How much does port drayage cost in 2026?

Local port drayage in 2026 averages $250–$400 for a 20-foot container and $300–$500 for a 40-foot container moving from the marine terminal to a warehouse within 30 miles of the port. Once you add chassis usage ($35–$50/day), fuel surcharges (running 30–40% of base rate at most carriers as of mid-2026), pier pass and clean truck fees ($35–$90 per move), and pre-pull or yard storage charges, the all-in cost for a routine import dray usually lands between $500 and $900. Long-distance drays (100+ miles) and reefer containers can exceed $1,200 per move.

What is the difference between drayage and trucking?

Drayage is the short-haul movement of an ocean container — usually between a marine terminal, rail ramp, container yard, and a nearby warehouse. The work uses a specialized chassis, requires terminal credentials (TWIC, port RFID, UIIA), and is priced as a flat per-move fee. Standard over-the-road trucking, by contrast, moves freight in a 53-foot dry van between two non-port locations and is priced by the mile or hundredweight. A single import shipment typically uses both: drayage from the port to a transload warehouse, then OTR trucking from the warehouse to its final destination.

Why are drayage rates so high in Los Angeles and Long Beach?

LA/Long Beach drayage rates run 20–35% above the national average because the San Pedro Bay complex handles roughly 35% of all US container imports, driver supply is constrained by California’s AB5 owner-operator restrictions, the Clean Air Action Plan requires increasingly expensive tractors, and the average port turn time is 60–90 minutes — twice the typical inland intermodal yard. Add congestion-driven appointment scarcity at peak season and per-move rates from the SoCal ports run $325–$525 for a local 40-foot dray vs. $275–$425 in Savannah or Houston for the same lane length.

What are the hidden fees in port drayage?

The biggest hidden costs are demurrage (terminal storage after free time, $150–$350/day per container), per diem / detention (chassis or container held past free days, $75–$200/day), pre-pull fees ($75–$150 to pull the container to a yard before delivery), chassis split fees ($60–$125 if you have to swap chassis off-terminal), pier pass and clean truck fees ($35–$90/move), tri-axle or overweight surcharges ($75–$200), reefer monitoring ($35–$75/day), TMF and gate move fees ($25–$45), and hazmat surcharges ($50–$150). Together these can add 25–50% to the quoted base rate.

What is a chassis fee and who pays it?

A chassis is the wheeled frame that turns an ocean container into a truckable unit. In the US, chassis are no longer supplied free with the container — most ports operate on a "chassis pool" model where the trucker rents the chassis from a provider like TRAC Intermodal, DCLI, or Flexi-Van for $35–$50/day. The fee passes through to the importer on the dray invoice. Some BCOs negotiate chassis usage into ocean carrier rates (especially with merchant haulage), but the line item still appears on the dray bill. Free time is usually 2–5 days, after which per diem starts.

How can I reduce my drayage costs?

The highest-leverage moves are: (1) avoid demurrage and per diem by tracking free time and arranging same-day pickup whenever possible — this single discipline can save $200–$1,000+ per container on tight free-time terminals; (2) use a 3PL or transload facility within 15 miles of the port so you can split a $400 dray into a $300 dray plus a cheaper OTR move; (3) consolidate appointments — multi-stop or street turn drays at $400–$600 per move are cheaper per container than two separate one-way drays; (4) negotiate fuel surcharges with a cap rather than open-ended pass-through; and (5) for high-volume shippers, lock in a contract rate with a primary drayage carrier covering 70–80% of expected volume, leaving the spot market for overflow.

How does demurrage differ from detention and per diem?

Demurrage is charged by the marine terminal when your container sits at the port past free time, typically $150–$350/day with rates that escalate the longer it stays. Detention is charged by the ocean carrier when you hold their equipment (the container itself) too long after pulling it from the port, usually $75–$200/day. Per diem is essentially detention applied to the chassis — billed by the chassis pool provider at $35–$60/day after free days. Free time has shrunk dramatically since 2020 — most LA/LB terminals now offer just 2–4 free days, down from 5–7 pre-pandemic, which is why proactive container tracking has become essential.

