Drayage is a specialized move: it is short (often under 50 miles), it involves a container on a chassis rather than a standard trailer, and it is tightly coupled to terminal operations — appointment systems, gate hours, chassis availability, and container free time.
Drayage carriers price the move as a flat rate per container plus accessorials, because the mileage is small relative to the time spent waiting at the terminal and the risk of per-diem and demurrage charges if the container is not returned in time.
It is a distinct segment from over-the-road trucking. A dry van fleet does not casually take a drayage load; it requires terminal credentials (a port pass such as a TWIC where required), chassis arrangements, and familiarity with the specific terminal’s process.
Example
An import container clears customs at the Port of Savannah. A drayage carrier picks it up, hauls it 22 miles to a distribution center for unloading, and returns the empty container and chassis to the designated depot the next day — billed as a flat drayage rate of $375 plus a $60 chassis charge, with pre-pull and storage accessorials if the DC cannot take it immediately.
Why it matters
Drayage timing drives per-diem and demurrage exposure. A container held past its free time accrues daily charges that can quickly exceed the drayage rate itself, so the schedule matters more than the distance.