Quick Answer: LCL shipping through New Jersey starts at 1 CBM and moves through the Port of New York and New Jersey — Port Elizabeth, Port Newark, GCT Bayonne and APM Terminals. Transit runs about 9-18 days to the Caribbean and Latin America and 28-40 days from Asia. Price depends on chargeable volume, Incoterm and destination charges.
- LCL (Less than Container Load) means you pay only for the space your cargo uses — normally from 1 CBM — instead of booking a whole 20' or 40' container.
- Ocean carriers bill on the W/M rule: 1 CBM or 1,000 kg, whichever is greater. Measure the pallet, not the box, and expect the calculator to round up.
- Most New Jersey importers and exporters should move to FCL somewhere around 13-15 CBM, where per-CBM LCL pricing plus CFS handling passes a full container.
- New Jersey is the export and import gateway for NY, NJ, PA, CT, MA, RI, VT, NH, ME, DE, MD, VA, DC and WV — trucked in from the Northeast, railed in from inland states.
The Port of New York and New Jersey is the second-busiest container gateway in the United States. That volume means weekly consolidations, more sailing options and shorter waits for your pallets to move.
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Go to the calculator →What is LCL shipping from New Jersey, and who uses it?
Quick Answer: LCL shipping — Less than Container Load — groups cargo from several shippers inside one ocean container. You pay for the cubic meters you occupy instead of a whole box. New Jersey shippers use it for pallet-sized freight, small-business imports and partial household loads moving through the Port of New York and New Jersey.
LCL is a shared container. Your pallets ride alongside cargo from other shippers, and the carrier bills you per cubic meter. It works from 1 CBM up to around 13-15 CBM, where a full container starts winning.
How freight consolidation in New Jersey works
AB Group Shipping works through a partner warehouse in New Jersey that receives, stores and consolidates cargo. Your pallets arrive on their own schedule. The warehouse holds them, then loads them into a shared container bound for your destination port.
That is the whole point of freight consolidation New Jersey service. You do not need 28 cubic meters of freight ready on the same day. Two pallets this week and three next week can move together on one Bill of Lading.
Which states ship through New Jersey?
The Port of New York and New Jersey is the natural gateway for fourteen states and the District of Columbia. Here is how cargo reaches the consolidation warehouse from each region.
- New York, New Jersey, Connecticut: LTL or FTL truck, usually same-day or next-day via I-95, I-78 and I-80.
- Pennsylvania, Delaware, Maryland: truck through the Lehigh Valley and I-78 corridor, typically 1-2 days.
- Massachusetts, Rhode Island, Vermont, New Hampshire, Maine: truck down I-95 and I-91, 1-2 days.
- Virginia, District of Columbia, West Virginia: truck up I-95, or rail to the Newark and Elizabeth ramps for inland points.
- Western Pennsylvania and inland West Virginia: rail into the Newark/Elizabeth rail ramps, then a short dray to the warehouse.
Who actually ships LCL through New Jersey?
E-commerce importers pulling 4-8 pallets a month from Asia. Machinery parts distributors replenishing inventory. Retail buyers bringing in seasonal goods. Exporters sending samples and pallets to Cartagena, Caucedo, Kingston, Puerto Cortés and Callao.
Families moving partial household loads also use LCL. A dozen boxes and three pieces of furniture do not justify a 20' container.
Vehicles never ship as LCL
A car, truck or motorcycle cannot ride in a shared consolidation container. Vehicles move on a RoRo vessel or inside their own container with proper bracing and a drained fuel tank. If your shipment includes a vehicle, price it separately — see RoRo vs Container Car Calculator: 2026 Rates for the two methods compared.
LCL shipping calculator New Jersey: how do you get an instant rate?
Quick Answer: The LCL shipping calculator on this page prices your shipment from six inputs: total CBM, gross weight, pickup ZIP code or origin port, destination port or door address, Incoterm and commodity type. It returns an instant 2026 rate with transit time in under a minute, with no signup and no follow-up calls.
Each field changes a specific line in the quote. Nothing is decorative.
- Enter your total CBM. This drives the ocean freight line directly.
- Enter gross weight in kilograms. Weight triggers the W/M (weight or measure) rule on dense cargo.
- Enter your pickup ZIP code or origin port. The ZIP sets the inland trucking leg and the mileage band.
- Select the destination port or door address. Direct versus transshipment changes both price and transit.
