CARIMEX runs 50 container tractor units for import-export cargo and 20 trucks in a range of payloads for domestic freight — all company-owned, staged at our own yard in Nhon Trach, with journey monitoring and cargo insurance under contract.
Road transport in logistics is really two separate problems. The first is moving containers to and from the port — the cargo is sealed, the box must stay intact, and everything is tied to the carrier's cut-off time and the port's delivery orders. The second is moving loose cargo between warehouses — palletised or in cases, delivered to several points, and dependent on each warehouse's dock space and receiving hours.
CARIMEX runs a separate fleet for each: 50 tractor units with semi-trailers dedicated to container haulage, and 20 trucks in a range of payloads for loose cargo and final-mile delivery — 70 company-owned vehicles in all. Both fleets are dispatched from the same control centre, so when a shipment needs both — hauling a container to the yard, devanning onto pallets, then splitting it across trucks for several warehouses — you are not dealing with two contractors.
Vehicle yard & staging point: 25C Nguyen Ai Quoc, Nhon Trach, Dong Nai — a 20,000 m² yard on M300 concrete. Dispatch 24/7: +84 933 968 988.
This page covers road transport capability nationwide. If your business sits in one of the Nhon Trach industrial parks and you only need containers hauled to Cat Lai, Cai Mep or Phuoc An, see the page dedicated to that area — it carries distance and running-time tables for each route: Nhon Trach Container Trucking.
From container haulage tied to vessel schedules through to pallet delivery at the warehouse
Moving export and import containers between the plant and the ports, ICDs and depots — timed to the cut-off, with boxes returned on time.
Loose, palletised and case goods — trucks in a range of payloads, box-bodied or curtain-sided, delivering to several points on one run.
Interprovincial and long-haul runs to Hanoi, Da Nang, the central provinces and the Mekong Delta, with two-way pairing available to bring costs down.
Moving goods between plants, third-party warehouses and yards within the same region; devanning at the yard then splitting across smaller trucks for the final mile.
Picking the wrong vehicle is the most common reason a run costs more than it should: too large and you pay freight on empty deck space; too small and the job splits into several runs; and a tractor combination that arrives but cannot get down the internal road has to be cross-loaded on the spot.
| Vehicle Type | Best For | What to Watch When Arranging It |
|---|---|---|
| Tractor unit + semi-trailer | 20', 40', 40HC and 45HC containers — import-export cargo to and from the port | A long combination; needs a wide approach road and turning space at the plant |
| Large box truck | High-volume palletised cargo on long runs between warehouses | Check the warehouse door height and whether there is a loading dock |
| Medium truck | Medium consignments delivered to a few points in the same area | Balance the number of runs against the cost per run |
| Small truck | Final-mile delivery, inner-city areas, narrow internal roads | Mind the inner-city truck curfew hours |
| Specialised trailer | Heavy and oversized loads, industrial equipment that cannot be dismantled | A route survey is required beforehand, plus a movement permit where the law demands one |
Actual body dimensions and payloads vary by model year and manufacturer. Send the dimensions, weight and delivery addresses — CARIMEX will recommend the right vehicle and flag in advance if a delivery point has access restrictions.
The distances and times below are one-way reference values measured from the Ho Chi Minh City area
| Route (one way) | Indicative Distance | Indicative Running Time |
|---|---|---|
| Ho Chi Minh City → Dong Nai / Binh Duong | ~25 – 70 km | ~1 – 2.5 hours |
| Ho Chi Minh City → Cai Mep – Thi Vai | ~70 – 90 km | ~2 – 3 hrs |
| Ho Chi Minh City → Can Tho | ~170 km | ~4 – 5 hours |
| Ho Chi Minh City → Nha Trang | ~430 km | ~10 – 14 hours |
| Ho Chi Minh City → Da Nang | ~950 km | ~1.5 – 2 days |
| Ho Chi Minh City → Hanoi | ~1,700 km | ~2.5 – 3.5 days |
Actual times depend on the route chosen, truck curfew hours, the rest periods required of drivers and traffic conditions. Need figures for your specific route? Send a quote request — CARIMEX replies within the working day.
An oversized load is cargo that cannot be dismantled and, once loaded, exceeds the dimensional limits permitted for the vehicle or the road. An overweight load is cargo whose weight exceeds what is permitted for the vehicle and for the bridges and road structures along the route.
