How Intermodal Shipping Works

Intermodal transportation uses multiple modes (ship, rail, truck) to move freight in standardized containers. The trucker’s role — called drayage — is the short-haul connection:

Ship

Ocean Vessel

Container arrives at port from overseas

→

Port

Port Terminal

Container unloaded, cleared by customs

→

Truck

Drayage (YOU)

Haul container to warehouse, rail, or customer

→

Dest

Final Destination

Warehouse, distribution center, or rail yard

Why it’s called “drayage”: The term comes from horse-drawn drays (flat wagons) that moved goods short distances between ships and warehouses in the 1800s. Today, drayage typically means moves of 50-100 miles or less.

Container Types and Sizes

You need to know what you’re hauling. Here are the standard container types you’ll encounter:

Container Type	Dimensions	Max Cargo Weight	Common Cargo
20’ Standard (TEU)	20’ x 8’ x 8’6”	~44,000 lbs	Heavy goods, machinery, raw materials
40’ Standard	40’ x 8’ x 8’6”	~44,000 lbs	General cargo, consumer goods
40’ High Cube	40’ x 8’ x 9’6”	~43,500 lbs	Light, voluminous cargo (furniture, electronics)
45’ High Cube	45’ x 8’ x 9’6”	~43,000 lbs	Domestic intermodal, retail goods
20’ Reefer	20’ x 8’ x 8’6”	~40,000 lbs	Perishables, pharmaceuticals
40’ Reefer	40’ x 8’ x 8’6”	~40,000 lbs	Frozen food, produce, temperature-sensitive

Weight is the biggest risk in drayage. Container weights are often inaccurate on shipping documents. A 40’ container marked at 40,000 lbs may actually weigh 45,000+. Always know your axle weights. Overweight tickets at $100-500/1,000 lbs add up fast. Overweight fines guide →

Equipment Requirements

Drayage requires specific equipment different from standard dry van operations:

Day Cab Tractor

Short hauls mean no sleeper berth needed. Day cabs are cheaper, lighter, more maneuverable in port yards, and let you carry more cargo weight (sleeper cabs add 2,000-3,000 lbs).

Cost: $60K-100K used, $130K-180K new

Container Chassis

The wheeled frame that carries the container. Three options: own one ($5K-15K used), lease from a pool ($15-25/day), or use port/terminal chassis. Pool chassis have availability issues.

Cost: $5K-15K owned, or $15-25/day leased

TWIC Card

Transportation Worker Identification Credential. Required for unescorted access to secure port areas. Takes 4-12 weeks to process. $125.25 for 5-year card. Apply at TSA enrollment center.

Cost: $125.25 for 5 years

Port-Specific Requirements

Many ports require clean truck programs (emissions standards), RFID tags for gate access, and terminal-specific registration. Check your target port’s requirements before investing.

Cost: Varies by port ($0-500 registration)

Port Operations: What to Expect

Working at a port terminal is nothing like picking up from a warehouse. Here’s the typical flow:

1

Pre-arrival: Get your appointment

Most major ports use appointment systems (PierPASS, etc.). Book your slot in advance. No appointment = potentially hours of extra wait time. Have your container number, chassis info, and TWIC ready.

2

Gate check-in

Present TWIC, CDL, and appointment confirmation. Gate scanner checks chassis condition, container number, and customs clearance status. If the container isn’t cleared by customs, you’re turned away.

3

Navigate to the container stack

Follow terminal traffic rules (speed limits, one-way lanes). You’ll be directed to the container’s location. Container handlers (top picks or side picks) load the container onto your chassis.

4

Inspection and securement

Verify container number matches your paperwork. Check twist locks are engaged. Inspect for damage (note any damage on the interchange receipt — this protects you from damage claims).

5

Gate out

Scanner verifies container number and chassis. You receive an interchange receipt (your proof of possession). Keep this document — it’s your record of container condition at pickup.

6

Deliver and return chassis (if pool)

Deliver to consignee, return empty container to designated location (may be different from pickup terminal). If using a pool chassis, return it to an approved chassis depot.

Drayage Profitability

Drayage is paid per move, not per mile. The economics are fundamentally different from OTR:

Drayage Economics

Average rate per move$250-600

Average distance per move30-80 miles

Moves per day2-4

Daily gross revenue$600-1,800

Fuel cost per move$25-50

Chassis cost per day (pool)$15-25

Home every nightYes

OTR Comparison

Average rate per load$1,500-3,000

Average distance per load500-1,500 miles

Loads per week2-3

Weekly gross revenue$3,000-9,000

Fuel cost per load$400-1,000

Trailer cost per week$200-400

Home every nightNo

$250-600

Rate per drayage move

2-4

Moves per day possible

30-80 mi

Typical move distance

$85K-130K

Annual gross potential

Drayage Challenges

The money is good, but drayage has unique frustrations:

1

Port congestion and wait times

Average port turn time is 60-90 minutes. Bad days can be 4+ hours. Time is money — lost hours mean lost moves. Track turn times and avoid peak hours when possible.

