Marine terminals and equipment depots in Los Angeles

The Port of Los Angeles is a collection of separate cargo operations around Terminal Island, Wilmington, and San Pedro. APM Pier 400, Fenix Pier 300, Everport, Yusen, TraPac, WBCT, and Pasha each have their own identity and truck instructions. The ocean carrier and discharge terminal on the shipment record determine where an import is collected.

A Wilmington equipment-yard visit needs its own return, collection, or handling instruction, separate from the marine-terminal pickup. Include that stop and the customer delivery when arranging the full equipment cycle.

Harbor facility addresses

Port and marine locations

Equipment depots and yards

Use the terminal’s current gate information with these location references. The nearby Long Beach facilities belong to a separate port and operator directory, even though both harbors serve the Southern California freight market.

Terminal Island and the numbered piers

APM Terminals Pier 400 uses 2500 Navy Way. The port’s APM profile identifies Berths 401–406, grounded import/export handling, on-dock rail, and the terminal’s appointment system. Pier 400 is a precise marine-terminal name; it should not be replaced by a general APM, Los Angeles, or downtown rail reference.

Fenix Marine Services, also encountered under its former Eagle Marine name, operates Pier 300. The port’s Fenix profile identifies 614 Terminal Way, grounded container operations, refrigerated plugs, and on-dock rail. If older paperwork uses Eagle Marine, reconcile it with the present Fenix facility and shipment reference.

Everport, often shortened to ETS, is another Terminal Island operation. The port’s Everport page gives 389 Terminal Island Way for Berths 226–236. It describes both wheeled and grounded handling and links the appointment resource. The shared island location does not make Everport a substitute gate for Fenix or APM.

Yusen Terminals, or YTI, uses 701 New Dock Street. The port’s Yusen profile identifies its container operation and appointment support for imports, exports, and empties. Use the operator’s current map for the visit, particularly when the instruction concerns a different transaction from the last trip to the terminal.

For all four, distinguish vessel arrival from container availability. A ship at berth is useful context, but the truck still needs the unit-level release and an appointment or other accepted visit arrangement. Schedule the customer around a collectible container, not simply the vessel’s published arrival time.

Wilmington, West Basin, and Pasha

TraPac is the Wilmington container reference on West Harry Bridges Boulevard. The port’s TraPac profile describes a mix of wheeled and grounded operations, automated berths, and on-dock rail. Use the terminal’s own current driver process for the booked transaction rather than assuming another harbor terminal’s procedure applies.

WBCT identifies the West Basin container operation. The port lists the LA TiL terminal at 2050 John S. Gibson Boulevard and separately describes its China Shipping component. Preserve the terminal wording supplied by the carrier and reconcile it with the current gate and release. A broad West Basin reference can require more detail before dispatch.

Pasha is a different cargo proposition. The port’s Pasha profile identifies breakbulk and containerized cargo at its Fries Avenue operation. A Pasha release may therefore require a cargo-specific transport plan rather than an ordinary loaded-container dray.

For a loose piece or machine, provide dimensions, weight, packaging, lifting points where supplied, and the loading method agreed with the handler. Confirm the receiver’s unloading capability and the inland equipment selected by the carrier. Do not assume that a standard container chassis solves transport for cargo that is not inside the specified container.

Turn an import release into a workable pickup

Begin with the terminal, container number, size and type, and the carrier’s release. Check the terminal’s unit status, any outstanding release issue, and the current collection procedure. Where an appointment is required, coordinate it with the driver and customer appointment as separate tasks.

For a grounded unit, the truck needs a suitable chassis and a terminal handling arrangement. For refrigerated cargo, tell the carrier the transport requirements and the receiving appointment; terminal plug capacity does not by itself establish the equipment or monitoring needed on the road.

Ask the arranging party to identify the applicable last free day and the equipment terms for this shipment. Keep those dates with the order and distinguish terminal-side storage from equipment time after pickup. The container and accessorial glossary explains the terminology; the actual commercial instruction determines the shipment’s dates and responsibilities.

If the receiver cannot unload on the available collection day, discuss a pre-pull or warehouse alternative. Name the holding site, whether the unit remains mounted, and the later delivery. An intermediate stop needs acceptance and should be included in the proposed service from the outset.

Export receiving and empty returns are different instructions

For an export, match the booking to the correct terminal, vessel receiving dates, and cargo cutoff. Arrange an authorized empty release, confirm container condition before loading, and give dispatch the loaded receiving reference. General terminal hours do not establish that the booked vessel is receiving that container yet.

For an import empty, obtain the owner’s current return designation. It may differ from the discharge terminal and can depend on equipment type and the permitted transaction. Check the receiving instruction again when scheduling the actual return, especially after a receiver drop separates unloading and empty collection by several days.

The Wilmington equipment references include Fast Lane on Pacific Coast Highway and separate ConGlobal East and West sites. ConGlobal’s location directory distinguishes its Alameda Street and Lomita Boulevard operations. The East and West names and their addresses should remain attached to the release; neither is a generic replacement for the other.

If a depot return requires grounding, establish the lift window. If the chassis continues to another provider, put that stop into the itinerary. Retain the container and chassis interchange records alongside the customer delivery record.

Choose the inland handoff to suit the cargo

A direct delivery keeps the goods inside their ocean container until the receiver unloads them. A transload introduces a warehouse, labor, and an outbound vehicle, which can serve a different distribution plan. Compare the complete alternatives, including stripping, storage if needed, and empty return after unloading. Our direct-drayage and transloading comparison helps frame that decision.

If the shipment is already assigned to inland rail, identify where the container will be released rather than automatically arranging a truck from the marine terminal. The Los Angeles rail guide separates Commerce, LATC, City of Industry, and Bloomington references.