What is a fuel surcharge and how is it calculated on drayage?

Drayage fuel surcharges are a percentage applied to the base rate that adjusts weekly or monthly based on the EIA US On-Highway Diesel Price index. Fuel surcharges jumped sharply in 2026: the DOE national diesel average spiked from roughly $3.50/gallon in January to $5.50 by late Q1 before easing to about $4.55–$4.60 by July. Most drayage carriers are now quoting 30–40% as the fuel surcharge component on local moves — meaning a $400 base rate becomes $520–$560 with fuel, versus $488–$520 a year ago. Rather than accept open-ended fuel pass-through, larger shippers negotiate a "fuel matrix" that ties the surcharge to specific diesel price brackets, so when prices fall the surcharge drops automatically. Always confirm whether a quoted rate is "all-in" or "base plus fuel" before comparing carriers.

Port Drayage Costs (2026): Rates, Surcharges & Hidden Fees

Last updated: July 15, 2026

Drayage looks simple on the surface — move a container from the port to a warehouse — but the line items on your invoice tell a different story. This guide breaks down 2026 drayage rates, fuel and chassis charges, port-specific surcharges, and the hidden fees that quietly push your real per-container cost 30–50% above the quoted rate.

Key Takeaways

Local 40-ft container drayage averages $300–$500 base rate in 2026; all-in cost typically $500–$900 after fuel, chassis, and port fees.
LA/Long Beach rates run 20–35% above national average; Savannah and Houston are the lowest-cost major ports.
Chassis fees ($35–$50/day) are billed separately from the dray rate; demurrage and per diem can add $150–$350/day per container.
Fuel surcharges currently run 30–40% of base rate at most carriers as of mid-2026, after the Q1 diesel spike; negotiate a capped fuel matrix.
Free time at LA/LB terminals has shrunk to 2–4 days — proactive container tracking is essential to avoid demurrage.

In this guide

Base drayage rates by port (2026)
Anatomy of a drayage invoice
Hidden fees and surcharges
Demurrage, detention & per diem
How to reduce drayage costs
FAQ

Base Drayage Rates by US Port (2026)

The numbers below reflect typical local drayage rates — port-to-warehouse moves within roughly 30 miles of the marine terminal — for a standard 40-foot dry container. Rates assume a daytime appointment, single chassis, no overweight, no reefer, and a single drop. They are base rates only: fuel surcharges (30–40% as of mid-2026), chassis usage, pier pass, and gate fees are billed separately.

Port / Metro	20-ft Local	40-ft Local	All-In (with fuel/fees)	Notes
Los Angeles / Long Beach	$275–$425	$325–$525	$525–$925	Highest US rates; 60–90 min average turn time; AB5 driver constraints
New York / New Jersey	$300–$450	$350–$525	$550–$900	Multiple terminals; ExpressRail availability; tight free time
Savannah	$225–$350	$275–$425	$425–$725	Among the lowest base rates; strong driver supply
Houston	$225–$375	$275–$450	$425–$750	Lower fuel surcharges; spread-out terminals add miles
Charleston	$225–$375	$275–$450	$425–$750	Inland Port Greer rail option lowers long-haul cost
Norfolk / Virginia	$250–$400	$300–$475	$475–$800	Strong rail intermodal connectivity to Midwest
Seattle / Tacoma	$275–$425	$325–$500	$525–$875	Volume-driven rate volatility; clean truck fees apply
Oakland	$300–$475	$350–$550	$575–$925	Higher labor cost; AB5 impact; chassis splits common
Miami / Port Everglades	$275–$425	$325–$500	$525–$850	Caribbean/Latin America gateway; reefer-heavy

Rate ranges reflect Q2–Q3 2026 contract and spot pricing reported by drayage carriers and freight brokers. Rates outside the local zone scale roughly linearly: a 75-mile inland dray typically runs 1.6–1.9× the local rate, and 150-mile inland drays run 2.5–3.0×. For tight modeling, use our drayage cost calculator.

