Port of Long Beach logistics, Southern California markets and nationwide trucking.
Get a quoteBonded Drayage and In-Bond Trucking
Move cargo that CBP has not yet released from the port to a bonded warehouse, another port of entry or an export point, under a carrier bond.
What bonded drayage is
Bonded drayage is the short-haul trucking of imported containers that U.S. Customs and Border Protection (CBP) has not yet released for entry. The freight moves in bond: duties are unpaid, the container stays under seal, and a bonded carrier is liable to CBP for delivering it intact to an approved destination such as a bonded warehouse, another port of entry or a point of export.
Bonded trucking, in bond transportation and customs bonded transportation describe the same legal arrangement, usually over longer distances. Under 19 CFR 18.2, merchandise moving in bond between ports must be handed to a common carrier, contract carrier, freight forwarder or private carrier that is bonded for that purpose. A standard motor carrier without a customs custodial bond cannot legally pull the box, no matter how good its port access is.
We hold bonded carrier authority and operate a CBP customs-bonded warehouse in Long Beach. That lets one provider pull uncleared cargo from the terminal, carry it under our bond and store it under bond, which removes a handoff that often causes in-bond paperwork errors.
The three in-bond movement types used in bonded drayage
Every in-bond move is filed electronically in CBP's Automated Commercial Environment (ACE) as one of three entry types. The type determines where the cargo may go and what must happen when it arrives.
| ACE entry type | Name | What happens | Typical bonded drayage use |
|---|---|---|---|
| 61 | Immediate Transportation (IT) | Cargo moves in bond to another U.S. port, where a consumption, warehouse or other entry is filed | Clearing customs at an inland port closer to the consignee, or moving cargo to a bonded warehouse in a different port |
| 62 | Transportation and Exportation (T&E) | Cargo crosses the U.S. in bond and leaves from a different U.S. port without being entered | Asian cargo landed in California and trucked to the Mexican or Canadian border |
| 63 | Immediate Exportation (IE) | Cargo is exported from the same port where it arrived, without entry | Re-exporting a shipment that was misrouted, refused or sold to a foreign buyer |
Rules every in-bond move must follow
The 2017 rewrite of 19 CFR Part 18, enforced in stages through 2019, tightened in-bond timing and made electronic reporting mandatory. The rules that most often trip up shippers:
- Electronic filing first. The in-bond application must be transmitted to CBP through an approved EDI system before the cargo moves (19 CFR 18.1(d)). Paper CBP Form 7512 is no longer accepted for ocean or truck arrivals and exports.
- 30-day delivery window. Cargo must reach CBP at the port of destination or exportation within 30 days of the vessel's arrival at the origin port or of CBP's movement authorization, whichever is later (19 CFR 18.1(i)).
- Diversion does not reset the clock. Neither diverting to another port nor filing a new in-bond application extends the 30-day in-transit limit.
- Arrival within two business days. CBP must be notified electronically within two business days after any portion of the shipment arrives, including the FIRMS code of the facility where the goods sit (19 CFR 18.1(j)).
- 15 days at destination. Once the whole shipment arrives, it must be entered, exported or admitted to a foreign-trade zone within 15 calendar days, or general order rules apply (19 CFR 18.1(k)).
- Seals stay intact. Containers moving in bond must be sealed until arrival. If a seal must be cut, a responsible carrier agent supervises, reseals and transmits the new seal number to CBP (19 CFR 18.4).
Missing any of these is an irregular delivery, which can lead to liquidated damages claims against the carrier's custodial bond.
When bonded drayage beats waiting for release
Bonded drayage solves a timing problem. A container sits at the terminal until either CBP releases it or a bonded carrier moves it under an approved in-bond. If the entry is late, every day at the terminal after the last free day adds demurrage, and the container also counts against general order deadlines under 19 CFR 4.37, which allows unentered cargo to stay at the place of unlading only until the 15th calendar day after landing.
Moving the cargo in bond to a customs-bonded warehouse stops terminal storage charges, gets the empty container back to the carrier sooner and gives the customs broker time to finish the entry. It is also the only legal way to send uncleared freight to an inland port or across the U.S. for export.
