Wando Welch
Both buildings, on the drayage page: ~16–24 miles.
Importer guide
From the Port of Charleston to Amazon FBA
Terminal pickup, a piece-count devan, an optional bond hold, then the prep and forwarding already listed for FBA.
C&C Warehouse, family-run since 1998, keeps two buildings in the Charleston metro. The primary building is 60,000 sq ft at 137 Acres Drive, Ladson. The secondary building is 30,000 sq ft at 1014 Northpointe Industrial Blvd, Hanahan. Together the buildings are 90,000+ sq ft. Both are US Customs Bonded: a CBP Class 3 bonded warehouse — an importer's private bonded warehouse — and a CBP-designated General Order facility. This walkthrough is for an importer whose container lands at the Port of Charleston and whose goods are headed to Amazon FBA. The steps follow the drayage, devanning, bonded storage, and FBA prep pages. A rate is not printed here. Use the quote form or call (843) 818-2332.
Wando Welch
~16–24 miles
North Charleston
~7–14 miles
Leatherman
~6–14 miles
Bond
Class 3, voluntary
1 · Terminal pickup
Dray the container off the terminal.
Drayage is the short-haul between an ocean terminal and the warehouse. The drayage page names Wando Welch, North Charleston Terminal, and Hugh K. Leatherman. Once the container is available, that page says the appointment is booked, the chassis is lined up (standard, tri-axle, or heavy-haul), and the move is dispatched so the cargo does not sit accruing per diem or demurrage. The driver pulls the container off the stack, takes possession, and confirms the seal is intact before leaving the gate. A seal anomaly is photographed and reported before transit, not after. Chassis are coordinated through the pool providers named there — CCM, Direct, and TRAC — plus heavy-haul chassis for overweight ocean containers. Split-and-return of the chassis to the originating terminal is part of that drayage scope.
The process step on the drayage page brings the container to a dock door in Ladson. Both buildings publish drive distances, and the facility page states that both sit within 25 miles of all three SC Ports Authority ocean terminals. Hanahan is described there as closer to the port terminals — the shortest drayage runs in the network. Per-building miles, including Inland Port Greer, are on the terminal distances guide. The ranges under each terminal below are the ones the drayage page prints for both buildings.
Cargo that is not entering US commerce yet can move in bond. The drayage page says a Class 3 warehouse can take an in-bond container off the terminal and receive it onto the bonded floor without breaking the bond. After the unload — same-day devan, bonded receipt, or a later pull — the empty is returned and the chassis is split back to the originating terminal. If free time is running out, that page says pulling the container off the terminal onto the warehouse's paper stops the steamship-line per-diem clock, and the cargo can sit on the bonded or general floor while destinations are sorted. The rate for that time is not printed here.
North Charleston Terminal (NCT)
Both buildings, on the drayage page: ~7–14 miles.
Hugh K. Leatherman
Both buildings, on the drayage page: ~6–14 miles.
2 · Devanning
Unload it and audit the piece count.
The devanning page defines the word the way this warehouse uses it: a hand-unload at the warehouse, not at the terminal, with a piece-count audit and exception documentation against the bill of lading. The container is photographed, and the seal number is recorded against the BOL before the seal is broken. Floor-loaded or palletized cargo comes out by hand. Each carton, drum, or piece is counted as it crosses the dock — the page says there is no shortcut tally taken from a packing list.
Counts are reconciled in real time against the bill of lading. Shortages, overages, mis-marks, and damaged pieces are flagged, photographed, and noted on the unload report. What comes back is a signed piece-count tally reconciled against the BOL, the exception list with photographs, and the original seal number. That package is sent the same day the container is unloaded. An unload video is available on request. Cargo is then staged to rack, cross-docked to the outbound carrier, or palletized per the SOP.
How long the unload takes depends on how the container was loaded. The devanning page says a palletized, slip-sheet, or pre-stacked load can come out in an hour or two, and a floor-loaded 40-foot HC of mixed cartons typically takes most of a shift. Counts and damage notes are completed in that same window. Bonded containers can be devanned under bond into bonded inventory without breaking the bond. For freight that is going to Amazon, the FBA prep page says the receipt is against the packing list, exceptions are photographed as the crew goes, and the discipline is the same as the devan piece-count audit. Sellable units are prepped and forwarded from that facility.