- Choose your Incoterm. This decides which charges land inside your quote.
- Pick the commodity. The HS code sets duty exposure and flags restricted goods.
Why destination matters more than distance
A direct Port Elizabeth to Caucedo sailing beats a transshipment lane even at similar mileage. Transshipment adds a port call, a crane move and usually 5-9 days. The calculator prices the actual routing, not the map distance.
What the Incoterm field changes
FOB pushes origin charges onto the seller. EXW puts pickup and export clearance on you — including the factory loading and the origin CFS fee. DAP and DDP add destination terminal, CFS and delivery costs to the quoted number.
What the commodity field changes
The HS code sets the duty rate at destination. It also flags dangerous goods and tells the system whether the cargo can legally share a container. Hazardous materials, lithium batteries and some chemicals cannot consolidate with general cargo.
Pro Tip
Enter real palletized dimensions, not carton dimensions. The CFS measures the pallet footprint including shrink-wrap overhang and the pallet deck itself. A carton list that totals 4.2 CBM often gauges at 5.1 CBM once it is on pallets. Measure what leaves your dock, not what sits in your box.
AB Group Shipping also prices lanes with no New Jersey leg at all. If your cargo moves on a different corridor, the same instant pricing applies — see the Shipping to Nigeria Calculator: Instant 2026 Rates for a West Africa example.
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Go to the calculator →How do I calculate CBM for an LCL shipment?
Quick Answer: Multiply length by width by height in meters for each piece, then add the pieces together. One cubic meter equals one revenue ton unless the piece weighs more than 1,000 kg per CBM — then the carrier bills the weight. Calculators round partial cubic meters up, usually to the next tenth.
Here is the worked example. A standard pallet measures 1.20 m long, 1.00 m wide and stacks to 1.45 m tall including the pallet.
1.20 × 1.00 × 1.45 = 1.74 CBM per pallet. Four of those pallets = 6.96 CBM chargeable.
The W/M rule in plain terms
Carriers charge the greater of actual volume or weight. 1,000 kg equals 1 revenue ton, and 1 CBM equals 1 revenue ton. You pay whichever number is bigger.
Dense cargo is where unexpected LCL cost appears. A 1.0 CBM crate of ceramic tile weighing 1,400 kg bills as 1.4 revenue tons, not 1 CBM. Stone, machinery parts, batteries and liquids all trip this rule.
The W/M threshold. Any piece heavier than 1,000 kg per cubic meter bills on weight, not volume. This single rule explains most of the gap between an estimated LCL quote and the final invoice.
Chargeable volume by pallet size
See the data
| Pallet build (L × W × H) | Chargeable CBM | Typical use |
|---|---|---|
| 1.20 m × 1.00 m × 0.80 m | 0.96 | Half-height, dense goods |
| 1.20 m × 1.00 m × 1.20 m | 1.44 | Standard stacked cartons |
| 1.20 m × 1.00 m × 1.45 m | 1.74 | Common export build |
| 1.20 m × 1.00 m × 1.65 m | 1.98 | Tall, light cartons |
| 1.20 m × 1.00 m × 1.90 m | 2.28 | Maximum CFS-friendly height |
Source: standard W/M (weight or measure) ocean freight billing rule · January 2026
Why does the calculator round my CBM up?
Consolidators sell container space in measurable increments. A partial cubic meter is not resellable to another shipper, so it gets billed to you. Rounding also protects against gauge variance at the CFS, where the official measurement is taken with a laser gauge.
Keeping pallet heights under common break points saves money. Building to 1.20 m instead of 1.30 m can shave a full chargeable tenth off every pallet in the shipment. Multiply that by eight pallets and it matters.
Most consolidators also apply a 1 CBM minimum billing floor. A 0.4 CBM shipment still bills as 1 CBM. Below roughly 0.5 CBM, air freight or international courier often prices better than ocean LCL.
How much does LCL shipping to New Jersey cost per cubic meter?
Quick Answer: LCL to New Jersey is quoted per cubic meter or revenue ton, whichever is greater, plus a fixed set of origin and destination charges. The per-CBM number moves with the lane, the season and the commodity, so no single figure holds. The calculator on this page prices your exact origin, volume and Incoterm instantly.
An honest LCL quote has many lines. Anyone showing you one number is hiding some of them.
