Port of Long Beach: Pacific gateway on San Pedro Bay

Port of Long Beach Location

Long Beach sits at 33 degrees 45 minutes north, 118 degrees 12 minutes west, about 32 km south of downtown Los Angeles. The port faces the Pacific, with a main channel depth of 76 feet and container berth depths of 50 to 55 feet, able to take the largest container vessels in service. The port district covers about 3,200 acres of land plus about 4,600 acres of water, with about 31 miles of shoreline, divided into 10 terminal districts with about 80 berths in total.

• City: Long Beach, California, in Los Angeles County
• Adjacent port: Port of Los Angeles (USLAX), both on San Pedro Bay
• District structure: 10 terminal districts, of which 6 are container terminals, plus 5 breakbulk, 6 dry bulk and 5 liquid bulk terminals
• Inland reach: by rail direct to major inland points in the Midwest, South and East
• UN/LOCODE: USLGB

Long Beach and Los Angeles are adjacent but administratively and commercially two independent ports: separate port authorities, terminals leased to different operators, and tariff schedules, free storage periods and gate rules not interchangeable. Whether a shipment discharges at Long Beach or Los Angeles is decided by the carrier's service arrangement, and the cargo owner cannot designate it at booking; the actual discharge port can only be confirmed from the bill of lading and arrival notice. So at booking, confirming the full name of the discharge port with the forwarder matters more than just knowing the destination is the Los Angeles area. The division of labor between the two port districts can be referenced from the Port of Los Angeles terminal guide.

Port Authority and Contact Information

The port authority is responsible for port district planning, channel dredging, terminal leases, environmental and safety regulation, and does not participate in individual shipment operations. For specific issues like pickup, storage and examination, cargo owners need to contact the actual carrier, terminal operator or destination agent, not the port authority. Carrier services and contact details for China-U.S. routes can be referenced from the carrier profiles of COSCO Shipping, OOCL, Hapag-Lloyd, ONE, Yang Ming and Wan Hai.

Container Terminals

Long Beach has six container terminals. Terminals are leased to different operators, each serving different carrier alliances, with berth numbers, yard areas and equipment configurations all different. Which terminal a vessel berths at is decided by the carrier's service arrangement and is not interchangeable within the same port district.

All six terminals have on-dock rail loading lines, so containers can load directly onto rail flatcars in the yard without first trucking to an off-dock rail yard. Pier T is the largest single terminal by area and crane count; Pier E is the most automated container terminal in North America, with the yard worked by automated stacking cranes and automated guided vehicles, giving high pickup efficiency after appointment confirmation, but with no walk-up window.

Container Throughput

One structural change in 2025 was rising concentration: for the first time five of the six container terminals each handled more than 1 million TEU, two of them more than 2 million TEU. That year Long Beach handled 48.9% of total San Pedro Bay volume, roughly splitting the bay with Los Angeles. The port handled about USD 200 billion in trade cargo value over the year, supporting about 2.6 million trade-related jobs nationally, of which about 575,000 in Southern California.

Empties are an important component of Long Beach's throughput: 3.9609 million TEU of empties transited the port in 2025, up 6.7% year on year. The large concentration of empties at discharge ports is the root cause of the position and box-type restrictions importers often encounter when returning empties.

Shipping Routes from China

Long Beach is the main U.S. West Coast call on transpacific services. The U.S. West Coast route connects Asia with the U.S. West Coast over about 6,000 nautical miles and is the most mature, highest-volume container liner route between China and the United States. Main origin ports on the China side include Shanghai, Ningbo-Zhoushan, Yantian (Shenzhen), Qingdao, Xiamen and Nansha (Guangzhou).

The same service may rotate between Long Beach and Los Angeles on different voyages. Carriers adjusting berthing terminals within the same port complex is routine, and the discharge port shown on the bill of lading follows the final arrival notice. For the overall port landscape, the U.S. ports overview can be referenced.

Transit Times from Chinese Ports

The transit times below are sea legs, counting days from sailing date to vessel arrival at the destination port, excluding handling time at both ends.

Door-to-door total time adds to the sea leg: domestic consolidation and clearance, pre-sailing waiting, destination discharge and terminal availability, clearance, pickup and inland delivery. For East China shipments, fast-ship door-to-door typically runs 18 to 25 days, regular ships 20 to 30 days. In peak season when terminals are crowded, the discharge-and-availability step alone can add 5 to 10 days. For overall transport plans and quotation basis, the China-U.S. cargo transport and FCL service pages can be referenced.

