims should be filed within 90 days; the mover must acknowledge within 30 days and resolve within 120 [28].

Moving out of New York is federal, under 49 CFR Part 375 [48]: Full Value Protection is the default and must be waived in writing to drop to 60 cents per pound, a non-binding estimate caps payment at 110% at delivery, and the mover must offer arbitration, binding at your request for claims up to $10,000.

12.5 Shipping a vehicle from New York

Vehicle transport is a separate industry with its own licensing: interstate auto carriers need FMCSA operating authority, and brokers need their own authority and a $75,000 surety bond [49]. Cargo insurance is not federally required for general-freight carriers, so coverage on an auto hauler is contractual, typically $100,000 to $250,000 per vehicle — ask for the certificate.

Tier 4, industry estimates — not official data. A consumer-comparison survey of nearly 800 quotes from more than 13 car shipping companies, collected October 2025 [50]. No credible source publishes car shipping costs specifically originating in New York, so none are invented here. Use distance instead: New York City to Florida is roughly 1,100 miles, to Chicago about 710, to Texas about 1,400 and to California about 2,450, with transit of roughly 2–3 days per 500 miles.

One New York constraint catches people out. Commercial vehicles, car carriers included, are banned from the parkways [36] — the Belt, Hutchinson, Saw Mill, Grand Central and Henry Hudson among them — and many overpasses are under eleven feet. A transporter will not collect from an address reachable only by parkway, and in much of the city will ask to meet at a wide commercial street. Agree the pickup point when you book, not on the day.

There is also no federal entitlement to ship belongings inside the car. The common allowance — roughly 100 lb, in the trunk, below the window line — is carrier policy, and those belongings travel at owner’s risk, outside the cargo policy [51].

13. Commercial Shipping in New York

Commercial shipping divides into four patterns with different cost structures: inventory replenishment on recurring fixed lanes, priced on contract rather than list; equipment and machinery, crated and oversized, where crating, liftgate, inside delivery and full-value coverage dominate; samples and small commercial parcels, usually international, where declared value and documentation decide the cost; and last-mile metro delivery, where tolls, parking exposure and dwell time do.

Inventory is the one category where a business should never use published rates. Samples cause more surprise customs charges than anything else: a sample of no commercial value still needs a declared value, and writing “$0” will stop the shipment.

13.1 Documentation

A commercial international shipment needs an invoice on letterhead with a tax ID, a packing list, the correct incoterm (DDP where the shipper pays duty, DAP where the recipient does), HS classification per line, a certificate of origin where a trade agreement is claimed, export control screening, and an AES filing above $2,500 per Schedule B line. For New York’s high-value goods, add the carrier’s declared-value limits — frequently lower than the shipment is worth.

13.2 The Manhattan toll: New York’s unique delivery cost

On January 5, 2025 New York became the first American city to charge vehicles for entering its core. The Central Business District Tolling Program covers Manhattan south of and including 60th Street, excluding the FDR Drive, the West Side Highway and the Hugh L. Carey Tunnel connections to West Street — though a vehicle moving between an excluded road and a river crossing on local streets is tolled [18].

MTA published rate schedule [18][59]. Peak is 5 a.m.–9 p.m. weekdays and 9 a.m.–9 p.m. weekends. Crossing credits apply by E-ZPass at peak only, via the Lincoln, Holland, Hugh L. Carey and Queens-Midtown tunnels. Critical asymmetry: passenger vehicles are capped at one toll per day; trucks and buses are charged on every entry, with no cap. These rates are 60% of the fully approved schedule, rising to 80% for 2028–2030 and 100% from 2031 [21]. A separate MTA web page displays the 2031 approved figures rather than the rates being charged.

The per-entry structure is what makes this a freight cost rather than a commuting cost. A single-unit truck making two zone entries a day, 250 days a year, faces 500 charges at $14.40 — about $7,200 a year before credits. That is arithmetic from the published rate, not a published statistic, but it is the calculation every carrier serving Manhattan has now done.