For such consignments the process has three mandatory steps: a route survey to identify bridges, underpasses and restriction points along the way; selecting the right trailer for the cargo's dimensions and weight; and obtaining a movement permit from the road authority. The permit usually takes longer than the run itself, so businesses should send the cargo specifications as early as possible.
Weight limits, road clearance limits and the permit procedure are set by specialised legislation and may be amended. CARIMEX checks against the rules in force at the time of carriage for each individual consignment.
Send your route list and expected volumes — CARIMEX quotes an all-in price per route within the working day. Call +84 933 968 988 or submit a request online.
What businesses ask before settling on a carrier
Use a tractor unit when the cargo is already in a container and tied to an import or export shipment — the box must travel intact from port to plant or back. Use a box truck when the cargo is loose, palletised or in cases, must reach several points, or when the delivery site has narrow internal roads a tractor combination cannot enter. Where a full container is imported but must be split across warehouses, the usual optimum is to haul the container to a yard, devan onto pallets, then use small trucks for the final mile.
Its own fleet. CARIMEX owns and operates 50 tractor units with semi-trailers and 20 trucks of various payloads, based at the company’s own yard in Nhon Trach, Dong Nai. Owning both the fleet and the yard means dispatching against orders that come up during the day without depending on a subcontractor’s schedule, and covering roadside incidents with the fleet’s own spare vehicles. Vehicles are serviced and repaired at the company’s own workshop inside the Nhon Trach yard — 3 mechanics, working outside office hours as well — so there is no queueing at an outside garage.
It depends on lane distance, vehicle type and payload used, cargo weight or volume, the number of delivery stops, waiting time for loading and unloading at the warehouse, whether the load can be paired in both directions or must run empty one way, and how regular the shipments are. Heavy, oversized cargo or cargo needing specialised equipment also incurs route survey costs and movement permits. CARIMEX quotes an all-in rate per lane, stating clearly what is included and what is billed separately. See each component in detail in how road container freight rates are calculated.
Advantages: door-to-door delivery from warehouse to warehouse with no transhipment, control over departure times which suits urgent cargo and production-driven schedules, simpler paperwork than sea or rail, and the container staying sealed throughout, reducing the risk of loss in transit.
Disadvantages: cost per tonne-kilometre is higher than sea and inland waterway over long distances, the load per trip is limited by the permitted axle load of the vehicle and the road infrastructure, and running times are exposed to congestion, inner-city truck curfews and weather.
In practice road transport rarely competes head-on with sea freight but complements it: sea covers the long leg, road handles both ends between port and factory.
The main differences are the paperwork and the freedom over the container itself. Domestic cargo moving between two points inside the country needs no customs clearance and is not bound by the shipping line’s free detention period, so scheduling is more flexible; the documents are just the transport contract, the delivery record and the invoice.
For import-export cargo the road leg has to line up with the vessel schedule, cut-off time and free detention period — losing half a day on the haul can trigger container detention charges and a missed vessel. CARIMEX handles both: domestic north-central-south lanes by container or box truck, and port connection legs for import-export cargo.
Yes. Vehicles carry journey monitoring devices as required for commercial transport vehicles, and customers are updated at the main milestones of each run. Cargo is insured as agreed in the transport contract; the scope and limit of liability are set out in the contract before the job begins.
Yes. An oversized load is cargo that cannot be dismantled and, once loaded, exceeds the permitted dimensional limits; an overweight load is cargo whose weight exceeds what the vehicle and the bridges and roads are rated for. Such consignments require a route survey beforehand, the right type of trailer, and a movement permit from the road authority. Send the cargo specifications early, since the permit usually takes longer than the run itself.
Nationwide, concentrated most heavily in the southern key economic region: Ho Chi Minh City, Dong Nai (particularly the Nhon Trach area), Binh Duong, Ba Ria – Vung Tau, Long An and the Mekong Delta provinces. We also work the long north–central–south corridor to Hanoi, Da Nang and the central provinces, plus the connecting legs to Cat Lai, Cai Mep – Thi Vai and Phuoc An ports and ICD Long Binh.
Send the route, cargo type and expected volume — CARIMEX recommends the right vehicle and quotes an all-in price within the working day