Decision framework: bonded drayage or standard drayage
Use this table to decide whether an in-bond move earns its extra paperwork. Standard port drayage is simpler whenever release is close.
| Situation | Better choice | Why |
|---|---|---|
| Entry filed, release expected before the last free day | Standard drayage | No bond, no arrival reporting, fewer documents |
| Entry delayed (missing documents, classification question, unpaid duty) and free time ending | Bonded drayage to a bonded warehouse | Stops terminal demurrage and frees the container while the broker works |
| Goods will be sold in phases over months | Bonded drayage plus bonded storage | Duty is paid only on each withdrawal for consumption |
| Goods are transiting the U.S. to Mexico or Canada | Bonded drayage under a T&E | Cargo never enters U.S. commerce, so no U.S. entry is filed |
| Importer wants to clear at an inland port near its DC | Bonded drayage under an IT | Entry is filed at the destination port |
| Cargo is under a CBP exam hold | Neither, until CBP directs the move | Exam cargo moves only where CBP sends it |
How a bonded drayage move runs, step by step
This is the sequence for a typical IT move from a marine terminal to a bonded warehouse in the same metro area. Timing assumes the vessel has discharged and the container is available.
- 01Confirm the destination and in-bond type
The importer and customs broker decide where the cargo is going and why. A move into a local bonded warehouse is usually filed as an IT to that facility's FIRMS code. Getting the type wrong is the most common reason an in-bond has to be cancelled and refiled.
- 02File the in-bond application
Under 19 CFR 18.1(c), the application may be filed by the carrier that brought the goods, the bonded carrier that will accept them, or a party with a sufficient interest in the cargo. Using another company's bond requires its written authorization. The filing names the bonded carrier, ports, bill of lading, container and seal numbers, quantity in the smallest external packaging unit, weight and value.
- 03Clear terminal holds and book the appointment
CBP authorizes the movement, and the terminal must show the container as releasable for in-bond pickup. Line holds, freight charges and terminal fees still need to be cleared, and most terminals require a pickup appointment.
- 04Pick up and verify the seal
The driver checks that the seal number on the box matches the in-bond record before leaving. A mismatch must be resolved at the gate, because the carrier becomes liable for whatever is inside once it accepts the container.
- 05Deliver to the approved destination
The container goes directly to the facility on the in-bond. Stopping at an unbonded yard or delivering to a different address is an irregular delivery.
- 06Report arrival
Arrival is reported to CBP in ACE within two business days, with the destination FIRMS code. From that point the 15-day clock for entry, export or warehouse entry starts.
- 07Close out and return the empty
After the bonded warehouse receives the goods and the broker files the warehouse entry, the container is unloaded and the empty goes back to the ocean carrier, which limits detention charges.
What drives bonded drayage cost
Bonded drayage is priced like standard drayage plus the work and liability of carrying uncleared cargo. These are the line items to compare when quoting.
| Cost driver | What it covers | How to control it |
|---|---|---|
| Base drayage rate | Truck, driver and fuel from terminal to destination | Use a destination close to the port when the goal is only to stop demurrage |
| In-bond or bonded carrier fee | Bond liability, in-bond record handling and arrival reporting | Have the broker file a clean in-bond so the carrier is not reworking data |
| Chassis | Daily chassis use while the container is out | Work with a carrier that runs its own chassis and returns empties promptly |
| Waiting time | Driver time at the gate or the receiving dock | Book appointments early and confirm releases before dispatch |
| Pre-pull and storage | Pulling a box early to a yard ahead of the last free day | Only possible when the yard is a bonded facility; otherwise go direct |
| Demurrage and detention | Terminal and ocean carrier charges for time over free days | Move in bond before free time ends rather than waiting for release |
Example: the math on moving in bond
Example with hypothetical round numbers: a container's free time ends Friday, but the importer's entry is held for a missing certificate that will take eight more days. If terminal demurrage averaged $200 per day, waiting would add about $1,600. A bonded drayage move to a nearby bonded warehouse might cost a few hundred dollars more than a regular move, plus warehouse handling. The importer stops the demurrage meter, returns the empty sooner and keeps its broker on schedule. Check your terminal's actual tariff and your carrier's quote before deciding.
Documents and data a bonded carrier needs
- In-bond number (the ACE-assigned control number) and in-bond type: IT, T&E or IE
- Ocean bill of lading number, container number and seal number
- Destination port and the FIRMS code of the receiving bonded facility
- Piece count in the smallest external packaging unit, plus pallet count, gross weight and value as filed
- Terminal location, last free day and pickup appointment details
- Contact at the customs broker for amendments, holds and diversion requests
- For T&E moves, the exporting port and the export carrier or border crossing plan
How to choose a bonded carrier
Ask these questions before you hand over uncleared freight. The bonded carrier's bond is on the line for the cargo, and its process decides whether your in-bond closes cleanly.