- Origin pickup — trucking from factory or warehouse to the origin CFS
- Export clearance — filing with origin customs
- Origin CFS and THC — receiving, gauging and loading into the shared container
- Ocean freight — per CBM or per revenue ton, whichever is greater
- BAF / CAF — bunker and currency adjustment factors
- ISPS — port security charge, usually per B/L
- Destination THC — terminal handling at Port Elizabeth or Newark
- CFS deconsolidation — stripping the container and separating your pallets
- Customs entry, bond and duty — broker filing plus CBP charges
- Drayage and final delivery — CFS to your door in NJ, NY or PA
All-in versus itemized quotes
An "all-in" per-CBM number that excludes CFS handling is not comparable to an itemized quote. This is the most common trap in LCL pricing. Industry analysis of hidden LCL costs consistently finds destination handling as the largest unquoted line.
Ask any forwarder one question: does this include destination CFS and the destination service charge? A cheap ocean rate with an expensive CFS bill is not cheap.
What actually moves the number
- Total CBM — per-CBM pricing steps down at volume breaks
- Density — heavy cargo bills on weight, not space
- Origin port — a direct-service port beats a feeder port
- Transshipment — each extra handling adds cost and days
- Peak season surcharge — roughly August to October on Asia lanes
- Hazardous classification — DG cargo pays a surcharge and limits consolidation
- Inland distance — the pickup ZIP sets the trucking leg
Volume breaks are why the calculator reprices when you change the CBM. Per-CBM rates typically step down at 3, 5 and 10 CBM. Nine CBM and eleven CBM are not the same rate per cube.
Short-sea lanes price very differently from transpacific ones. For a comparison on a Caribbean corridor, see LCL Shipping Miami to Panama 2026: Small Business Cost Calculator and Transit Times.
Duty is not freight
Import duty is set by the destination country's published tariff and tied to your HTS code. For Chinese-origin goods entering the US, Section 301 tariffs add a published percentage band on top of the normal duty rate, depending on the list your HTS code falls under. These are CBP percentages, not freight charges, and they are paid by the importer of record. A licensed customs broker should confirm your classification before you budget.
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Go to the calculator →What fees are charged when my LCL cargo arrives at Port Elizabeth, New Jersey?
Quick Answer: Arriving LCL cargo at the Port of New York and New Jersey pays destination terminal handling, CFS deconsolidation and handling, a destination service charge, ISF and customs entry filing, a customs bond, drayage and delivery. Free time is short, so storage, demurrage and chassis costs start quickly if clearance stalls.
What is a CFS, and why does LCL pay for it?
A Container Freight Station (CFS) is a bonded warehouse where the shared container is stripped. Your pallets are pulled, gauged, sorted and staged for pickup. FCL cargo never goes through this step — which is exactly why LCL carries handling charges FCL does not.
The container discharges at a marine terminal first: APM Terminals Elizabeth, Maher Terminals, GCT Bayonne or Port Newark Container Terminal. It is then drayed to an off-dock bonded CFS, usually in Elizabeth, Newark or Carteret.
| Charge | Billed by | Calculated | When it applies |
|---|---|---|---|
| Destination THC | Marine terminal / carrier | Per CBM or per revenue ton | Always on LCL imports |
| CFS deconsolidation | Container Freight Station | Per CBM, with a minimum | Always on LCL |
| Destination service charge (DSC/ISC) | Destination agent | Per CBM or per B/L | Common on CIF/CFR shipments |
| ISF 10+2 filing | Customs broker | Per B/L | All ocean imports into the US |
| Customs entry | Customs broker | Per entry | Formal entries over $2,500 |
| Customs bond | Surety via broker | Per entry or annual | Required for formal entry |
| Duty, taxes, MPF, HMF | CBP | Percentage of entered value | Per HTS classification |
| Chassis / chassis split | Trucker / chassis pool | Per day or per split | When no chassis is available on-site |
| Storage / demurrage | CFS or terminal | Per CBM per day | After free time expires |
| Drayage and delivery | Trucker | Per load, by mileage band | Door delivery only |
| CBP exam (VACIS / intensive) | CBP via exam site | Per exam, plus handling | When the container is selected |
Free time runs out fast
CFS free time at New Jersey stations is typically 3-5 days after availability. After that, storage accrues daily on your cubic meters. Chassis rental or a chassis split charge can also land on the drayage invoice when equipment is tight.
