Ocean freight from Laem Chabang is a competitive, transparent market. The 200 miles after the container is discharged in the USA is not. Most cost surprises on a Thailand import land here.
The charges you will see after arrival
| Charge | Typical 2026 range | What it is |
|---|---|---|
| Drayage (0–50 mi) | USD 375–650 per container | Port to warehouse trucking |
| Drayage (50–150 mi) | USD 650–1,250 | Add fuel surcharge 15–25% |
| Chassis rental | USD 35–55 per day | Charged even while waiting |
| Pier pass / traffic mitigation (LA/LB) | USD 38–80 per TEU | Off-peak gate fee |
| Congestion / dual transaction fee | USD 50–150 | Terminal dependent |
| Pre-pull & drop | USD 150–350 | Pull before free time expires |
| Chassis split | USD 75–200 | Chassis at a different yard |
Ask your forwarder for an all-in door rate with surcharges named, not a base drayage number. A quote that omits chassis, pier pass, and fuel is not a quote.
Demurrage vs per diem — know which clock is running
- Demurrage accrues while the container sits inside the terminal past free time (typically 4–5 days), roughly USD 150–350 per day and escalating.
- Per diem / detention accrues once the container is out of the terminal but not returned empty, roughly USD 100–250 per day.
Both are avoidable with one discipline: clear customs before the vessel arrives. Your entry can be filed and released pre-arrival, so the box is available the day it discharges. Our customs and CBP guide sets out the timeline.
Transload vs door move: the 2026 decision
Ocean containers are 40 feet; domestic dry vans are 53 feet. Transloading means stripping two or three ocean containers at the port and reloading into 53' trailers.
Transload when: your warehouse is 500+ miles inland, you ship high volume, or you want the empty returned immediately to stop per diem. Three 40' HQ loads typically consolidate into two 53' trailers, cutting long-haul cost per unit meaningfully.
Door move when: volume is low, the warehouse is within roughly 250 miles of the port, or the product is fragile and every extra touch risks damage.
Rail intermodal from the West Coast
If your 3PL is in Chicago, Dallas, or Atlanta and you discharged at LA/Long Beach, on-dock rail is usually cheaper than trucking but adds 5–9 days and one to three days of dwell at the ramp. For seasonal goods that dwell can be fatal — for steady replenishment it is free money. Compare against routing the vessel to an East Coast port instead; see our best US port guide.
Appointment systems and driver reality
Major terminals run appointment-only pickups with limited slots. In practice this means:
- Your broker must clear the entry early so the container is "available" in the terminal system.
- Your trucker must secure an appointment, sometimes 24–72 hours out.
- Your 3PL must have a receiving door slot that matches. See our US 3PL setup guide.
Break any link in that chain and the daily meters start. Assign one owner for all three — that is the single highest-return process fix for a Thailand-to-USA lane.
Overweight and axle limits
A heavily loaded 40' from Thailand — tiles, rubber, canned food, steel parts — can exceed US highway axle limits even when it is legal at the Thai port. The federal gross limit is 80,000 lb, and state axle rules vary. Cap payload around 42,000–44,000 lb per 40' HQ for road moves, or plan a transload. Overweight permits, if available, cost USD 150–600 and restrict routing.
What to fix at the Thailand end
- Confirm carton weights early so total payload is known before booking.
- Palletise for fast live unload and to avoid hand-stack fees.
- Use ISPM 15 stamped wood so an inspection does not turn into a re-export.
- Make sure the packing list and invoice match exactly, so a customs hold never delays release.
How TUSKO handles it
We plan the container load in Thailand around your US delivery point — payload limits, pallet pattern, and carton marking — and coordinate with your broker so the entry clears pre-arrival. One point of contact tracks the box from Laem Chabang to your dock, and the drayage, chassis, and terminal fees are built into the landed cost you approve before production begins.
FAQ
How much does drayage cost from a US port to my warehouse?
Roughly USD 375–650 for moves under 50 miles and USD 650–1,250 up to 150 miles in 2026, plus fuel, chassis, and terminal fees. Always ask for an all-in door rate.
What is the difference between demurrage and per diem?
Demurrage is charged while the container sits inside the terminal past free time; per diem is charged after it leaves but before the empty is returned.
How many free days do I get at the US terminal?
Typically 4–5 calendar days. Clearing customs before vessel arrival is the reliable way to use them.
Is transloading worth it for Thailand imports?
Yes when your warehouse is 500+ miles inland or you move steady volume — three 40ft ocean containers usually consolidate into two 53ft domestic trailers.
Can a Thai container be overweight for US roads?
Yes. Keep payload near 42,000–44,000 lb per 40ft HQ for road moves, since US gross and axle limits are stricter than the port's loading limit.
Who is responsible for the inland leg under FOB terms?
You are, as buyer. That is an advantage: you choose the carrier and control the schedule instead of paying a supplier markup. See our Incoterms 2020 guide.