Mid-2026 Fuel Update

Diesel drove the biggest drayage cost swing of 2026. The DOE national on-highway average jumped from about $3.50/gallon in January to $5.50 by late March — a 56% spike in 90 days — pushing many carrier fuel surcharges above 40% at the peak. Prices have since eased to roughly $4.55–$4.60/gallon as of July, and surcharges have settled in the 30–40% range. If your drayage contract renews this year, this is the moment to negotiate a banded fuel matrix with a cap instead of open-ended pass-through: carriers that re-rated upward during the spike rarely re-rate downward without contract language forcing it.

Anatomy of a Drayage Invoice

Carriers bill drayage as a stack of line items rather than a single price. Understanding each component is the first step to negotiating it down. Here is what a typical invoice for a local 40-foot import dray from LA/Long Beach to a 25-mile inland warehouse looks like:

Line Item	Typical Charge	What It Covers
Base Drayage	$425	Single move: terminal → warehouse → return empty
Fuel Surcharge (25%)	$106	Adjusts weekly with EIA diesel index
Chassis Usage (3 days)	$120	Pool chassis rental; first day often included
Pier Pass / Clean Truck	$45	Off-peak entry fee + emissions program
TMF / Gate Move	$35	Terminal handling fee per gate transaction
Pre-Pull (optional)	$125	Pull from terminal early to avoid demurrage
Subtotal (no exceptions)	$731 – $856	Routine import to local warehouse
Driver Wait (after free hour)	$75–$125/hr	Detention at shipper or receiver
Demurrage (per day after free)	$150–$350	Container left at terminal past free time
Per Diem (chassis/container)	$75–$200/day	Equipment held past free days

The $731–$856 baseline above is the realistic cost of a routine, well-executed import dray. Almost every cost overrun on a drayage invoice traces back to a single avoidable event: a missed appointment, a slow unload at the warehouse, or a container that sat past free time at the terminal.

Hidden Fees and Surcharges

Beyond the standard line items, drayage invoices regularly carry exception fees that can quickly double the cost of a move. The list below captures the surcharges that most often surprise importers:

Chassis Split ($60–$125)

When the chassis assigned to your container is at a different yard than the container itself, the trucker has to make a separate stop to grab it. Common at LA/LB during peak season; rare at Savannah and Houston where chassis pools are co-located with terminals.

Pre-Pull ($75–$150)

Pulling a container from the terminal before it is needed at the warehouse, then storing it at the carrier's yard. The fee is almost always cheaper than the demurrage it prevents — every hour of free time matters.

Tri-Axle / Overweight ($75–$200)

A standard chassis can carry up to roughly 44,000 lb of cargo before exceeding US road weight limits. Heavier loads require a tri-axle chassis and special routing — and the fee reflects both equipment scarcity and lower productivity.

Reefer Monitoring ($35–$75/day)

Refrigerated containers require generator (genset) rental, fuel, and temperature monitoring while in transit and at the carrier's yard. Rates vary by region, with LA and Miami trending highest.

Hazmat Surcharge ($50–$150)

Drivers handling hazardous material need endorsements (HM-126 / HM-181), and not every carrier accepts every UN class. Premium reflects insurance, paperwork, and limited driver supply.

Stop-Off / Multi-Drop ($75–$150)

Each additional stop on a single dray (e.g., dropping at a warehouse and returning empty to a different yard) is billed separately. Often cheaper than two single moves but more expensive than a single round trip.

Driver Wait / Detention ($75–$125/hr after free)

Most carriers include 1–2 hours of free time at the warehouse. After that, the meter runs by the quarter-hour. A poorly staffed receiving dock can turn a $700 dray into a $1,000+ invoice.

Yard Storage ($25–$45/day)

When a dray carrier stores a loaded or empty container at their own yard between moves. Less expensive than terminal demurrage but it adds up if a container parks for a week.

