Drayage & Transload Services
Port drayage, rail drayage, and transloading services connecting your freight to its next move — across all 48 states.
RAIL DRAYAGE
CONTAINER TRANSLOAD
SAME DAY DISPATCH
ALL 48 STATES
What Is Drayage?
Drayage is the short-distance transport of freight, typically a shipping container, between a port, rail yard, or warehouse and its next destination. It is the critical first or last mile that connects ocean and rail freight to the domestic trucking network.
Drayage Services
Container & Equipment Specifications
Every drayage move starts with the right equipment. Here are the container types, chassis configurations, and power options we work with at ports and rail ramps across the country.
Chassis Types, Weight Limits & Drayage Radius
Chassis availability, weight limits, and how far a container can be pulled from the port all affect your drayage cost and timeline. Here is a practical reference for the chassis types we coordinate across our major port markets. Exact terms vary by chassis pool, steamship line agreement, and port — we confirm all requirements at the time of booking.
| Chassis Type | Fits Container | Standard GVWR | Overweight Capacity | Axles | Drayage Radius Guidelines | Genset Compatible | Operational Notes |
|---|---|---|---|---|---|---|---|
| 20′ Standard Chassis | 20′ containers (TEU) | 80,000 lbs GVW | Up to ~97,000 lbs with tri-axle conversion + state permits | Tandem (2 axle) | Local drayage: typically within 50 miles of port gate. Extended/inland: 50–200+ miles permitted under most pool agreements with per diem charges applied. Some steamship line chassis restrict to local only — confirmed at booking. | Not typically used — 20′ reefer containers are rare. Genset coordination available on request if a 20′ reefer container is involved. | Heavy 20′ loads (steel, chemicals, stone) routinely exceed 80,000 lbs. Tri-axle chassis required above legal axle weights. Overweight permits required in most states. |
| 40′ Standard Chassis | 40′ and 45′ containers (FEU) | 80,000 lbs GVW | Up to ~97,000 lbs with tri-axle conversion + state permits | Tandem (2 axle) | Local drayage: typically within 50 miles of port gate. Extended/inland: 50–200+ miles under most pool agreements. Per diem fees apply beyond free time. DCLI, Flexi-Van, and Milestone pools each have different free time allowances. | Not genset-equipped as standard. Reefer chassis required for containers needing active power. Standard 40′ chassis can transport a reefer container short distances only if temperature maintenance is not required. | Most common chassis at all major U.S. ports. Overweight moves on CA and WA corridors require tri-axle swap and applicable state overweight permits — standard practice we coordinate routinely. |
| Tri-Axle Chassis | 40′ and 45′ containers | 97,000 lbs GVW | Up to ~105,500 lbs in select states with overweight permits | Triple (3 axle) | Local drayage: typically within 50 miles. Extended/inland: 50–200+ miles. Overweight permits restrict certain routes — some highways and bridges have posted limits below permit weight. Route planning included in our overweight coordination. | Tri-axle reefer chassis available with genset mount points. We source tri-axle + genset combinations for heavy reefer containers that also require active refrigeration. Availability confirmed at booking by port. | Mandatory in California for containers over 80,000 lbs gross. Third axle spreads weight across additional tires to meet per-axle legal limits. Standard procedure for overweight drayage at LA/LB, Oakland, Tacoma, and Seattle. |
| Extendable Chassis | 20′ through 45′ containers (adjustable) | 80,000 lbs GVW | Tri-axle extendable available for heavy loads up to ~97,000 lbs + permits | Tandem or triple (adjustable) | Local drayage: within 50 miles standard. Extended/inland: 50–200+ miles. Same pool per diem rules apply. Versatile chassis reduces repositioning time when container sizes vary across a shipment program. | Genset mounting available on extendable reefer chassis configurations. Useful when container sizes vary across an import program but all require active refrigeration. Sourced through chassis pool or steamship line depending on port. | Adjustable pin positions accommodate 20′, 40′, and 45′ containers on a single chassis. Reduces chassis swap time at port and lowers per diem exposure. Tri-axle extendable versions available at major ports for overweight programs. |
| Reefer Chassis | 20′ and 40′ refrigerated containers | 80,000 lbs GVW | Tri-axle reefer chassis available for heavy reefer loads up to ~97,000 lbs + permits | Tandem or triple | Local drayage: within 50 miles of port. Extended/inland: 50–200+ miles with per diem. Genset fuel consumption and runtime are factored into extended drayage planning. Temperature logs maintained throughout transit. | Yes — primary genset chassis. Shore power hookup points at port and warehouse allow plug-in when stationary. Genset mounts to undercarriage for over-the-road power when no shore power is available. We coordinate genset sourcing directly and through steamship line depending on port and equipment availability. | Required for any reefer container that must maintain temperature in transit. We verify genset fuel level, pre-trip inspection, and temperature setpoint at port pickup. Temperature range: -25°F to +77°F depending on unit and cargo specs. |
| Flat Rack Chassis | Flat rack containers (20′ and 40′) | 80,000 lbs GVW | Tri-axle flat rack chassis for heavy loads; no fixed cap on cargo height or width — overdimensional permits govern | Tandem or triple | Local drayage: within 50 miles standard. Extended/inland: route-dependent — overdimensional and overweight loads require pre-approved permit routes. Some highways, bridges, and underpasses restrict wide or tall loads. Route survey included in our flat rack coordination. | Not applicable — flat rack containers carry non-temperature-sensitive oversized cargo. No genset required. | Used for oversized and overweight cargo with no walls or roof. Cargo can exceed container dimensions in height and width. Wide load permits, pilot cars, and escort vehicles arranged as required by state law. Blocking, bracing, and securement to shipper and carrier specs. |
* GVWR limits, overweight permit thresholds, chassis pool free time allowances, and per diem rates vary by port, chassis pool (DCLI, Flexi-Van, Milestone, steamship line owned), and state. Drayage radius guidelines reflect general industry practice and are confirmed at time of booking. Contact us to discuss requirements for your specific port, container type, and lane.
What Is Transloading?
Transloading is the process of transferring freight from one mode of transportation to another, typically from an ocean container into a domestic 53-foot trailer for distribution across the U.S.
When imported goods arrive at a West Coast port in ocean containers, transloading moves that freight into standard domestic trailers that can reach any warehouse, distribution center, or retail location in the country faster and more cost-effectively than keeping it in the ocean container.
West Coast Carriers coordinates the full transload process, drayage to the transload facility, unloading, reloading into domestic equipment, and onward delivery to your final destination.
Why Shippers Choose Transloading
Why West Coast Carriers for Drayage & Transload
Ready to Move Your Container?
Tell us your port, rail ramp, or origin location and we will get your container moving fast. Most drayage requests dispatched same day.