CBP exam holds are the other clock-killer. A VACIS, X-ray or intensive exam is billed to the importer. Worse: if CBP holds the container for someone else's cargo, your pallets sit too. That is the structural risk of a shared box.
Pro Tip
File the customs entry before vessel arrival, not after. CBP accepts entry filing in advance of arrival. Cargo that is already released clears the CFS on the same day it is deconsolidated. Entries filed after discharge routinely cost importers three to four days of avoidable storage at Elizabeth.
At how many CBM should I switch from LCL to a full container?
Quick Answer: Most New Jersey shippers cross the break-even between 13 and 15 CBM. Below that, paying per cubic meter plus CFS handling beats a full container. Above it, a 20' container — about 28-30 CBM of usable space — costs less per cubic meter, moves faster and avoids deconsolidation entirely.
| Factor | LCL (shared container) | FCL (full container) |
|---|---|---|
| Billing basis | Per CBM or revenue ton (W/M) | Flat rate per container |
| Cost per CBM | Higher; steps down with volume | Lowest once the box is 70%+ full |
| Door-to-door transit | Slower — adds CFS buffer both ends | Faster — no deconsolidation step |
| Handling touches | 6-8 (load, strip, gauge, stage, dray) | 2-3 (stuff, discharge, deliver) |
| Damage / pilferage risk | Higher — shared space, repeated handling | Lower — sealed at origin, opened at your door |
| Free time | 3-5 days at the CFS | Typically 4-7 days at the terminal |
| Break-even volume | Up to ~13-15 CBM | From ~13-15 CBM upward |
| Best use case | Monthly restocks, samples, 1-12 pallets | Full production runs, heavy machinery, high-value loads |
Where LCL still wins
Smaller cash outlay per shipment. Weekly sailings instead of waiting to fill a box. You restock monthly rather than quarterly, so working capital stays free. For a business importing 6-10 CBM at a time, LCL beats sitting on dead inventory.
Where FCL pulls ahead
No CFS stripping, no shared-container delay, no waiting on another shipper's customs hold. The container moves straight from the terminal to your door on a chassis. Fewer handling touches means fewer damage claims — and the seal stays on until you break it.
Real usable capacity
Nobody fills 100% of a container's cube. Plan on 28-30 CBM in a 20', about 56-58 CBM in a 40', and roughly 65 CBM in a 40HC. Pallet footprints, stacking limits and bracing eat the rest.
If you are already near 15 CBM, run the FCL number before booking LCL. See Container Calculator Ecuador: FCL Rates 2026 for how an FCL-priced lane breaks down.
When the shipment includes vehicles, the math changes completely. Cars do not consolidate with general cargo, and loading two or three into one 40' follows its own rules — Cars Per Container Calculator: 1-4 Cars, 2026 Rates covers it.
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Go to the calculator →How long does LCL shipping from China to New Jersey take?
Quick Answer: LCL from Shanghai, Ningbo or Yantian to the Port of New York and New Jersey runs about 30-40 days door-to-door via the Panama Canal, including CFS consolidation at origin and deconsolidation in Elizabeth. European lanes run 18-28 days. Caribbean and Latin American lanes out of New Jersey run about 9-18 days.
| Origin port | Port-to-port days | CFS buffer (both ends) | Realistic door-to-door |
|---|---|---|---|
| Shanghai (CNSHA) | 30-35 | 5-12 | 35-45 |
| Ningbo (CNNGB) | 30-35 | 5-12 | 35-45 |
| Yantian / Shenzhen (CNYTN) | 28-33 | 5-12 | 33-43 |
| Ho Chi Minh City (VNSGN) | 32-38 | 5-12 | 37-48 |
| Nhava Sheva (INNSA) | 26-32 | 5-12 | 31-42 |
| Rotterdam (NLRTM) | 14-20 | 4-10 | 18-28 |
| Hamburg (DEHAM) | 15-21 | 4-10 | 19-29 |
Outbound from New Jersey to Latin America and the Caribbean
| Destination | Port-to-port days | Routing |
|---|---|---|
| Caucedo, Dominican Republic | 7-10 | Direct |
| Kingston, Jamaica | 8-12 | Direct |
| Cartagena, Colombia | 9-13 | Direct |
| Puerto Cortés, Honduras | 10-15 | Usually transshipment |
| Manzanillo, Panama | 8-12 | Direct |
| Callao, Peru | 16-22 | Transshipment (Panama) |
| Santos, Brazil | 18-24 | Direct or transshipment |
| Buenos Aires, Argentina | 22-30 | Transshipment |
Origin CFS consolidation takes 3-7 days while the container fills. Destination deconsolidation in Elizabeth takes another 2-5 days before your cargo is available. Port-to-port transit alone never tells the real story on LCL.