In the first year, per the MTA [19][20]: about 27 million fewer vehicles entered the zone, roughly an 11% reduction, with weekday speeds inside it up 4% and truck speeds up 5.6%. Truck traffic on the bypass corridors fell rather than rose — the BQE down 10.2%, the Major Deegan 9.2%, the Cross Bronx 4.3% — cutting against the prediction that trucks would divert. Single-unit trucks recorded 6,482,842 entries and multi-unit trucks 405,933, together 3.87% of all entries. No dataset measures delivery times; truck speed is the nearest proxy. A federal attempt to terminate the programme was rejected in March 2026 and is under appeal.

13.3 The New York tax position

New York levies no gross-receipts tax the way Washington does. It taxes corporate net income under the Article 9-A franchise tax at 6.5%, rising to 7.25% above $5 million of business income, plus an MTA surcharge in the metropolitan district [56]; the one place gross revenue drives the bill is the fixed dollar minimum tax, scaled by New York receipts from $25 to $200,000. Sales tax is 4.00% at state level and 8.875% in New York City, about 8.54% statewide [55], and a payroll mobility tax applies to larger employers in the metropolitan district [57]. None of this changes a freight rate, but it shapes where businesses put inventory — much of why regional warehousing sits across the river in New Jersey.

14. New York Pallet and LTL Shipping

A pallet is the unit of freight. Getting it right determines the class, the price and whether the shipment survives the trip — and in New York, whether the carrier can legally reach your address.

14.1 Dimensions, weight and class

The standard North American pallet is 48 × 40 inches, which LTL tariffs and trailer layouts assume; a 53-foot trailer holds 26 floor-loaded or 52 double-stacked. Keep the loaded height at or under 48 inches including the pallet. A standard pallet handles 2,000–2,500 lb comfortably, with most carriers setting a practical limit around 4,000–5,000 lb. Nothing should overhang the edge — overhang is the leading cause of damage and reclassification.

Freight class is mostly density: multiply length × width × height in inches, divide by 1,728 for cubic feet, then divide weight by cubic feet. A 48 × 40 × 48 inch pallet is 53.3 cubic feet; at 800 lb that is 15 lb per cubic foot, around class 70, and at 300 lb it is 5.6 lb per cubic foot, around class 125–150. The same goods packed two inches taller can cost a class band more.

FedEx Freight zone-based rates effective January 6, 2025, Priority service [40]. Zones 101–150 are assigned per ZIP pair; the columns are the tariff’s shortest, middle and longest zones, not specific New York lanes. These are published list rates. Contract LTL is routinely discounted by a large fraction of tariff — see section 18.

Moving from class 70 to class 100 adds 29% at 500 lb on a short lane and 43% on a long one — getting class right is the highest-leverage thing a first-time LTL shipper can do.

14.2 Accessorials, and why they dominate New York quotes

LTL was designed for businesses with docks. When either end is a residence a stack of charges applies that can double a short-haul quote: residential pickup or delivery at each end; liftgate, because a trailer floor is four feet off the ground, charged at each end and refused if not booked in advance; limited access for self-storage, schools, construction sites and many rural addresses; appointment scheduling; and inside delivery, because standard LTL stops at the curb.

In most states those are occasional surcharges. In the New York metro they are the normal case, because a very large share of addresses have no dock, no driveway and no legal place for a 48-foot trailer. On a short intrastate lane the accessorial stack routinely exceeds the line haul — the mechanical reason a forty-mile metro move can cost more than a two-hundred-mile interstate one.