3 · On bond, if you want it
Hold the goods before entry.
This step is optional. On the bonded storage page, bonded storage is voluntary: the importer or their broker elects to place cargo on bond. General Order is the other path, and it is involuntary — cargo that sits at the port unclaimed past the 15-day window can be moved by CBP to a GO-designated facility. C&C Warehouse handles both. This guide is the voluntary hold, used before freight becomes unclaimed.
Class 3 is the importer's private bonded warehouse classification. Imported merchandise can sit without import duty at arrival. Duty is owed when the cargo is withdrawn for US consumption, or not at all if it is re-exported under bond. The FBA prep page says the same thing in fewer words: duty is owed when goods enter for consumption, not while they sit here. Under the standard CBP rule stated on the bonded page, cargo can remain up to five years from the date of importation.
Bonded inventory is tracked at the SKU and lot level, and the bonded page says CBP permits partial withdrawals against the original entry. Pull some of the freight and leave the rest on bond. That is the FBA use the same page describes: hold imported inventory on bond and withdraw it in tranches as Amazon needs it, with duty deferred on the rest. The warehouse coordinates with the customs broker on entry, withdrawal, and re-export filings, and keeps the warehouse-side record CBP requires — receipt, location, withdrawal, and balance. When the importer is ready, the bonded page says the withdrawal is filed with CBP: pay duty and release for consumption, or re-export under bond.
4 · FBA prep
Inspect, label, bag, bundle, and forward.
The FBA prep page lists the work after the count: inspection, FNSKU labeling, polybagging with suffocation warnings, bubble wrap, and bundling. Amazon's prep rules are treated as production specs. The details that page already prints: bags with a 5-inch or larger opening need a suffocation warning, barcodes must scan through the bag, and every unit needs its FNSKU.
The same page states the 2026 change it is written around. As of January 1, 2026, Amazon no longer labels, bags, or preps inventory at its US fulfillment centers. Everything sent must arrive prepped, or it does not qualify for damage reimbursement. The guidance stated there is to prep it yourself or hire a third-party prep provider. For importers through Charleston, that page says the product is prepped the same week it clears.
What gets prepped
Inspection, FNSKU labeling, polybagging with suffocation warnings, bubble wrap, and bundling. Oversize, heavy, and automotive product is accepted. Hazardous materials, cold-chain, and live animals are not.
How it can arrive
A container from the port, LTL from a supplier, or parcel. The FBA page says the container path is devan and prep in one facility.
How it leaves
Carton or pallet, labeled and tendered on Amazon partnered-carrier rates. You create the shipment plan. The warehouse confirms the numbers match before anything ships. A signed tally goes out the same day it ships.
5 · Visibility
Read the count in the portal.
The WMS page says receive, putaway, pick, and ship are tracked in a warehouse management system. Bonded, General Order, and free cargo show under one logon at portal.candcwarehouse.com. On-hand, aging, in-and-out activity, and bond status are pulled on demand. Lot and serial numbers are tracked when the product has them. Both Ladson and Hanahan are on the system. The facility page states 3,000+ racked pallet positions across the two buildings, plus floor-load space for oversized cargo. The portal shows what is actually on hand.
Bond status travels with putaway, so bonded cartons are not mixed into a free-cargo pick face. That matters when part of a container is still on bond and part has been withdrawn for FBA. The FBA prep page adds live counts and photos in the customer portal, and says the shipment plan is yours to create — the warehouse confirms the numbers match before anything ships. The phone number on the WMS page is still (843) 818-2332 when the portal is not the right tool.
Related pages
The pages this walkthrough is drawn from.
Drayage, devanning, bonded storage, and FBA prep each have their own page. So do the two buildings, the published terminal miles, and the quote form.
FAQ
Questions on the port-to-FBA path.
Which Port of Charleston terminals can you pick a container up from, and how far are the warehouses?
