C&C WarehouseLadson, SC
Highway-legal redistribution

Overweight in. Legal-weight out.
Weight tickets in hand at the dock.

We split overweight ocean containers across legal-weight outbound loads — re-palletized, weighed on a certified scale, and tendered with BOLs and weight tickets ready for the driver. One of the things C&C is best known for, since 1998.

Request a quoteCall (843) 818-2332
Method
Hand-unload, redistribute
Target
FHWA legal-weight outbound
Documentation
Certified weight tickets + BOLs
Bonded capable
Class 3 — rework under bond
How it works

From overweight chassis to legal-weight outbound.

Same crew handles drayage, devan, rework, and outbound tender — so the count, the weight tickets, and the chain-of-custody documentation come from one party, not three handoffs.

  1. STEP 01

    Container drays straight to our dock

    We pull the overweight container from Wando Welch, NCT, or Leatherman on a heavy-haul chassis and bring it directly to one of our dock doors — no intermediate yard stop where it can age and accrue per diem.

  2. STEP 02

    Plan the redistribution

    Crew checks the container weight, the cargo manifest, and the outbound destinations. We work backward from US highway limits — 80,000 lb gross, 34,000 lb tandem — to lay out how many outbound loads it splits across.

  3. STEP 03

    Hand-unload, re-palletize, weigh

    Cargo comes off piece by piece, gets re-palletized to the redistribution plan, and each outbound pallet or load is weighed on a certified scale. Any in-transit damage is photographed at the same time the count is reconciled to the BOL.

  4. STEP 04

    Tender legal-weight outbound

    Each split load goes out as a separately-tendered legal-weight shipment with its own weight ticket and BOL. The driver leaves the dock already in compliance with no permit needed.

When overweight rework earns its keep

Four situations where redistributing at the port pays off.

Heavy commodities

Steel coils, tile, stone, ceramics, beverages, brake parts, machined castings — anything where a fully-loaded ocean container blows past 44,000 lb of cargo and lands the rig over US highway gross.

Destinations that won't take permits

Plenty of inland DCs and big-box receivers refuse overweight permits at the gate. Splitting the load at the port-adjacent rework facility avoids a turnaround later in the lane.

Multi-stop outbound consolidation

When the container's contents are bound for several inland destinations, redistributing them across legal-weight outbound trailers at devan saves a second touch downstream.

Avoid permit fees + escort costs

Overweight permits, route restrictions, and escort costs add up across a multi-state lane. A one-time rework at C&C usually pencils out cheaper than permit-and-escort over the road.

Capacity & coverage

What you get when you rework with us.

Throughput
Up to 30 containers/day at peak. Most reworks finish inside one shift, dependent on cargo density and the outbound split count.
Weight documentation
Certified scale on site. Every outbound load leaves with a weight ticket and a BOL that match — driver has compliance documentation in hand before pulling away from the dock.
Re-palletization
Pallets, slip-sheets, banding, shrink-wrap, corner board, edge protection — outbound presentation built to the carrier's tender requirements, not just the legal weight target.
Drayage included
Direct moves from SC Ports Authority terminals (Wando Welch, NCT, Leatherman) on heavy-haul chassis so the container only changes hands once.
Bonded-floor capable
Rework under bond without breaking the bond status — see bonded storage for the full picture.
Cargo insurance
Warehouse legal liability and cargo coverage on stored inventory once it’s off the container — limits at $X,XXX,XXX TK.
FAQ

Questions importers usually ask first.

What is overweight container reworking?
It’s the process of taking an ocean container that’s too heavy to move legally on US highways, hand-unloading it, and redistributing the cargo across two or more outbound truckloads that each comply with FHWA gross- and axle-weight limits. We do the unload, the re-palletization, the weighing, and the tendering in one stop at our Ladson, SC dock.
What's a legal weight in the US?
On the federal Interstate System, the limits are 80,000 lb gross vehicle weight, 20,000 lb on a single axle, and 34,000 lb on a tandem. State and local roads can be tighter. We plan redistributions to the federal limits and pull tighter where the outbound lane requires it.
Can you handle heavy commodities like steel, tile, or stone?
Yes — heavy commodities are the typical use case. We have the forklift capacity, the floor loading, and the dock height to receive and re-palletize dense cargo straight off the chassis. If you’re not sure whether your cargo fits, call and we’ll tell you straight.
Do you provide weight tickets?
Yes. Every outbound load leaves with a certified weight ticket and a BOL that match. The driver has documentation in hand at the dock — no “run it past the scale on your way out and hope” situations.
Can the cargo stay bonded during rework?
Yes. We’re a CBP-designated Class 3 bonded warehouse, so an overweight rework can happen under bond without breaking the bond status. See bonded storage for the full picture, and devanning for the unload-and-audit pattern that overweight rework builds on.
How fast can you turn an overweight container?
Most reworks finish inside a single shift once the container is on our dock. The driving variables are how the cargo was loaded (palletized vs. floor-loaded), how dense it is, and how many outbound legal-weight loads it splits across. We’ll scope the timing on the quote so the outbound carrier can be booked accordingly.
Overweight container coming in?

Send us the BOL, weight, and outbound destinations — we’ll quote the rework end-to-end.

Start a quoteAll services