14.3 The New York City rules that decide whether a truck can reach you

• Truck routes are mandatory. Under 34 RCNY § 4-13 a vehicle with two axles and six tires, or three or more axles, is a “truck” and must stay on designated routes; one with a local destination may leave at the nearest intersection offering the most direct path, and one with neither end in the borough must use through routes only, carrying a bill of lading on demand [32]. NYC DOT completed the first redesign of that network since the 1970s in September 2026, so confirm current routing [37].
• Parking exposure is priced in. A commercial vehicle may not stand in one Manhattan block between 14th and 60th Streets for more than three hours, 7 a.m. to 7 p.m. except Sundays; metered commercial parking carries the same cap; and none may park on a residential street between 9 p.m. and 5 a.m. Double parking to load is capped at 20 minutes and only where no legal space is open on the block [33]. Fines include $115 for double parking, $95 for a truck loading violation and $115 for exceeding three hours on a Manhattan delivery [34].
• There is an automated overweight camera. A weigh-in-motion system on the Brooklyn-Queens Expressway between Atlantic Avenue and Sands Street issues automatic $650 overweight tickets [34] — the most expensive routine violation in the city for a pallet carrier, and frequently overlooked.
• Size, weight and parkways. Maximum gross weight is 80,000 lb and tractor-trailers are limited to 13 feet 6 inches high, 8 feet wide and 55 feet long, with a per-trip permit needed each way beyond that. Parkways are closed to commercial vehicles entirely, and many overpasses are under eleven feet [36].
• Off-hour delivery is official policy. NYC DOT runs an Off-Hour Deliveries programme for the 7 p.m. to 6 a.m. window [35]. If your receiver can take an evening delivery, say so when quoting — it removes the parking risk carriers price for, and cuts the congestion toll.

14.4 Securing a pallet

Square, even stack, heaviest on the bottom, no overhang. Full-perimeter stretch wrap, at least five turns, wrapping the bottom two courses into the pallet deck. Two banding straps over about 500 lb, corner boards on crushable freight, and the address on at least two sides because labels get torn off. For international shipments use stamped ISPM-15 heat-treated pallets — untreated wood is refused by Canada, the EU, the UK, China and Australia alike.

14.5 How much does it cost to ship a pallet from New York?

It depends on distance, weight, class and access, and the published tariff is an upper bound, not a market price. On the 2025 tariff, a 500 lb class-70 pallet prices at $572 on a short zone, $1,249 on a mid zone and $3,169 on the longest, with minimums of $530, $939 and $2,120 [40]. New York City to Philadelphia or Boston sits at the short end; New York to California at the long end.

Quick rule for one pallet: under 150 lb, price it as parcel too. 150–1,000 lb in the Northeast or along the Thruway, LTL is usually right and the lane is dense. 150–1,000 lb to the South or West Coast, get several quotes — carrier spread is widest on long lanes. Above six to eight pallets, price a full truckload. In every case, get the access questions into the quote before it is given.

15. New York Furniture Shipping

Furniture is the hardest common shipment to price: too big for parcel, too small for a moving company, awkward for LTL. New York makes it harder still, because the building is usually a bigger constraint than the freight.

15.1 What the rules do to furniture

Parcel carriers bill the greater of actual and dimensional weight, calculated as length × width × height in inches divided by 139, with any fraction rounded up [38][39]. For furniture, dimensional weight almost always wins.

DIM and girth calculated from the stated box sizes using the carriers’ published formula, taking the longest dimension as the length [38][39]. Parcel limits: 150 lb, 108 in length, 165 in length + girth; oversize charge above 96 in length or 130 in length + girth.

15.2 The selection model

15.3 The two New York questions

Which floor, and is there an elevator? A stair carry is priced per flight by every carrier that will do it, and many LTL carriers will not. A sofa going to a fifth-floor walk-up in Park Slope is a different product from the same sofa going to a house in Syracuse, and the difference is not mileage.

Does the building require a certificate of insurance? Most New York City co-ops, condos and managed buildings will not admit a mover without a certificate naming the building, the managing agent and often the owner as additional insured, filed in advance and worded to their specification. A carrier who cannot produce one is turned away with the truck loaded, and you pay for the attempt. Many buildings also restrict moves to weekday hours, require advance booking of a service elevator and charge a deposit — none of it on the freight quote, all of it deciding whether that quote is achievable.