Drayage is the short-haul container move between the SC Ports Authority terminals and the warehouse. The drayage page names Wando Welch, North Charleston Terminal (NCT), and Hugh K. Leatherman. Ranges printed for both buildings: Wando Welch ~16–24 miles, North Charleston Terminal ~7–14 miles, and Hugh K. Leatherman ~6–14 miles. From 137 Acres Drive, Ladson: Wando Welch is about 24 miles, North Charleston Terminal is about 14 miles, Hugh K. Leatherman is about 14 miles. From 1014 Northpointe Industrial Blvd, Hanahan: Wando Welch is about 16 miles, North Charleston Terminal is about 7 miles, Hugh K. Leatherman is about 6 miles. The facility page states that both buildings sit within 25 miles of all three ocean terminals.
What does the piece-count devan include before anything is prepped for FBA?
On the devanning page, devanning means a hand-unload at the warehouse, with a piece-count audit and exception documentation against the bill of lading. The container is photographed and the seal number is recorded against the BOL before the seal is broken. Each carton, drum, or piece is counted as it crosses the dock. Shortages, overages, mis-marks, and damaged pieces are flagged, photographed, and noted. You get a signed piece-count tally, the exception list with photographs, and the original seal number, sent the same day the container is unloaded. An unload video is optional on request. Bonded containers can be devanned under bond into bonded inventory without breaking the bond. Timing depends on the load: a palletized, slip-sheet, or pre-stacked load can come out in an hour or two, and a floor-loaded 40-foot HC of mixed cartons typically takes most of a shift. Counts and damage notes are completed in that same window.
Can the goods stay on bond before they are entered and sent to Amazon FBA?
Yes. Bonded storage is voluntary: the importer or their broker elects to place cargo on bond. C&C is a CBP-designated Class 3 bonded warehouse, the importer's private bonded warehouse classification. Duty is owed when the cargo is withdrawn for US consumption, not while it sits. Under the standard CBP rule, cargo can remain up to five years from the date of importation. Bonded inventory is tracked at the SKU and lot level, and partial withdrawals are allowed, so some of a container can go to FBA while the rest stays on bond. The bonded storage page describes holding imported inventory on bond and withdrawing it in tranches as Amazon needs it, with duty deferred on the rest. Drayage can run as an in-bond move so that status carries from the terminal onto the bonded floor.
Which FBA prep steps does C&C already list?
The FBA prep page lists inspection, FNSKU labeling, polybagging with suffocation warnings, bubble wrap, and bundling, and says Amazon's prep rules are treated as production specs. Bags with a 5-inch or larger opening need a suffocation warning, barcodes must scan through the bag, and every unit needs its FNSKU. Oversize, heavy, and automotive product is accepted. Hazardous materials, cold-chain, and live animals are not. Inbound can be a container, LTL, or parcel. Forwarding is carton or pallet, labeled and tendered on Amazon partnered-carrier rates, with a signed tally the same day it ships. You create the shipment plan; the warehouse confirms the numbers match before anything ships. That page also states that as of January 1, 2026, Amazon no longer labels, bags, or preps inventory at its US fulfillment centers, and that inventory which does not arrive prepped does not qualify for damage reimbursement.
How do I see inventory while it is in the warehouse?
Counts live in a warehouse management system, not a spreadsheet. The importer portal is portal.candcwarehouse.com. On-hand, aging, in-and-out activity, and bond status are pulled on demand. Bonded, General Order, and free cargo show under one logon, for both Ladson and Hanahan. Lot and serial numbers are tracked when the product has them. The FBA prep page also describes live counts and photos in the customer portal. The phone number is still (843) 818-2332 when the portal is not the right tool.
How do I get a price for drayage, devan, bond, or FBA prep?
This page does not publish a rate. Use the quote form or call (843) 818-2332. Hours published on the site are Monday–Friday, 8:00 a.m. to 4:30 p.m.. Email is information@candcwarehouse.com.
More answers are on the FAQ. To reach the warehouse directly, use contact.
Send the container details when you want a number.
Rates are not printed on this page. Use the quote form or call (843) 818-2332. Hours are Monday–Friday, 8:00 a.m. to 4:30 p.m..