How an import container moves from vessel to final delivery

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Step 1 — The vessel arrives

The vessel ETA tells you when the ship is expected at port. It does not tell you when your specific container will be ready.

After arrival, the terminal has to work the vessel and discharge containers. Your box then has to be placed where the terminal can process and eventually retrieve it.

A good drayage plan starts before the vessel arrives, but the pickup cannot be treated as firm until the actual container status supports it.

Step 2 — The container is discharged

Once discharged, the container exists in the terminal's yard system.

That still does not automatically mean the driver can pick it up.

The terminal or ocean carrier may show:

• discharged,
• grounded,
• available,
• unavailable,
• customs hold,
• line hold,
• terminal hold,
• exam required,
• appointment required,
• or other facility-specific statuses.

The wording varies by terminal.

Step 3 — Customs and other releases clear

CBP uses the Automated Commercial Environment (ACE) for import processing, cargo release and related trade data.

A shipment can also be subject to review by another participating government agency.

If CBP places an intensive examination hold on a shipment, CBP says the cargo may have to be physically transferred to a Centralized Examination Station and cannot legally move without authorization. The entry does not become released until that hold is removed.

That can affect both time and cost.

A dray carrier cannot solve a government hold by sending a truck to the gate.

Step 4 — Commercial and terminal holds clear

Customs release is only one piece.

Depending on the shipment, the container may also need:

• ocean-carrier/freight release,
• original-bill or payment issues resolved,
• terminal charges paid,
• port-program fees handled,
• exam movement authorization,
• terminal hold cleared.

Do not dispatch based on one green status while another required hold remains red.

Step 5 — Confirm availability and the clock

Once the box is available, confirm:

• terminal,
• availability,
• last free day,
• appointment availability,
• container size/type,
• weight,
• chassis requirements,
• empty-return instructions.

The FMC's detention/demurrage framework is built around freight fluidity and the relationship between charges and the ability to move cargo. Operationally, however, shippers still need to manage the actual free-time/LFD information shown by the carrier and terminal.

Do not wait until the last free day to begin looking for an appointment.

At Los Angeles/Long Beach, PierPASS specifically cautions that a trucker may not find an appointment on the LFD if they wait until then.

Step 6 — Book the terminal appointment if required

Appointment rules are terminal-specific.

PierPASS states that each Los Angeles/Long Beach member terminal manages its own appointment system. Other ports have their own systems and practices.

Confirm:

• date,
• time window,
• container,
• transaction type,
• driver/truck requirements,
• dual-transaction opportunity where relevant.

An appointment is part of the move; it is not proof that every other hold has cleared.

Step 7 — Confirm the chassis

The driver needs the correct equipment to legally and safely haul the box.

Questions include:

• Who provides the chassis?
• Is a standard chassis suitable?
• Is a tri-axle or other configuration needed for weight?
• Is the chassis available at the same facility?
• Is there a split chassis move?
• Are there pool restrictions?
• Does the motor carrier have access under the applicable equipment-provider agreement?

Drivers accepting intermodal equipment have federal responsibilities to inspect the equipment before operating it over the road and report known defects when the equipment is returned.

Step 8 — Gate out

At pickup the terminal transaction can include:

• driver/truck identification,
• appointment verification,
• equipment interchange,
• container/chassis match,
• damage condition,
• seal information,
• gate-out event.

The driver then moves on the planning route to the consignee, warehouse or transload facility.

Step 9 — Deliver: live unload, drop or transload

Live unload

Driver waits while the container is unloaded.

Drop

Container/chassis is left and picked up later, if equipment and site arrangements allow.

Transload

Freight is removed from the ocean container and transferred to domestic equipment or storage.

The delivery plan affects driver time, chassis time and empty return.

Step 10 — Return the empty

The move is not over when the consignee signs for the freight.

Confirm:

• empty return location,
• appointment if required,
• return window,
• equipment-provider instructions,
• any street-turn authorization,
• chassis return requirements.

UIIA maintains an Equipment Return Location Directory because empty-return location is an operational variable, not something to assume.

What the shipper should track

A simple import status board should include:

Bottom line

The successful import move is a chain.

If one link is missing, sending the truck does not fix it.

Related:

• Port appointments, last free day, free time and cutoffs
• Customs holds, exams and container release
• Chassis, pre-pulls and yard storage

Official references

• CBP ACE: https://www.cbp.gov/trade/automated/how-to-use-ace
• CBP intensive exam: https://www.help.cbp.gov/s/article/Article-1268?language=en_US
• PierPASS appointments: https://www.pierpass.org/appointments/
• UIIA: https://www.uiia.org/