16. New York Luggage Shipping

Shipping luggage instead of checking it keeps getting more attractive, and New York has the largest population in the country that needs to.

16.1 Who ships luggage from New York

Students. New York hosted 137,799 international students in 2024/25, second only to California, worth an estimated $5.9 billion to the state economy [42] — NYU 27,532, Columbia 20,733, Buffalo 9,033, Cornell 8,790, Syracuse 5,292 — and adding the far larger SUNY and CUNY populations makes the autumn and spring peaks enormous. International arrivals. 95,634 net international migrants in the year to July 2025 [13], and 62.6 million passengers through JFK [25]. People leaving. With 137,586 residents moving to other states in a single year [13][14], outbound boxes are continuous rather than seasonal.

16.2 Ship it or check it?

Airline fees as published by each carrier and verified September 2026; the Delta row shows both the current fee and the 2025 level, since all three carriers raised fees in 2026 [52][53][54]. All three allow 50 lb and 62 linear inches as standard. Shipping rates are 2025 published FedEx Ground list rates from New York City, all-in adding the $5.95 residential surcharge and 20% fuel [38].

Shipping beats a second checked bag on every domestic lane in the table and beats a first bag on Northeast lanes. It is dramatically cheaper than any overweight fee — a 65 lb bag costing $100 to $150 extra at the airport ships to Boston for about $56 all-in — and it is the only sensible option for a third or fourth bag, where all three carriers charge $200. Two rules regardless: over 70 lb is a heavy package and over 150 lb is freight, and liability on an unboxed suitcase is limited, so box it.

17. New York Shipping Costs

There is no single answer to what shipping costs, and any page offering one flat number is selling something. What can be stated precisely is what drives the number.

Parcel and LTL from FedEx 2025 published tariffs [38][39][40]; all-in adds the $5.95 residential surcharge and 20% fuel. Auto transport is a Tier 4 industry estimate [50]; the toll is from the MTA schedule [18]; international rates are in the companion cost study [58].

Worked examples: a 12 lb box of documents from Manhattan to a Boston business address is $17.34 list on zone 3; 500 lb of palletized inventory from Brooklyn to Chicago is $1,249.15 of tariff line haul before residential pickup, liftgate and appointment; and a three-seat sofa from a Park Slope fourth-floor walk-up is not a parcel shipment at all — 784 lb dimensional weight and 228 inches of length plus girth — so price it as freight with the stair carry in the quote.

18. Published Rates versus Market Rates

Every price in this guide is an undiscounted published list rate. Carriers publish a tariff because it anchors negotiation; almost no business pays it, since discounts follow volume, lane density, predictable pickup patterns and commitment, and in LTL they are routinely a large fraction of tariff. The result is a market with two prices:

• Published rate. What an occasional or household shipper is quoted at the counter or on a public rate tool. This is what Tables 10, 16, 18 and 19 show.
• Market rate. What a carrier will actually accept on a given day, given its capacity on that lane. Invisible from outside, and varying by carrier, week and direction.

18.1 Where the gap is widest in New York

The spread is narrowest where published pricing is already competitive and the shipment simple, and widest where three conditions combine: LTL rather than parcel, where discounting is deepest; a long lane, where minimums and per-mile costs both scale; and an imbalanced direction, where a carrier with empty capacity prices to fill it. New York sits squarely in that third condition, more strongly than any other state in this series — section 11 showed New Jersey sending roughly two tons in for every one it takes back, Minnesota nearly fifteen to one. Outbound capacity from the metro is structurally cheap to buy, and that is exactly where comparing quotes pays.

There is a fourth New York-specific spread: access risk. A carrier quoting a Manhattan or Brooklyn delivery is pricing the chance of a $115 parking ticket, an hour circling for a legal space, a building that refuses entry without a certificate of insurance, and a $14.40 toll on every entry. Carriers with local density absorb that; carriers without it do not. On metro lanes the quote spread reflects local knowledge more than cost.