Carriers on China-Long Beach Routes

Long Beach's service network covers about 175 carriers connecting about 217 seaports worldwide. Common carriers for cargo exported from China and their service characteristics are as follows.

The difference between fast and regular ships is not only speed. Fast ships usually call at fewer ports, have priority discharge at the destination, and some have dedicated terminals or dedicated pickup windows, so destination-side waiting is clearly shorter than regular ships. Fast-ship rates are usually 30% to over double regular ships; the choice depends on inventory turnover and stockout cost. Carrier China-U.S. services and contact details can be referenced from the CMA CGM, Evergreen and MSC pages.

Terminal Gate Hours and Pickup Appointments

Pickup and empty return at all San Pedro Bay terminals are booked uniformly through the eModal platform. Vehicles without appointments cannot enter most terminal gates, the most common operational obstacle to pickup at Long Beach.

Gate hours adjust daily and weekly, with shifts around holidays especially prone to change. The day before dispatching, use the current week's gate schedule published on the terminal's website, not last week's times. eModal appointment slots are a scarce resource; dispatch plans should be built around appointment slots rather than setting dispatch time first and then scrambling for appointments.

Alameda Corridor and Inland Rail Distribution

Long Beach's cargo moves inland mainly by rail and truck: rail handles long-distance trunk distribution, truck handles port-area surroundings and short-haul delivery.

• On-dock rail: all six container terminals have on-dock rail loading lines, so containers can load directly onto rail flatcars in the yard, avoiding one in-port transfer
• Alameda Corridor: a dedicated freight rail corridor about 20 miles long connecting the San Pedro Bay port district with rail yards in the city of Los Angeles; fully grade-separated with no at-grade crossings, the main artery for port rail distribution
• Rail carriers: BNSF Railway and Union Pacific (UP)
• Main inland rail ramps: Chicago, Memphis, Kansas City, Dallas, Houston, Atlanta
• Terminal rail expansion: the Pier B On-Dock Rail Support Facility started construction in 2023, planned for completion in 2032, targeting compression of average ship-to-rail connection time from close to 4 days to 24 hours

The common mode for inland point delivery is IPI (Inland Point Intermodal): cargo discharges at Long Beach or Los Angeles, moves by rail to the inland rail ramp, then completes clearance and pickup at the inland port. This path is usually 5 to 12 days faster than all-water to the East Coast, but incurs inland rail surcharges, and peak-season rail congestion brings delays. Rail applicability and fee basis need to be confirmed with the front-end service scope at booking.

Local Customs

Long Beach's customs matters are handled by U.S. Customs and Border Protection (CBP). CBP manages the Port of Los Angeles and Port of Long Beach as one seaport of entry.

Customs entries are submitted in the ACE system against the port of entry where the cargo actually arrives, and the port code must match the actual arrival port; if cargo discharges at Long Beach and moves in-bond to another port for clearance, the entry is submitted at the destination port. For clearance procedures, required documents and common rejection reasons, the U.S. customs information pages can be referenced; for the scope of duty and additional tariff lists, the 2026 U.S. customs policy and additional tariff list can be referenced.

Container Pickup Process After Arrival

From discharge to loading onto a truck, a container must sequentially complete bill exchange, clearance, terminal release, appointment and pickup; any step lagging extends terminal storage time.

• Bill exchange: exchange the bill of lading for a Delivery Order (D/O) at the carrier or its destination agent. Original bills of lading require endorsement transfer; telex releases follow the carrier's release process
• Clearance: a U.S. licensed customs broker submits the entry in ACE, pays duties and related fees, and obtains CBP release
• Fee settlement: settle ocean freight balance, destination charges, pier pass and similar items with the carrier or terminal
• Terminal shows available: the container can only be booked for pickup after the terminal sets its status to Available in the system
• Appointment and dispatch: the trucking company books a slot in eModal and sends a TWIC-holding driver with an available chassis
• Pickup and delivery: deliver to the receiving warehouse or Amazon warehouse per agreement, and return the empty container per carrier requirements after unloading

Clearance documents should be prepared in full before the cargo arrives, and the broker can usually accept filings after sailing. Waiting for the arrival notice to start clearance will usually eat directly into the free storage period. The scope of destination transport services can be referenced from the FCL and LCL service pages.

