Full and shared container sailings through Long Beach, Newark, Savannah and Houston, with our own customs brokers clearing the entry and our own trucks running the drayage. One company, one reference number, port to door.
Ocean freight costs a fraction of air per pound, and the gap widens the heavier and bulkier your cargo gets. The trade is time — which is only a problem if nobody tells you the schedule honestly.
We book two ways. FCL gives you an entire container, sealed at your dock and not opened again until it reaches the consignee. LCL puts your pallets in a shared box alongside other shippers, so you pay for the space you actually use instead of buying a container you can't fill.
Either way, our licensed brokers file the customs entry, our own trucks run the drayage off the terminal, and your coordinator watches the vessel schedule so you hear about a roll from us rather than from your customer.
You take the whole box. It's sealed at your facility, moves as one unit, and nobody handles your cargo between origin and destination. Best value once you're filling roughly half a container or more.
You buy space by cubic metre, not by the box. Your pallets are consolidated with other shippers' freight at origin and separated again at destination. Right for anything from one pallet up.
Not a premium tier, not an add-on line on the invoice. Every ocean booking gets all of it.
Direct relationships at Long Beach, Newark, Savannah and Houston, plus contracted space with carriers calling 120 countries. Standing berth windows mean our boxes get worked on schedule.
Standard dry, high-cube, refrigerated, open-top, flat-rack and tank. If your cargo won't fit a dry box, we've almost certainly moved something like it in the right equipment.
Licensed brokers on staff file the entry, ISF and HTS classification directly. Duties quoted before the vessel sails, so the arrival invoice holds no surprises.
Gate-in, loaded, sailed, discharged, cleared and delivered — each milestone lands on your tracking page and in your inbox without you asking for it.
Our own trucks pull the box off the terminal before demurrage starts, and our nine distribution centers hold it if your dock isn't ready to receive.
Carrier liability at sea is limited by international convention and rarely covers your loss. We write all-risk coverage up to $250,000 per shipment, settled in-house within 15 business days.
Four legs, and who owns each one. Nothing here gets handed to a third party with a different reference number.
Send commodity, weight, volume and both endpoints. We quote FCL and LCL side by side with the real sailing date, then book the space and issue the bill of lading.
Quote in 1 business hourOur truck collects and delivers to the terminal, the box gates in, and the export entry is filed. You get the gate-in scan and the confirmed vessel and voyage.
Gate-in confirmedSailed, in-transit and any transshipment milestones post automatically. If the vessel rolls or the ETA slips, your coordinator calls before the schedule updates publicly.
Milestones pushed to youOur brokers clear it on arrival, our drayage pulls it before free time runs out, and the final-mile truck delivers. Signed POD lands in your inbox the same day.
Cleared, drayed, deliveredSea is slower than every other mode we run. These are the three situations where that stops mattering.
UFSU 482910 5 40' HC
The heavier and denser your freight, the more brutal air pricing looks and the better ocean reads. Anything you're buying by the pallet-load or the ton belongs in a box.
UFSU 517340 2 40' FR
Cargo that won't fit a plane, a dry box or a legal truckload. Open-top and flat-rack equipment takes what a standard container can't, and we handle the lift plan and securing.
UFSU 390188 7 20' DV
Anything you can forecast four to eight weeks out. If the delivery date is a plan rather than an emergency, ocean saves money you'd otherwise hand to an airline for no benefit.
The four the ocean desk fields most often. Anything else, someone picks up 24 hours a day.
Port to port, transpacific into the West Coast typically runs 14–20 days, and transatlantic into the East Coast around 10–16. Those are sailing times, not door-to-door times.
Add roughly a week each end for pickup, gate-in, customs clearance and drayage — and another 5–8 days on LCL for consolidation and de-consolidation. Your quote states the full door-to-door window for your specific lane, not the sailing figure on its own.
The rough rule: once you're filling roughly half a container or more, FCL usually costs less per unit even with empty space, and it's faster because nothing gets consolidated or broken down.
Below that, LCL almost always wins. FCL is also worth taking early if your cargo is fragile, high-value or awkward to handle — a sealed box gets touched far less than pallets moving through two consolidation warehouses. We price both on every quote so the comparison is in front of you.
Demurrage is charged when your container sits at the terminal past its free time. Detention is charged when you keep the container out past the allowance after collecting it. Both accrue daily and both get expensive fast.
We schedule drayage against the free-time clock specifically to avoid them, and we tell you the last safe collection date in writing. If a charge is caused by our scheduling, we absorb it. If it's caused by your dock not being ready or a customs exam, it passes through at cost with the terminal invoice attached — never marked up.
Not adequately by default. Ocean carrier liability is capped by international convention at a level per package that is usually far below what your goods are actually worth, and the carrier can decline entirely for a long list of causes.
That's why we write separate all-risk coverage up to $250,000 per shipment, quoted upfront on the same page as the freight rate and settled in-house within 15 business days. For anything above that limit, tell us the value and we'll arrange cover before the box gates in.
Send commodity, weight, volume and both endpoints. We'll price FCL and LCL side by side with duties, drayage and the real sailing date included — so you're comparing finished numbers, not a rate that grows on arrival.
Air, sea, road and warehousing under one manifest. Moving American freight since 1997.