Cut-off is not ETD
Three deadlines land before the ship sails. CFS cut-off, VGM cut-off and documentation cut-off typically fall 3-6 days ahead of vessel ETD. Cargo that arrives at the warehouse on cut-off day usually rolls to the next sailing.
Seasonal drag is real too. Lunar New Year shuts Chinese factories and CFS operations for two to three weeks. Northeast winter storms close NJ terminals for days at a time. Panama Canal draft restrictions have also reshuffled Asia-to-East-Coast schedules in recent years, pushing some services around the Cape of Good Hope.
The calculator quotes the sailing actually booked, not an average. That is the transit number to plan against.
Which Incoterm applies, and what does US customs require?
Quick Answer: Your Incoterm 2020 decides who pays origin charges, ocean freight and destination handling at Port Newark. On imports, CBP requires an ISF 10+2 filed 24 hours before vessel loading, a formal entry and a customs bond. Missing the ISF window risks a $5,000 penalty and an AMS hold.
| Incoterm 2020 | Origin pickup & export | Ocean freight | Destination THC / CFS | Duty & delivery in NJ |
|---|---|---|---|---|
| EXW | Buyer | Buyer | Buyer | Buyer |
| FCA | Seller (to named place) | Buyer | Buyer | Buyer |
| FOB | Seller | Buyer | Buyer | Buyer |
| CIF | Seller | Seller (+ insurance) | Buyer | Buyer |
| DAP | Seller | Seller | Seller | Buyer pays duty; seller delivers |
| DDP | Seller | Seller | Seller | Seller |
FOB is the cleanest Incoterm for LCL imports. It hands you control of the ocean leg and lets you pick the destination CFS. CIF often buries inflated destination service charges that the overseas agent collects from you on arrival — after you have already paid the seller.
DDP looks attractive and rarely is. It puts import-side liability, duty payment and CBP exposure on a seller who usually holds no US customs bond. When CBP issues a penalty, the importer of record still owns the problem.
ISF 10+2 and the 24-hour rule
Per CBP regulations, the Importer Security Filing requires ten data elements from the importer plus two from the carrier. It must be filed at least 24 hours before the cargo is loaded at the origin port — not before arrival.
Late or inaccurate ISF filings draw liquidated damages up to $5,000 per violation, plus an AMS hold that stops the container from being released. On LCL, one late ISF can freeze the whole consolidation.
Single Transaction Bond or Continuous Bond?
A Single Transaction Bond (STB) covers one entry and is priced per shipment. A Continuous Bond covers a full year of entries. The standard rule of thumb: a continuous bond is written at $50,000 or 10% of annual duties, taxes and fees, whichever is greater.
If you file more than three or four formal entries a year, the continuous bond almost always wins. It also covers your ISF filings, which an STB does not.
Classification is a broker's job
Duty rates and Section 301 exposure come from published CBP percentages tied to your HTS code. Misclassification is the importer's liability, not the forwarder's. AB Group Shipping is a freight forwarder, not legal counsel — get binding classification advice from a licensed customs broker before your first entry.
Exporting from New Jersey
Outbound shipments need an EEI filing in AES when any single HS line exceeds $2,500 in value, or when the goods require an export license. Destination customs then expects a matching document set.
- Factura Comercial (Commercial Invoice) — values and HS codes must match the B/L
- Certificado de Origen (Certificate of Origin) — required to claim trade agreement rates
- Packing List — piece count, weights and dimensions per pallet
- Bill of Lading or Sea Waybill — original or telex release
- NIT or RUT — consignee tax ID for Colombian imports under DIAN requirements
How should you pack, label and insure LCL cargo?
Quick Answer: Palletize everything, keep pallets under 1.20 m high when possible, and use heat-treated ISPM 15 stamped wood. Shrink-wrap, strap and corner-board each pallet, then mark every side with the consignee and piece count. Buy all-risk cargo insurance separately — carrier liability on LCL is capped far below cargo value.