19. International Shipping from New York

New York ranks third among states for both goods exports and imports, but for an individual or small business the rules that matter are the destination’s.

Compiled from destination customs and tax authorities; full citations by country are in the companion international cost study [58]. Rules change — verify before shipping.

19.1 Documentation

• A commercial or proforma invoice, itemised: description, quantity, unit value, total, country of origin and HS code per line.
• A declared value matching the invoice — it sets both duty and carrier liability — and the reason for export: sale, gift, personal effects, return, sample or repair.
• Recipient details including phone and a tax ID where required: business number in Canada, EORI in the EU and UK.
• For a change of residence, an inventory, passport or visa copy and proof of the move; for wooden pallets or crates, an ISPM-15 heat treatment stamp.

19.2 Personal effects, and the New York high-value problem

Most countries distinguish used personal effects — owned and used before the move, not for sale — from goods. Personal effects accompanying a change of residence often enter duty-free or at reduced rates, but need an inventory, proof of prior ownership and evidence of the move. Declaring “personal items” with no itemisation is the commonest reason these shipments are delayed, and understating value is a customs offence in every major destination that also caps what you can recover if the shipment is lost.

New York shippers hit one problem more than most: carrier declared-value limits. Express carriers cap liability on jewellery, precious metals, watches, art and collectibles well below what such items are worth, and some will not carry them at all in the standard network. Given that these categories dominate New York’s export mix, check the prohibited and limited-items list before packing and arrange separate cover where needed.

19.3 What changed in 2025

The United States ended the $800 de minimis exemption for all countries on August 29, 2025 [47]. That affects inbound low-value parcels rather than New York exports directly, but it reshaped transpacific e-commerce air freight and is part of the context for the JFK cargo decline in section 7. Separately, the US–Canada tariff sequence in section 8 ran through the year and was substantially unwound by the courts in early 2026.

20. New York Shipping Corridors

Section 9 sets out the state's freight corridors and Table 10 prices them. The guides below go deeper on particular shipment types.

20.1 Plan your shipment

• ExpediShip services — parcels, pallets, luggage, furniture and freight
• Duty and tax calculator for Canada and other destinations
• Request a quote for a New York shipment
• Our guarantee
• Contact us

21. Methodology and Data Sources

Every figure carries a tier, and the tier tells you how much weight to put on it.

21.1 Separating 2025 actuals from benchmark data

Most of this guide is genuinely 2025: port volumes, truck crossings, air cargo, trade, population, migration, carrier tariffs, congestion tolls, airline fees and regulation.

Freight flow data is the exception, and it cannot be made 2025. Two different sources measure New York freight flows, and neither produced a 2025 number:

• The Commodity Flow Survey runs every five years; its most recent benchmark is 2022. It is the only official survey of what US businesses actually ship, and every table sourced to it is measured data.
• NYSDOT’s 2024 State Freight Plan uses a licensed commercial commodity-flow database with a 2021 base year. It is a model, not a measurement — and the only source for the through-freight split, which no federal survey captures.

Anyone quoting a “2025 New York freight tonnage” figure is quoting a projection. This guide states the year every time and never presents 2021 or 2022 flows as 2025 activity.

21.2 How the estimates were built

• New York parcel volume (1.32–1.34 billion). National 2025 per-household (171) and per-capita (67) rates applied to Census counts; no official state parcel count exists.
• Parcel zones and prices. Zones estimated from great-circle distance between city centres using the carriers’ standard bands, where actual zones are assigned by ZIP pair. All-in prices are the published list rate plus the $5.95 residential surcharge, times 1.20 for fuel, excluding delivery-area, additional-handling and peak surcharges.
• Auto transport costs. A commercial quote survey, not official data, labelled Tier 4. No credible New York-specific route prices exist, so none are given. The annual Manhattan toll figure in section 13 is likewise arithmetic from the published rate, not a published statistic.

