Question 1

What is drayage in shipping?

Accepted Answer

Drayage is the short-haul trucking move that transports an ocean container (or rail container) from a port or rail ramp to a warehouse, distribution center, or rail yard. It is the bridge between the long-haul ocean leg and the inland warehousing or trucking leg of a shipment. Most drayage moves are under 100 miles, and the trucker typically returns the empty container to the terminal within a few days. Drayage is one of the most expensive single legs of an import journey on a per-mile basis because it involves specialized chassis, port-specific labor rules, terminal congestion, and tight time windows.

Question 2

How much does drayage cost in 2026?

Accepted Answer

A typical 40-foot door-move from a major US port to a regional warehouse runs $700-$1,200 all-in (linehaul + fuel + chassis + accessorials) in Q1 2026. The cheapest origins are Savannah, Charleston, and Norfolk (sub-$700 baseline). The most expensive are New York/New Jersey and Los Angeles/Long Beach where chassis pools and congestion add 12-18% to the linehaul. Add $300-$1,500+ in time-based fees if you incur per diem, chassis rental, detention at the consignee, or demurrage at the port.

Question 3

What is the difference between demurrage, per diem, and detention?

Accepted Answer

These three fees often get confused. Demurrage is what the OCEAN CARRIER charges you for the container sitting at the port terminal beyond the free-time window (typically 4-7 free days). Per diem is what the OCEAN CARRIER charges once the container is off the port but still under your control beyond the free per-diem clock. Detention is what the TRUCKER (drayage carrier) charges when the driver is held at the consignee dock beyond the typical 1-2 free hours. Each is billed by a different party, has a different free-time clock, and escalates differently. This calculator captures all three because they routinely add 30-60% on top of a clean drayage move.

Question 4

Why are drayage rates so volatile right now?

Accepted Answer

Three forces push 2026 drayage rates around: (1) ocean import volume — when imports surge, terminal dwell rises and drayage fuel surcharges spike along with detention; (2) chassis pool availability — most major ports use shared pools (PoolofPools, NACPC), and chassis shortages instantly add per-diem fees and idle time; (3) regulatory pressure on emissions and clean-truck mandates, which has accelerated turnover of older trucks at LA/LB and NY/NJ specifically. For most importers, the spot rate can swing 15-25% within a single quarter on the same lane.

Question 5

How do I reduce drayage cost on my imports?

Accepted Answer

In order of impact: (1) negotiate FREE TIME — many ocean carriers will quietly extend port free time from 4 to 5 or 7 days for accounts with consistent volume, which avoids most demurrage; (2) use a SAME-DAY return — instructing your trucker to return the empty container the same day cuts per diem and chassis days to near zero; (3) PRE-PULL when terminal dwell is high — paying a $200-$300 pre-pull fee can avoid $500-$1,500 in demurrage if the port is congested; (4) consolidate your drayage carriers — committing volume to one or two truckers in each port typically saves 10-15% versus pure spot bookings; (5) avoid warehouse FCFS unloading — schedule appointments and ensure dock crews unload the container in under the free 1-2 hours so you do not eat detention.

Question 6

Should I use a drayage broker or contract direct with a trucker?

Accepted Answer

Direct contracts work best for steady, consistent flow into one or two warehouses near a single port — you build a relationship with one trucking company, lock in rates, and get priority dispatch. Brokers (or 3PLs offering drayage) work better for variable volume, multiple ports, or when you do not have leverage to negotiate direct. Brokers typically add a 8-15% margin, which is often offset by their broader carrier network and ability to redeploy chassis quickly during port disruptions. Most importers under 500 TEU/year benefit from a broker; above that, direct contracts pay off.

Question 7

Are these benchmarks accurate for my port?

Accepted Answer

The defaults reflect Q1 2026 national averages with a regional multiplier applied per port. Your real spot quote will typically land within +/-15% of the calculator output. The biggest sources of variance are: lane density (a major lane like LA/LB to Inland Empire is 10-15% cheaper than the same mileage to a less-served destination), how many empties the trucker is repositioning that week, and whether the lane has a backhaul. Use this calculator to validate quotes — if a trucker quotes 30% above the calculator, push back. If they quote 30% below, ask what is excluded.

Port	All-In Baseline	Notes
Los Angeles / Long Beach	$640 - $760	Highest chassis dwell pressure; clean-truck surcharges apply.
New York / New Jersey	$680 - $810	Most expensive nationwide; rush-hour and weekend penalties common.
Savannah	$520 - $620	Cheapest major port; strong inland reach into GA, AL, TN.
Charleston	$540 - $640	Strong Southeast hub; modest congestion versus LA/LB.
Houston	$580 - $680	Heavy energy/petrochemical traffic; hazmat-friendly.
Norfolk	$540 - $640	Mid-Atlantic gateway; strong rail intermodal options.
Seattle / Tacoma	$610 - $720	Asia trade lane; chassis pools tighter than East Coast.
Oakland	$630 - $740	Premium pricing tied to Bay Area labor.
Miami / Port Everglades	$580 - $680	LATAM trade focus; specialty refrigerated capacity.
Baltimore	$570 - $670	Mid-Atlantic alternative; recovering capacity post-2024 disruption.

Drayage Cost Calculator (2026)