Pickup Location and Last Free Day

Destination pickup involves two independent time limits with different start dates; confusing them generates charges directly.

Beyond storage and detention, Long Beach and Los Angeles also charge the PierPass Traffic Mitigation Fee, which as of August 1, 2026 is USD 40.63 per TEU and USD 81.26 per large box, payable on almost all laden containers regardless of pickup timing. The Alameda Corridor usage fee and Clean Truck Fund fee have separate bases as independent charges. Before dispatching, cross-check the terminal's published gate hours and the carrier's published last free day, and leave margin on both times.

Customs Examination

U.S. customs examination of imported containers is risk-based, divided into document examination, X-ray scanning and devanning inspection; examination instructions are issued to the broker through the ACE system, and the broker notifies the cargo owner.

• Document examination: only checks the entry, invoice, packing list and other documents, usually does not affect pickup
• Non-intrusive inspection (NII): verifies cargo inside the box via X-ray or gamma-ray scanning; the container must pass through a designated terminal area
• Devanning inspection: customs designates an examination station to devan and verify, usually requiring the container to be moved from the terminal to a centralized examination facility; the resulting drayage, handling and storage costs are borne by the cargo owner
• Hold and release: after examination customs updates the status in the system, and the broker notifies release or requests supplementary documents accordingly

Common triggers for examination include declared name not matching the actual cargo, clearly low declared value, categories requiring FDA or USDA prior approval, unclear origin marking, and random selection. Containers that cannot be picked up within the free period due to customs hold can apply to the terminal for an extension with hold documents per terminal rules, a practice with basis in U.S. maritime regulations, requiring submission before the last free day. For the overall framework of examination and tariff policy, the U.S. customs information and import/export policy pages can be referenced.

Cargo Return

When cargo cannot clear customs at the destination port or the receiver abandons pickup, return shipment is one handling option: operationally, moving already-exported cargo back to China or another country.

• Precondition: the goods have not been consumed or delivered in the United States and remain at a terminal, bonded warehouse or customs-controlled area
• Clearance procedures: the export side must complete U.S. export clearance, and China handles import declaration as returned cargo
• Return in original condition: per Chinese customs rules, goods returned in original condition due to quality or specification issues can apply within the prescribed period for exemption from import duty and import-linked taxes, with the original export declaration and other supporting documents
• Cost composition: destination storage, terminal handling charges, return ocean freight and insurance, clearance at both ends

Beyond return, resale, destruction and abandonment are other options. Resale is usually cheaper than return but requires finding a willing buyer and completing destination change procedures; destruction suits low-value or unsaleable cargo and must be handled per U.S. environmental regulations. The cost differences among the three are large; when clearance fails, calculate the landed cost of each option before deciding.

Holiday Schedule

Long Beach terminal operations stop or reduce shifts on U.S. federal statutory holidays. There are 11 U.S. federal statutory holidays in 2026.

Terminal gates usually close on the holiday itself, and extra shifts are often arranged before and after holidays to clear backlogs. Beyond federal holidays, terminals may also adjust operations temporarily due to local arrangements; shipping plans need buffer. For the overall U.S. holiday arrangement and shipping planning approach, the U.S. holidays overview can be referenced.

Peak and Low Seasons

Long Beach's volume shows clear seasonality, directly tied to the U.S. retail cycle.

Volume concentration brings two linked effects: capacity and chassis are tight at the same time, with peak-season chassis shortages directly blocking pickup; and terminal yard density rises, pushing back availability time, effectively compressing the free storage period. So peak-season shipping requires not only booking capacity early, but also locking destination pickup and delivery resources in advance.

Port Advantages

Compared with other U.S. ports, Long Beach's advantages concentrate in a few specific links.

• One of the shortest transpacific voyages: San Pedro Bay is the nearest major port group in North America to Asia; Shanghai to Long Beach is about 11 to 14 days, about 10 days shorter than all-water to East Coast ports
• Most concentrated fast-ship products at the destination: Matson's CLX regular service has a dedicated terminal at Pier C, with fast ships given dedicated discharge and pickup arrangements, meaningful for e-commerce cargo with short replenishment cycles
• Highest on-dock rail coverage: all six container terminals have on-dock rail capability, and with the Alameda Corridor, long-distance inland transport needs no extra off-dock transfer
• Leading automation: Pier E is the most automated container terminal in North America, with automated stacking cranes and AGVs, stable pickup efficiency after appointment confirmation, and few manual steps
• Wide choice of carriers and services: about 175 carriers call, covering about 217 seaports worldwide, with multiple service combinations selectable for the same destination port complex
• Complementarity with the Port of Los Angeles: both ports share one bay, and carriers can shift berthing within the port complex, leaving room to adjust to the other port district when one terminal congests

The limitations should also be seen at the same time. Long Beach's empty return pressure is high, with returns often restricted by position and box type; terminal appointments are a rigid constraint, and no appointment means no gate entry; weekends count toward free time, so actual available free time is shorter than the nominal days. These limits must be counted into pickup planning, not judged by voyage length alone.