Packing checklist for shared containers
- Stackable pallets only — a non-stackable pallet wastes the cube above it and you may pay for it
- No overhang — cartons past the pallet edge get crushed and gauge larger
- No loose cartons — loose pieces are the single biggest source of LCL pilferage and shortage claims
- Waterproof outer wrap — containers sweat, especially on Caribbean lanes
- Desiccant bags — mandatory in practice for paper, textiles and electronics
- Corner boards and strapping — forklift contact is guaranteed at the CFS
ISPM 15 is not optional
All wood packaging must be heat-treated and stamped with the ISPM 15 mark. Untreated pallets and crates get rejected, fumigated or re-exported at destination — at your cost. This is one of the most common avoidable LCL delays we see on both import and export legs.
Label so a CFS worker can sort it
Mark at least two sides of every pallet: shipper, consignee, piece number of total (1 of 4, 2 of 4), destination port, gross weight and net weight. CFS staff sort hundreds of pieces by what they can read from a forklift.
Your Commercial Invoice, Packing List, Bill of Lading and Certificate of Origin must match exactly. A piece count mismatch between the packing list and the B/L triggers a CBP discrepancy review.
Insurance: carrier liability is not coverage
Under COGSA, carrier liability is limited to roughly $500 per package or per customary freight unit. On a pallet worth $9,000, that is not coverage — it is a rounding error. Buy all-risk marine cargo insurance, priced on commercial invoice value plus freight, usually plus 10%.
As the complete guide to LCL shipping notes, the extra handling inherent to consolidation raises claim frequency compared to FCL. Insure accordingly.
Pro Tip
Photograph every finished pallet before handover to the New Jersey consolidation warehouse. Shoot all four sides, the top, and a close-up of the labels and seal. Those photos settle the large majority of damage and shortage claims. Without them, the claim becomes your word against a CFS exception report.
Newark/ElizabethUSEWR
CaucedoDOCAU
Newark/ElizabethUSEWR
CartagenaCOCTG
Newark/ElizabethUSEWR
CallaoPECLL
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Go to the calculator →Price your New Jersey LCL shipment now
Quick Answer: Enter your CBM, weight, pickup ZIP and destination into the calculator on this page. It returns a 2026 LCL rate and transit time in under a minute. Shared container shipping from New Jersey starts at 1 CBM, and the quote reprices automatically as your volume crosses each break.
With thousands of shipments processed across the USA–Latin America corridor, AB Group Shipping knows where LCL quotes go wrong: unmeasured pallets, missed CFS cut-offs and destination charges nobody disclosed. The lcl shipping calculator new jersey tool on this page shows the real number up front.
Use the calculator on this page to compare LCL, FCL, air and courier for your exact lane. No email required, no follow-up calls, and it prices your origin ZIP whether you ship from Newark, Boston, Philadelphia, Baltimore or an inland point railed into the Elizabeth ramps.
LCL is billed per cubic meter or per 1,000 kg revenue ton, whichever is greater, plus origin charges, CFS handling, customs entry and delivery. The per-CBM figure changes with the origin port, the season and the commodity, so there is no single rate that holds all year. Use the calculator on this page to price your exact volume, origin and Incoterm in seconds.
Multiply length by width by height in meters for each pallet or crate, then add the pieces together. A pallet measuring 1.20 m x 1.00 m x 1.45 m equals 1.74 CBM. If any piece weighs more than 1,000 kg per cubic meter, the carrier bills the weight instead under the W/M rule.
Most New Jersey shippers switch between 13 and 15 CBM. Below that range, paying per cubic meter plus CFS handling is cheaper than a full 20' container, which holds about 28-30 CBM of usable space. Above it, FCL wins on cost per cubic meter and also removes the deconsolidation delay at the port.
About 30-40 days door-to-door from Shanghai, Ningbo or Yantian to the Port of New York and New Jersey. That includes 3-7 days of CFS consolidation at origin and 2-5 days of deconsolidation at the Elizabeth or Newark CFS after the vessel arrives. European origins such as Rotterdam and Hamburg run 18-28 days.
Expect destination terminal handling, CFS deconsolidation and handling, a destination service charge, ISF and customs entry filing, a customs bond, duty, drayage and final delivery. Free time at the CFS is usually three to five days, after which daily storage begins. CBP exam holds and chassis charges are billed to the importer when they occur.