Shipping has been slow lately due to recent tariff increases. However, with the tariff hike paused for 90 days, we can expect a surge in imported containers entering the U.S. As a result, ports and rail ramps may experience congestion, leading to a shortage of inland container carriers. This makes it more important than ever to know and understand our rates thoroughly.
To begin with, it’s a great advantage to work with insured truckers. While low drayage rates might seem appealing, using insured carriers offers peace of mind in case of any damage.
How are drayage rates calculated?
Drayage rates are typically calculated based on mileage, with a Fuel Surcharge added afterward. Each trucker may have a different surcharge rate, but percentages should be similar within the same regions. A standard drayage quote includes pickup from the port, delivery to the destination, and the return of the empty container to the port.
Chassis charges also apply, as containers must be moved using a trucker-owned or terminal-owned chassis. These charges are billed per day, beginning at container pickup and ending when the empty container is returned. These costs — Drayage plus Fuel Surcharge plus Chassis Usage — are standard and should always be expected.
What additional charges should you be aware of?
Pre-Pull and Storage Fees
When it comes to additional charges, the first to consider are pre-pull and storage fees. These are incurred when the receiver cannot accept the container within the free time window or when delivery is scheduled for the next day. In such cases, you’ll be billed for pre-pull, daily storage, and daily chassis usage. However, this can help avoid higher carrier or terminal demurrage charges. Also, keep in mind that per-diem charges may apply depending on the terms between the carrier and consignee as outlined in the Master Bill of Lading.
Detention Charges
Detention charges are among the most common in trucking. Detention refers to extra waiting time at either the pickup or delivery location. Carriers provide a certain amount of free time to load and unload containers. After that, detention fees begin to apply. These charges compensate the driver for lost time.
Chassis Split Charges
One of the most confusing additional charges for customers is the chassis split charge. This occurs when the chassis pool is located at a different site from the container pickup location. At rail ramps, chassis split charges are quite common, since chassis depots are often located outside the terminal. In such cases, the trucker must first visit the chassis pool to pick up a chassis, then proceed to the terminal to collect the container. If the chassis is returned to the depot afterward, a second chassis split charge may apply. In contrast, for port shipments, chassis splits are less common because the chassis pools are usually located within the terminal. However, if the container is a shipper-owned container or the carrier instructs that the empty container be returned to a location outside the terminal, a single chassis split charge may apply.
Other Additional Charges
Other additional charges depend on the status of the container:
- Overweight containers may incur overweight fees and/or overweight permit fees.
- Triaxle charges may apply for 40’ containers, and for 20’ containers if they are overweight.
- If the container is refrigerated (reefer), gen-set or temperature control fees may apply, increasing daily storage costs.
- If the container is carrying hazardous materials (hazmat), hazmat fees will apply based on the hazard class. Pre-pull and storage may also incur extra charges.
- In some cases, the route may include toll roads, and the toll fee will be billed by the trucker.
In summary, it’s essential to understand all the charges you might incur.
Truckers are experts in their field, and they are usually more than willing to help if you have any questions or concerns. Don’t hesitate to ask for clarification, as it helps build strong and lasting business relationships.