- Does it hold its own custodial bond? Brokering the move to an unbonded truck is not compliant. Ask whose bond the in-bond will name.
- Who reports arrival, and how fast? Arrival must be in ACE within two business days with the right FIRMS code. Ask for the arrival confirmation.
- Can it deliver into bonded storage itself? A carrier that also runs a bonded warehouse removes a handoff and a second liability party.
- Does it control chassis? Chassis shortages delay in-bond pickups just as they do regular ones. A carrier with its own 20', 40' and triaxle chassis can move heavier boxes legally.
- How does it handle seal discrepancies? A good answer describes a stop-and-verify process at the gate and a named contact at the broker.
- What happens after release? Ask whether the same provider can unload, transload or deliver the freight by full truckload once CBP releases it.
Common bonded drayage mistakes and how to avoid them
| Mistake | Consequence | Prevention |
|---|---|---|
| Treating in-bond as a way to extend free time indefinitely | The 15-day destination clock runs out and goods go to general order | Plan the warehouse entry or export before the move |
| Delivering to a facility not named on the in-bond | Irregular delivery and a possible liquidated damages claim | Confirm the destination FIRMS code before dispatch |
| Late or missing arrival report | Irregular delivery even though the cargo arrived | Require arrival confirmation within two business days |
| Diverting late in the 30-day window | Time runs out because diversion does not extend it | Request diversions in ACE early; most moves should be days, not weeks |
| Seal number not updated after a cut seal | Mismatch at destination and possible exam | Transmit new seal numbers through ACE right away |
| Assuming every carrier can haul in-bond freight | Rejected pickup at the gate or a noncompliant move | Verify bonded carrier authority before booking |
Where we provide bonded drayage
We run in-bond moves from both San Pedro Bay ports. Our Long Beach bonded drayage page covers our home-port operation, and bonded drayage from the Port of Los Angeles covers cross-harbor moves from San Pedro, Wilmington and Terminal Island.
Most of our in-bond freight goes straight into our Long Beach bonded warehouse, where it can be stored, withdrawn in partial lots or exported. Brokers who coordinate these moves for clients can see how we work on our customs brokers page, and our in-bond shipments guide covers the regulations in more depth.
Frequently asked questions
What is a bonded carrier?
A bonded carrier is a common, contract or private carrier, or freight forwarder, that holds a CBP custodial bond allowing it to transport merchandise CBP has not released. Under 19 CFR 18.2, in-bond merchandise moving between ports must be delivered to a carrier bonded for that purpose.
How long can an in-bond shipment take?
Cargo must be delivered to CBP at the destination or export port within 30 days of the vessel's arrival or CBP's movement authorization, whichever is later. Diverting to another port does not extend that limit. Barge moves have 60 days.
Is bonded drayage more expensive than regular drayage?
Usually yes, because the carrier takes on bond liability, handles the in-bond record and reports arrival. It often lowers total cost when it stops terminal demurrage while an entry is delayed.
Who files the in-bond application?
The carrier that brought the cargo, the bonded carrier accepting it, or a party with a sufficient interest in the goods may file. In practice, the importer's customs broker or the bonded carrier files it in ACE. A filer using another company's bond needs that company's written authorization.
Can in-bond freight be stored at a regular container yard?
No. In-bond cargo must go to the destination on the in-bond, such as a bonded warehouse or a CBP-approved facility. Parking it at an unbonded yard is an irregular delivery.
What happens if the in-bond arrives but nobody files an entry?
After the whole shipment arrives, it must be entered, exported or admitted to a foreign-trade zone within 15 calendar days. After that, the goods become subject to general order procedures and can be sent to a general order warehouse at the owner's expense.
Can bonded drayage move cargo to Mexico or Canada?
Yes, under a T&E in-bond. The drayage leg carries the cargo from the port to a bonded carrier or facility that completes the move to the border, and the exportation must be reported within two business days after it happens.
Does bonded drayage require a customs broker?
Not legally for the in-bond itself, but most importers use a licensed customs broker to file the in-bond and the later entry. We work alongside your broker and do not file customs entries ourselves.