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Looking for Sea Freight FCL Services? There are several factors to take into account when selecting the mode of ocean transport. If you are an importer or exporter of ocean freight, it is essential for you to know the basics.

 A shipper must determine whether to transport their priceless cargo in a full container (FCL) or whether it would be more cost-effective to share container space with other shippers before allowing a shipment (LCL).

LCL stands for Less than Container Load, i.e., carton, pallets, etc., whereas FCL stands for Full Container Load (FCL) refers to full containers (20′, 40′, etc.). Let’s analyze whether to consider FCL or LCL sea services.


Price is frequently the decisive factor for many shippers, especially smaller enterprises when choosing how to ship their goods. While FCL costs a fixed amount for the container regardless of how much is inside, LCL often charges by the weight measure, W/M (for example, CBM).

We must accept that sending FCL does get more affordable until the shipper hits a particular turning point for the per w/m rate.

Let’s examine the freight rate quote scenario, for example:

  •         US$800 per TEU for FCL (Twenty-Foot Equivalent Unit)
  •         LCL: $100 per week/month (Weight Measure, e.g., CBM)

For the freight component, sending 1 CBM via LCL is significantly less expensive ($100). The instant the w/m exceeds 8 CBM ($800), the FCL option suddenly becomes more cost-effective. Naturally, it depends on your origin and destination, but we advise sourcing an FCL quote once your cargo reaches +8CBM for comparison.

For every shipment, the team takes this into consideration and will provide cost breakdowns. It is to make sure you’re always making the best financial choice.


LCL shipping is slower than FCL shipping. The reason for this is that, in contrast to an FCL empty container, which is packed and delivered to the port directly. It takes more time to collect your items from your manufacturer and send them to the co-loader.

Then they pack them in with other shippers’ goods. The same holds true for when the cargo reaches the port of discharge when an FCL is delivered right away. They should send LCL to the co-loader for de-stuffing.

Instead of the quicker FCL formalities, you’ll frequently have to wait an additional 2 to 3 days at both the origin and destination ports. This is to stuff and destuff the LCL.


Customers ship a single pallet in an FCL, despite the fact that doing so makes no financial sense. The cargo is then sent in a separate container because it is too risky and expensive compared to other shippers’ cargo.

When you ship LCL, you lose the ability to decide when, how, and what the container is. You also lose the ability to decide whether another party’s keeps goods in a customs border hold.

The risk profile of LCL is too highly dependent on the supply chain, notwithstanding the rarity of this occurrence, and we record the additional cost as a cost of doing business.

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