22. Limitations

No single dataset counts every package, pallet, suitcase and sofa that moves in New York. The gaps, stated plainly:

• Household shipments are not counted anywhere. Every figure in sections 12 and 14 to 16 on personal shipping volume is a national benchmark or a derived estimate.
• Rail, water and air tonnage for New York shippers is suppressed in the 2022 survey, so those rows show value only. Suppressed is not zero.
• The Port of New York and New Jersey is bi-state and publishes no state-level split. Its TEU figures are not New York State freight.
• Through-freight figures are modelled and four years old — the best available, and the only source for the split, but not a 2025 measurement.
• The CFS excludes farms, most retail, construction and government, understating New York’s agricultural and construction tonnage in Tables 3, 4, 11 and 13.
• JFK’s cargo tonnage is published rounded, and the FAA landed-weight series counts freighter operations only, understating a belly-cargo airport.
• Published rates are not market rates, and no marketplace transaction data is used. Section 18 explains the gap; treat every price here as a ceiling.
• Rules change. Tariffs, customs thresholds, surcharges, airline fees, tolls and truck routes all moved during 2025 and 2026 and keep moving. Verify before you ship.

23. New York Shipping Profile 2025

Tiles with a bracketed source are measured or official; “estimate” tiles are derived as described in section 21. No marketplace transaction data was used.

24. How ExpediShip Can Help

Section 18 makes the central point of this guide: every price in it is a published list rate, and published tariffs are what an occasional shipper is quoted. They are the ceiling, not the market. Carriers discount heavily for volume, and a household or small business shipping one pallet, a few boxes or a suitcase out of New York has no volume of its own to negotiate with.

ExpediShip solves that by aggregating. We book through UPS, FedEx, DHL, USPS and freight carriers at bulk-negotiated rates and pass the discount to shipments that would otherwise pay list — which is why the saving is largest on exactly what this guide covers: heavy boxes, single pallets, furniture, luggage and international parcels leaving New York for any of more than 200 countries, Canada included.

What we ship from New York

Before you request a quote

Have the seven items listed in the FAQ ready — ZIP codes at both ends, weight, dimensions of the packed piece, piece count and whether it is palletized, residential or dock at each end, commodity and value, and your timeframe. In New York City add which floor and whether there is an elevator. For shipments to Canada or further afield, our duty and tax calculator estimates what the recipient will be charged on arrival — the figure most first-time exporters forget to budget for.

25. Frequently Asked Questions

References

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33. 34 RCNY § 4-08, parking, standing and stopping. link
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35. NYC DOT, deliveries and the Off-Hour Deliveries programme. link
36. NYC DOT, size and weight restrictions for trucks. link
37. NYC DOT, truck route redesign, September 2026. link
38. FedEx, Standard List Rates, January 6, 2025. PDF
39. FedEx, Service Guide, January 6, 2025: surcharges, limits, oversize. PDF
40. FedEx Freight, Zone-Based Rates, contiguous US, effective January 6, 2025. PDF
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44. Embassy of Canada, New York state trade fact sheet, 2025. link
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46. Supreme Court, Learning Resources, Inc. v. Trump, February 2026. PDF
47. End of the $800 de minimis exemption, August 29, 2025. link
48. FMCSA, 49 CFR Part 375, interstate household goods moves. link
49. FMCSA, operating authority and broker bond requirements. link
50. Move.org, car shipping cost survey, quotes collected October 2025. link
51. AmeriFreight, personal belongings in a shipped vehicle. link
52. JetBlue, checked bag fees. link
53. Delta Air Lines, checked and overweight baggage. link
54. American Airlines, checked baggage policy. link
55. NY State Department of Taxation and Finance, sales tax rates and Pub. 718. link
56. NY State Department of Taxation and Finance, Article 9-A franchise tax. PDF
57. NY State Department of Taxation and Finance, MCTMT. link
58. ExpediShip Research, 2025 International Shipping Cost Study — customs and VAT citations by country. Available on request.
59. MTA, A New Congestion Relief Zone for New York rate schedule. document
60. NYSDOT, Freight Plan programme page and Web Atlas. link