Frequently Asked Questions

Are the Port of Long Beach and Port of Los Angeles the same port?

No. The two ports share San Pedro Bay with connected shorelines, but their port authorities, terminal operators, tariff schedules and free storage periods are all independent. Which port a container discharges at is decided by the carrier's service, and the cargo owner cannot designate it.

What is the Port of Long Beach's port code?

The UN/LOCODE is USLGB. The CBP port code for customs is 2704, which also covers the Port of Los Angeles; Long Beach also has 2709 in the U.S. Census Bureau Schedule D.

How many days does sea shipping from China to Long Beach take?

For sea legs: Shanghai to Long Beach by fast ship about 11 days, by regular ship about 16 days; Ningbo about 12 to 17 days; Yantian about 14 to 25 days. Door-to-door total time also adds domestic consolidation and clearance, destination discharge, clearance and pickup, with fast ships typically 18 to 25 days and regular ships 20 to 30 days.

How many days of free storage do Long Beach terminals give?

Most terminals give 4 days free for standard dry containers and 2 to 3 days for reefers. Free time starts at 03:00 on the day of discharge, and at Long Beach weekends also count toward free time since September 1, 2022. Specific days follow the terminal's published tariff.

What charges apply after the last free day?

Storage is charged by the terminal on a stepped basis by days overdue: the longer the overstay, the higher the daily charge, with an industry reference range of about USD 100 to 200 per day in the early overstay period, reaching several hundred dollars per day for long-term storage. Final rates follow the official tariffs of the terminal and carrier.

Are storage and detention the same thing?

No. Demurrage (storage) is charged when a container exceeds the free period in the terminal yard, billed from discharge to pickup; Detention is charged when a container is not returned empty on time after leaving the terminal, billed from pickup to empty return. The two are calculated independently and can occur simultaneously.

Why must pickup be booked in advance? Can vehicles enter without an appointment?

All San Pedro Bay terminals use the eModal platform for appointments. Pier E and Pier G require appointments for all pickup and return business, and vehicles without appointments cannot enter; Pier A and Pier J accept walk-ins within published windows, but appointments are still recommended in peak season.

What documents and credentials are needed for pickup?

A Delivery Order, released customs records, settled destination charges, and the trucking company's completed eModal booking record. Drivers must hold a TWIC card, and chassis availability must be confirmed in advance.

Which carriers call at each of Long Beach's container terminals?

Pier C is dedicated to Matson CLX regular service; Pier A handles Matson extra loaders, ZIM and MSC; Pier E mainly serves Ocean Alliance's COSCO Shipping, OOCL, CMA CGM and Evergreen; Pier G mainly serves Hapag-Lloyd, ONE and Yang Ming; Pier J handles COSCO Shipping, OOCL and CMA CGM; Pier T is mainly Maersk and MSC.

How does the automated yard affect pickup?

The automated yard picks up quickly and operates stably after appointment confirmation, but has no walk-up window and cannot accommodate ad-hoc insertions. During system maintenance windows, gate operations may pause; confirm the timing on the terminal's website in advance.

If cargo is held for customs examination, can the free storage period be extended?

An extension can be requested. Containers that cannot be picked up within the free period due to customs hold can apply to the terminal in writing with hold documents; materials must be submitted before the last free day, and late submissions are generally not backdated. Approval is handled by the terminal per its published policy.

Can cargo that cannot clear U.S. customs be returned?

Yes. The precondition is that the goods have not been consumed or delivered in the United States and remain at a terminal, bonded warehouse or customs-controlled area. Return requires U.S. export clearance and Chinese import declaration; goods returned in original condition due to quality or specification issues can apply within the prescribed period for exemption from Chinese import duty and import-linked taxes, with the original export declaration and other supporting documents.