FCL, LCL, RoRo and out-of-gauge cargo from every major U.S. gateway to 120+ countries — booked, documented and cleared by one team.
Ocean is the cheapest way to move weight and volume, and the schedule is the trade-off: weekly sailings, fixed transit, and a clearance window at both ends. For anything above roughly 15 m³ it beats every other mode on cost per unit, and it accepts cargo air will not take — heavy machinery, drums, oversized crates.
We book directly with the carriers serving each lane rather than through a second forwarder, file the export declaration in-house, and coordinate the destination agent, so one file covers the pickup, the sailing and the delivery. Where an LCL consolidation would cost you more in handling days than a small container, we say so.
Your cargo alone in a 20', 40' or high-cube container, sealed at origin and opened at destination.
Shared container space, priced on whichever is greater: one tonne or one cubic metre.
Wheeled and tracked units driven on and off the vessel instead of being containerised.
Ocean leg combined with rail or road so the container moves inland without being unpacked.
Cargo that does not fit a standard container, loaded piece by piece or on flat-racks.
Palletised or crated freight — the standard case, no special approvals needed.
Reefer containers with set-point monitoring; clearance planned before arrival to protect the cold chain.
IMDG classification, packing and segregation; booking space is confirmed before the cargo moves.
Flat-rack or open-top with a stowage plan; port lifting capacity verified first.
Sole-use container recommended, seal numbers recorded, all-risk cover quoted with the freight.
RoRo or containerised, single units or consolidated — title documents checked before the cut-off.
Lane, equipment and sailing confirmed; you approve the itemised price before anything is reserved.
We collect the cargo, produce the documents and file the export declaration.
Container stuffed and sealed, bill of lading issued, vessel departure confirmed to you.
Destination agent lodges the entry; we monitor free days so the box moves before charges start.
Drayage or inland transport to the final address, empty returned to the terminal.
Where sea freight is the normal choice, not the exception.
| Lane | Transit | Gateway |
|---|---|---|
| Newark → Rotterdam | 14–18 days | NY/NJ |
| Savannah → Felixstowe | 15–19 days | Savannah |
| Houston → Jebel Ali | 24–30 days | Houston |
| Los Angeles → Shanghai | 18–24 days | LA/LB |
| Newark → Santos | 18–26 days | NY/NJ |
| LA → Sydney | 24–32 days | LA/LB |
Above roughly 15 m³ a full container is usually cheaper per unit and always faster, because LCL adds consolidation at origin and deconsolidation at destination. Below 6 m³ LCL almost always wins. Between the two we price both and show you the difference.
A 20' takes about 28–33 m³ or 10 standard pallets and up to roughly 28 tonnes of payload; a 40' about 58–67 m³ or 21 pallets, with a similar weight limit. Dense cargo hits the weight limit long before the volume limit, which is why heavy loads often ship in 20' boxes.
Demurrage is charged when a container sits in the terminal beyond its free days; detention when you hold it outside too long. Both are avoided the same way: documents complete before arrival and a clearance plan agreed in advance, which is part of how we run the file.
Yes, for most IMDG classes. Send the MSDS with your request; we confirm classification, packing, segregation and which carriers will accept it, and we book the DG space explicitly rather than assuming it is available.
The carrier's contract, receipt and title document in one. Whoever holds the original controls release of the cargo — which is why the shipper, consignee and notify party details have to be right before it is issued, not after.
Send the lane and the volume — you get equipment options, a sailing and an itemised price within four business hours.