After-Hours / Weekend ($100–$250)

Appointments outside the standard daytime gate window (typically 7am–5pm Mon–Fri) carry a premium. Increasingly common at LA/LB, where extended-gate programs aim to shift volume to off-peak hours.

Rule of thumb: a clean import dray with no exceptions adds 35–50% to the base rate after fuel and chassis at mid-2026 fuel surcharge levels. A messy dray — chassis split, pre-pull, multi-stop, plus detention — easily adds 70–100%. Most importers underestimate this gap when budgeting.

Demurrage, Detention & Per Diem

These three fees are the single biggest source of avoidable drayage cost — and the three terms are routinely confused. Each is charged by a different party for a different reason:

Charge	Charged By	Trigger	Typical 2026 Rate
Demurrage	Marine terminal	Container sits at terminal past free time	$150–$350/day, escalating
Detention	Ocean carrier (steamship line)	Container held off-terminal past free days	$75–$200/day
Per Diem	Chassis pool provider	Chassis held past free days	$35–$60/day

Free time has compressed sharply since 2020. Most LA/LB terminals now offer just 2–4 free days for import containers, down from 5–7 pre-pandemic. Charleston, Savannah, and Houston tend to be more generous (4–5 free days), but the safe planning assumption is that anything over the published free time will trigger fees.

Cost example: A container that sits at a LA terminal for 4 days past free time will accrue roughly $200 + $300 + $400 + $500 = $1,400 in tiered demurrage alone. Add 4 days of detention and chassis per diem and the total exceeds $2,000 — more than triple the cost of the dray itself.

The Federal Maritime Commission's Detention & Demurrage final rule (enforced in 2024–2025) requires carriers to issue invoices within specific timelines and limits charges when a container could not have been picked up due to terminal closures, chassis shortages, or other no-fault events. Importers should always review D&D invoices for compliance — disputed charges are routinely waived or reduced when challenged with documentation.

How to Reduce Drayage Costs

The five highest-leverage strategies for cutting per-container cost in 2026:

1. Track Free Time Religiously

Subscribe to terminal alerts, use a real-time visibility platform, and have a single person responsible for matching every container to its free time clock. Avoiding one demurrage incident per month often pays for the entire visibility tool subscription.

2. Use a Transload / Cross-Dock Within 15 Miles of the Port

Port-adjacent transload facilities let you split an expensive port-to-DC dray into a short, low-cost dray plus a 53-foot OTR move. The math usually beats direct delivery for any destination beyond 100 miles. See our cross-docking costs guide for transload pricing.

3. Negotiate a Capped Fuel Surcharge

Open-ended fuel surcharges expose you to upside without protection. A capped or banded fuel matrix tied to specific EIA diesel price brackets caps your exposure when prices spike. Most carriers will agree to a cap if you commit volume.

4. Consolidate Appointments and Use Street Turns

A street turn — using the same chassis to deliver an import and pick up an export load without returning empty to the port — typically pays $400–$600 vs. $700+ for two separate moves. Coordinate with your export shipper or 3PL to set them up.

5. Build a Multi-Carrier Mix

Lock in 70–80% of expected volume with a primary drayage carrier on a contract rate, leaving the spot market for overflow and lane exceptions. Single-carrier reliance gets expensive when terminals close, drivers walk, or a port has a labor event.

For high-volume importers, port-adjacent 3PLs running a transload + fulfillment model typically deliver 15–25% lower landed cost per container than direct-to-DC drays. Compare options with our 3PL comparison tool or model your specific lane with the drayage cost calculator.

Need Help With Drayage or Port-Adjacent Fulfillment?

We work with importers across every major US port. Whether you need drayage rate quotes, transload services within 15 miles of LA/Long Beach, NY/NJ, Savannah, or Houston, or a port-adjacent 3PL that can handle import-to-DTC fulfillment in one location — we can help. Get free, no-obligation quotes from drayage-experienced 3PLs in your market.

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