2

Chassis shortages

Pool chassis availability fluctuates wildly. During peak import season, there may be no chassis available at your terminal. Owning your chassis eliminates this risk but ties up capital.

3

Container weight inaccuracies

Shipping weights are frequently wrong. A container listed at 40,000 lbs might actually be 48,000. Get caught overweight and the fine is your problem, not the shipper’s. Weigh when possible.

4

Demurrage and detention charges

Containers must be picked up and returned within a free time window (typically 3-5 days). After that, demurrage charges of $75-350/day apply. The importer pays, but delays cascade to you.

5

Emissions requirements

California ports (LA, Long Beach, Oakland) require trucks meeting strict emissions standards. Older trucks may be banned. Check Clean Truck Program requirements before committing to a port.

6

Damage claims

Container damage is common. If you don’t document pre-existing damage on the interchange receipt at pickup, you could be liable for it. Always inspect and note damage before leaving the terminal.

Insurance Requirements for Drayage

Drayage has some unique insurance considerations beyond standard trucking coverage:

Coverage	Typical Requirement	Why Drayage Is Different
Auto liability	$1M minimum (many ports require this)	Port terminals and steamship lines often require $1M, not the FMCSA $750K minimum
Cargo insurance	$100K-250K	Container contents can be very high value. Import containers may hold $500K+ in goods
Interchange/trailer coverage	$25K-50K per container/chassis	Covers damage to the container and chassis while in your possession — critical for drayage
General liability	$1M-2M	Port operations have higher third-party risk (congested terminals, heavy equipment)
Workers’ comp	State requirement	Port work has higher injury rates — premiums may reflect this

Interchange coverage is critical. If a container or chassis is damaged while in your possession, you’re responsible. Standard auto policies often exclude non-owned trailers and containers. You need specific interchange coverage — and it’s worth every dollar. Trailer insurance guide →

Getting Started in Drayage

If you’re considering entering the drayage market, here’s a practical roadmap:

Step 1

Research your target port/market

Identify the closest major port or rail hub. Research volume, emissions requirements, chassis availability, and competition. Talk to drivers already working there.

Step 2

Get your TWIC card

Apply at a TSA enrollment center. Processing takes 4-12 weeks. You need this before you can enter any secure port terminal. Don’t wait — apply now.

Step 3

Set up insurance with interchange coverage

Find an agent who understands drayage. You’ll need auto liability ($1M), cargo, interchange/trailer coverage, and possibly pollution liability for port areas. Choosing an insurance agent →

Step 4

Register with terminals and chassis pools

Most terminals require registration and insurance verification before they’ll let you in. Register with DCLI, Flexi-Van, or TRAC Intermodal for chassis pool access.

Step 5

Find drayage work

Register with drayage brokers, steamship line trucking portals, and local freight forwarders. Load boards like DAT also list drayage moves. Direct relationships with importers are the long-term goal.

Major U.S. Port Markets

Not all ports offer equal opportunity. Here are the biggest drayage markets:

Los Angeles / Long Beach

Largest US port complex Strict Clean Truck Program, high competition, strong rates

New York / New Jersey

Largest East Coast port Complex terminal system, strong demand, congestion challenges

Savannah

Fastest-growing US port Good rates, growing market, less congestion than LA/NY

Houston / Galveston

Major Gulf Coast hub Petrochemical + container mix, strong regional demand

Seattle / Tacoma

Pacific Northwest gateway Asia trade route, growing warehouse market, moderate competition

Charleston

Southeast key port Major port expansion underway, growing drayage demand

Frequently Asked Questions

Do I need a special endorsement to haul containers?

No special CDL endorsement is required for standard dry containers. However, if you haul hazmat containers (IMDG cargo), you’ll need a hazmat endorsement. And you absolutely need a TWIC card for port access. Hazmat endorsement guide →

Should I own or lease my chassis?

If you’re doing 3+ moves per day consistently, owning makes financial sense — a used chassis pays for itself in 6-12 months vs. pool rental. If you’re starting out or volume is inconsistent, pool chassis give you flexibility with no upfront investment. Many experienced drayage drivers own 2-3 chassis to always have one available.

What’s the biggest mistake new drayage drivers make?

Not documenting container damage at pickup. If you don’t note pre-existing damage on the interchange receipt, you’ll be charged for repairs when the container is returned. Take photos of every container before leaving the terminal — it takes 2 minutes and can save you thousands. Also: underestimating port wait times when calculating daily earnings.

Can I do intermodal rail drayage instead of port drayage?

Yes, and for many truckers it’s actually easier to start with. Rail yards (like BNSF and UP intermodal facilities) tend to have faster turn times, less congestion, and don’t require TWIC cards. The work is similar — pickup container at rail yard, deliver to warehouse, return empty. Rail drayage is available in many more markets than port drayage.