Drayage
Drayage is the short-distance transport of shipping containers and cargo between ports, rail terminals, warehouses, and other logistics facilities. Despite covering relatively short distances — typically under 100 miles — drayage is a critical and often expensive link in the global supply chain. It connects ocean and rail shipments to their final overland destinations and frequently represents 30–40% of total intermodal door-to-door transportation costs.
The term originates from the "dray," a low, flat cart used historically to haul goods short distances at ports and market squares. Today, drayage is performed by specialized trucking companies using chassis-mounted container trailers, and the segment presents unique operational challenges related to port congestion, equipment availability, and regulatory compliance.
How Drayage Fits in the Supply Chain
Drayage operates at the intermodal transfer points — the seams where one mode of transportation hands off to another. In a typical import supply chain, a container arrives by ocean vessel, is discharged at a port terminal, and then must be trucked (drayed) to a warehouse, rail yard, or distribution center. The same process occurs in reverse for exports.
This "first mile" and "last mile" of containerized freight is where some of the most persistent supply chain bottlenecks occur — port congestion, chassis shortages, appointment delays, and labor constraints all concentrate at these handoff points.
Types of Drayage Moves
Understanding the different types of drayage is essential for accurate planning and cost estimation. Each type involves different origin-destination pairs and equipment requirements.
Drayage Type Decision Tree
Drayage Types Comparison
| Type | Description | Typical Distance | Example |
|---|---|---|---|
| Pier drayage | Port terminal to warehouse or distribution center | 10–60 miles | Container from Port of Long Beach to warehouse in Inland Empire |
| Shuttle drayage | Port terminal to nearby rail yard (or vice versa) | 5–30 miles | Container from Port of Savannah to CSX rail terminal |
| Inter-carrier drayage | Transfer between two different carriers | 5–50 miles | Container from ocean terminal to different steamship line's facility |
| Intra-carrier drayage | Transfer between facilities of the same carrier | 5–30 miles | Container between two terminals operated by the same carrier |
| Door-to-door drayage | Pickup at shipper's facility to delivery at consignee's facility | 10–100 miles | Export container from manufacturer to port terminal |
| Expedited drayage | Time-critical container moves with priority handling | Varies | Hot shipment needing same-day port extraction |
| Repositioning drayage | Moving empty containers to where they are needed | Varies | Returning empty containers to port for export loading |
Repositioning drayage — the movement of empty containers — is a significant and often overlooked cost. Shipping lines must reposition empties from import-heavy regions back to export-heavy areas, and the cost of this repositioning is ultimately passed through to shippers via equipment surcharges.
The Chassis Question
A chassis is the wheeled trailer frame onto which a shipping container is mounted for road transport. Chassis management is one of the most complex and contentious aspects of drayage operations in the United States.
Chassis Provision Models
Historically, ocean carriers provided chassis as part of their service. Beginning in the 2000s, most carriers divested their chassis fleets, creating three competing provision models:
- Carrier-provided chassis: The ocean carrier or rail company provides a chassis (increasingly rare)
- Intermodal Equipment Provider (IEP): Third-party chassis pools operated by companies like DCLI, TRAC Intermodal, or Flexi-Van lease chassis to drayage carriers
- Motor carrier-owned chassis: The drayage trucker owns their own chassis fleet
Today, most U.S. drayage operations rely on chassis pools managed by IEPs or cooperative pools (such as the Pool of Pools at major port complexes). Chassis availability — or the lack thereof — is a frequent source of delays and additional cost.
Chassis Flow in Drayage Operations
Chassis split scenario: When the container pickup location differs from the chassis pickup location, or when the chassis must be returned to a different pool than where it was obtained, a chassis split fee ($50–$150) is charged to cover the additional repositioning cost.
Chassis shortages are a recurring problem at major U.S. port complexes, particularly during peak import seasons. When chassis are unavailable, drayage drivers cannot pick up containers, leading to cascading delays, missed delivery appointments, and escalating demurrage charges. Proactive chassis reservation and off-peak scheduling are essential mitigation strategies.
Port Drayage Operations: Step by Step
Key Operational Steps
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Container release: Before a container can be drayed out of a port terminal, it must be released by both Customs (CBP) and the steamship line. A container that is not released is "on hold" and cannot be picked up.
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Appointment scheduling: Most major port terminals operate on appointment systems to manage truck traffic. Drayage carriers must book a pickup or delivery appointment through the terminal's online portal (e.g., Pier Pass at LA/Long Beach, GCT Bayonne system at NY/NJ).
