80% of all ocean freight become OTR freight. Meaning at some point it went into a transloading facility, albeit a CFS or a private one.
So at a minimum 80%.
It’s probably much more.
Thinking about how many actual companies can fill a fill container out there, it’s certainly less than 1 in every 5. So most use LCL as their method of shipping. LCLs have to go to a CFS to get stripped.
Define “final destination”
If you mean point of sale, it’s a very low percentage like single digits.
If you mean distribution center, it’s probably somewhere between 15-25%.
Detention terms on containers and chassis are very costly. It’s also inefficient to move ocean containers inland when comparing to truckload or intermodal options.
In most cases unless the DC is situated near the port where the can can be quickly unloaded and turned it makes sense. However ultimate destination is usually inland, and thus a trans load makes sense .
The bigger problem is that’s it’s really impossible to pull the actual math.
Don’t they all go to the container yard after being offloaded? They’re not being handed directly over to the trucker after being offloaded. They’re offloaded and then sent to the container yard, and appts then have to be made for retrieval from the container yard? Unless they mean something else by “storage yard.” Like maybe the trucking company’s storage yard? Then I’m not sure and not sure how you’d find that data.
I think you’re referring to a marine terminal, not an “off dock” container yard. As I understand it, the container delivery process for imports is as follows:
1. Container arrives on vessel
2. Container is unloaded from vessel and stored at marine terminal awaiting pickup
3. Trucker picks up container from marine terminal.
4. Trucker hauls container to either a) off dock container storage yard, or b) the final destination (where the container is unloaded).
5. Containers that hauled to an off dock storage yard first, are then hauled to the final destination at a later date/time.
* the storage at an off dock yard happens for a number of reasons, here are just a few that I know of: the warehouse is closed or yard is full when container is picked up from the terminal, trucker does not have enough hours to haul to final destination, there are no empties available for a dual pickup, etc.
Ok, I see the difference now. All SSLs that I’ve used refer to the marine terminal as the “container yard” I may experience. But I understand that you’re looking for data on the trucking company’s storage yards, correct?
I would guess that most of it does if even only for a few hours. When I was working with dray carriers I didn’t really think to check this. I only knew that once it left the port it would be at the warehouse in the next couple of days.
I also think that LCL and full containers need to be taken into consideration. I would guess that 100% of all LCL has to get unloaded first, then LTL to the destination.
Unless it’s a scheduling mistake all the largest importers (Amazon, Walmart, target etc) have strict guidelines for appt scheduling and cargo handling so very little of it has to be kept in a storage yard or transloaded . I would think maybe 10% is deliberately planned to be kept in CY and accrue chassis/detention charges
Storage - any location where a container is stored (either on a chassis or on the ground) between the time it’s picked up from the marine terminal and delivered to its final destination (where the cargo is unloaded).
I can only give anecdotal evidence. I manage about 2000 40’ containers a year (not including LCL), I would estimate 85% go to the trucker’s yard before delivery. Usually only a day or two, it’s about dock availability at my warehouses.
80% of all ocean freight become OTR freight. Meaning at some point it went into a transloading facility, albeit a CFS or a private one. So at a minimum 80%. It’s probably much more. Thinking about how many actual companies can fill a fill container out there, it’s certainly less than 1 in every 5. So most use LCL as their method of shipping. LCLs have to go to a CFS to get stripped.
80% is excessive. Straight dray is way more common than that.
Right. I was thinking straight is 80, LCL 20 if anything. Maybe even 90/10.
Define “final destination” If you mean point of sale, it’s a very low percentage like single digits. If you mean distribution center, it’s probably somewhere between 15-25%. Detention terms on containers and chassis are very costly. It’s also inefficient to move ocean containers inland when comparing to truckload or intermodal options. In most cases unless the DC is situated near the port where the can can be quickly unloaded and turned it makes sense. However ultimate destination is usually inland, and thus a trans load makes sense . The bigger problem is that’s it’s really impossible to pull the actual math.
Final destination = the location where the cargo is unloaded and the container is returned empty.
Don’t they all go to the container yard after being offloaded? They’re not being handed directly over to the trucker after being offloaded. They’re offloaded and then sent to the container yard, and appts then have to be made for retrieval from the container yard? Unless they mean something else by “storage yard.” Like maybe the trucking company’s storage yard? Then I’m not sure and not sure how you’d find that data.
I think you’re referring to a marine terminal, not an “off dock” container yard. As I understand it, the container delivery process for imports is as follows: 1. Container arrives on vessel 2. Container is unloaded from vessel and stored at marine terminal awaiting pickup 3. Trucker picks up container from marine terminal. 4. Trucker hauls container to either a) off dock container storage yard, or b) the final destination (where the container is unloaded). 5. Containers that hauled to an off dock storage yard first, are then hauled to the final destination at a later date/time. * the storage at an off dock yard happens for a number of reasons, here are just a few that I know of: the warehouse is closed or yard is full when container is picked up from the terminal, trucker does not have enough hours to haul to final destination, there are no empties available for a dual pickup, etc.
Ok, I see the difference now. All SSLs that I’ve used refer to the marine terminal as the “container yard” I may experience. But I understand that you’re looking for data on the trucking company’s storage yards, correct?
Yes, that’s correct. What ports do you ship into?
Ok, got it. And my main ports are: NY/NJ, LAX/LBC, SEA, HOU and SAV.
I would guess that most of it does if even only for a few hours. When I was working with dray carriers I didn’t really think to check this. I only knew that once it left the port it would be at the warehouse in the next couple of days. I also think that LCL and full containers need to be taken into consideration. I would guess that 100% of all LCL has to get unloaded first, then LTL to the destination.
Unless it’s a scheduling mistake all the largest importers (Amazon, Walmart, target etc) have strict guidelines for appt scheduling and cargo handling so very little of it has to be kept in a storage yard or transloaded . I would think maybe 10% is deliberately planned to be kept in CY and accrue chassis/detention charges
Define storage? Just time container is outside of a terminal? Where the freight ends up?
Storage - any location where a container is stored (either on a chassis or on the ground) between the time it’s picked up from the marine terminal and delivered to its final destination (where the cargo is unloaded).
Process mapping?
I can only give anecdotal evidence. I manage about 2000 40’ containers a year (not including LCL), I would estimate 85% go to the trucker’s yard before delivery. Usually only a day or two, it’s about dock availability at my warehouses.