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TWIC requirement: All drivers entering a port terminal must hold a valid Transportation Worker Identification Credential (TWIC) issued by the TSA — a federal security requirement for access to maritime facilities.
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Gate processing: At the terminal gate, the driver presents credentials, the container number is verified against the release, and the system directs the driver to the container's yard location.
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Turn time: The total time a driver spends inside the terminal — from gate-in to gate-out — is called the turn time. Average turn times at major U.S. ports range from 60 to 120 minutes, but can exceed 3–4 hours during periods of congestion.
Drayage Pricing Factors
Drayage pricing is influenced by a complex set of variables beyond simple distance.
| Cost Component | Description | Typical Range |
|---|---|---|
| Line haul rate | Base charge for the container move (distance-based) | $200–$800 per container |
| Fuel surcharge | Indexed to diesel price fluctuations | 15–30% of line haul |
| Chassis usage fee | Daily rental for chassis from pool or IEP | $20–$50/day |
| Chassis split fee | When chassis pickup/return location differs from container location | $50–$150 |
| Port congestion surcharge | Applied when terminal wait times exceed thresholds | $50–$200 |
| Wait time / detention | Charged when driver waits beyond free time at terminal or warehouse | $50–$100/hour |
| Tolls | Bridge, tunnel, and highway tolls on the drayage route | Varies by route |
| Pre-pull / storage | Moving container to an off-terminal yard before final delivery | $150–$350 |
| Overweight surcharge | Containers exceeding standard weight limits | $100–$300 |
| Hazmat surcharge | Containers with hazardous materials requiring placarding | $100–$250 |
| Tri-axle chassis | Required for heavy containers (over ~42,000 lbs gross) | $75–$150 premium |
The single most effective way to reduce drayage costs is to minimize dwell time — the time a container sits at the port before pickup. Containers picked up within the steamship line's free time window (typically 3–5 days after vessel discharge) avoid demurrage charges. Similarly, returning empty containers within the detention free-time window avoids per-diem equipment charges.
Common Drayage Challenges
Port Congestion
Port congestion is the most persistent challenge in drayage. When vessel arrivals cluster, terminal yards fill up, chassis become scarce, and truck turn times spike. The Port of Los Angeles / Long Beach complex and the Port of New York / New Jersey are particularly prone to congestion events that can add days to container retrieval times.
Chassis Availability
As discussed above, chassis shortages create a bottleneck independent of container availability. A released container is useless if no chassis is available to carry it. The fragmented chassis market — split between carrier pools, IEPs, and private fleets — complicates equipment matching.
Driver Shortages
Port drayage requires specialized drivers with TWIC credentials, hazmat endorsements (for applicable freight), and familiarity with terminal procedures. The driver pool serving port areas is limited, and competition for qualified drayage drivers intensifies during peak seasons.
Regulatory Compliance
Drayage operations are subject to overlapping federal, state, and local regulations:
- FMCSA hours-of-service rules limit driver working time
- EPA / CARB clean truck programs (e.g., California's Clean Air Action Plan) mandate low-emission or zero-emission vehicles at ports
- TWIC security requirements for port access
- Weight limits vary by state and route — overweight containers require permits or alternative routing
Drayage and Intermodal Transport
Drayage is inseparable from intermodal transport — the use of multiple transportation modes (ocean, rail, truck) in a single shipment journey. In a typical intermodal import move:
- Container arrives by ocean vessel at a port terminal
- Pier drayage moves the container to a nearby rail terminal
- Rail linehaul carries the container hundreds or thousands of miles inland
- Rail drayage (also called "last-mile drayage") delivers the container from the inland rail terminal to the final destination
Each drayage leg adds cost, time, and handling risk. Effective intermodal planning requires coordinating vessel schedules, terminal appointments, chassis availability, rail departure windows, and final-delivery timing. See Intermodal Transport for a deeper exploration of end-to-end intermodal logistics.
Resources
| Resource | Description |
|---|---|
| Intermodal Association of North America (IANA) | Industry association for intermodal freight, chassis pools, and drayage standards |
| FMCSA — Motor Carrier Safety | Federal regulations governing drayage carriers, hours of service, and safety |
| TSA — TWIC Program | Transportation Worker Identification Credential requirements for port access |
| Port of Los Angeles — Truck Information | Terminal appointment systems, clean truck program, and drayage procedures |
| Inbound Logistics — Drayage Guide | Industry overview of drayage types, costs, and best practices |