Why do terminal delays hit drayage harder than other freight?
Drayage revenue depends on turns: how many containers a truck moves in a day. When terminal lines grow, gates close early or appointments are scarce, a truck that normally makes several turns may make far fewer. Drivers still get paid, equipment still costs money, and the lost turns rarely come back later in the week.
Picture a drayage fleet serving the terminals around Savannah or the Port of New York and New Jersey. A vessel bunching turns a normal week into long lines at the gate. Each truck spends more of its day waiting to get in and out. The fleet hauls fewer containers, bills less, and still carries the same fixed costs. When the congestion clears, customers want their boxes moved all at once, and the fleet needs cash to run hard again.
How do chassis shortages affect cash flow?
When chassis are scarce or out of service, trucks wait or make extra moves to find equipment before they can pull a container. Those are hours with no billable revenue. Some fleets respond by leasing or buying their own chassis, which trades waiting time for a new fixed cost that needs its own plan.
Before investing in chassis, compare:
- The truck-hours lost each week to chassis hunting
- The cost of owning or leasing chassis, including maintenance and storage
- How steady your container volume is across the year
If owning equipment clearly improves turns, equipment financing can spread the cost over its useful life. If congestion is temporary, a flexible option may be wiser.
| Problem | Cash flow effect | What helps |
|---|---|---|
| Long terminal lines | Fewer turns per truck per day | Line of credit for slow stretches |
| Chassis shortages | Unbilled waiting and extra moves | Owning chassis when volume is steady |
| Per-diem and demurrage disputes | Deductions or bill-backs | Records and clear customer terms |
| Backlog surges | Costs rise before pay arrives | Working capital sized to the surge |
What about per-diem and demurrage disputes?
Per-diem and demurrage charges can land on a drayage fleet even when congestion or terminal problems caused the delay. Disputes take time, and while they are open, the charge may be deducted from what you are owed or billed back to you. Strong records and clear customer agreements are the best protection. Rules and dispute processes are set by carriers, terminals and the official agency.
- Save terminal appointment confirmations and any cancellation notices
- Capture gate timestamps and ELD data for every attempt
- Note when a terminal was closed or had no returns available
- Put responsibility for these charges in writing in customer agreements
We do not give legal advice on disputes. For current rules, consult the official agency or a qualified professional.
How long does it take drayage fleets to get paid?
Drayage fleets are usually paid by importers, freight forwarders, customs brokers or larger carriers on their own terms. Pay timing varies widely, and accessorial charges such as waiting time, prepull or storage often take longer to approve than the base move. During congestion, more of your revenue sits in these slower accessorial buckets.
Track base moves and accessorials separately so you see where cash is stuck. Submit accessorials with the move invoice and full records attached. See documenting detention and accessorials for a checklist that applies at terminals too.
When does funding help a drayage fleet?
Funding helps when congestion creates a temporary gap between costs and revenue, and volume is expected to recover. A business line of credit fits stop-and-start congestion because you draw only during bad stretches. Working capital fits a single, sizable gap, such as a surge in moves after a backlog clears.
- Business line of credit for recurring congestion swings
- Working capital for a one-time backlog surge
- Equipment financing for chassis or yard equipment that clearly improves turns
Freight factoring is an alternative some owners compare.
When is borrowing the wrong move?
Borrowing is the wrong move when congestion is not the real problem: rates that do not cover waiting time, customers who never pay accessorials, or a fleet stretched thin by existing payments. It is also risky when a single importer makes up most of your volume. Fix pricing and terms first.
Read customer concentration for fleets and our port and drayage fleets guide. I-95 Funding helps fleets get funded through our funding partners and explains every offer plainly.
Frequently asked questions
Can I bill customers for terminal waiting time?
Many drayage fleets do bill waiting time, depending on their customer agreements. Clear terms, timestamps and terminal records make those charges easier to collect. Review your agreements so waiting time is defined before congestion hits.
Should my drayage fleet buy its own chassis?
It can make sense when chassis shortages consistently cost you turns and your container volume is steady. Compare lost truck-hours with the full cost of owning, including maintenance and storage. For fluctuating volume, flexible access may be better.
Do funders understand seasonal port volume?
Funders review deposits over time, so predictable swings tied to import cycles are different from an unexplained decline. A short note explaining your volume pattern helps the reviewer read your statements correctly.
What documents does a drayage fleet need to apply?
Expect recent business bank statements, owner ID and business and operating details. Equipment requests add a quote. Some funders ask about your customer mix and receivables. Requirements vary by product and funder.
Can funding cover per-diem charges during a dispute?
Working capital or a line of credit can cover general cash needs while disputes are resolved. But if these charges are frequent, the lasting fix is customer terms that assign responsibility clearly, not borrowing to absorb them.
Keep containers moving when the port slows
Tell us how congestion hits your fleet and we will show you options from our funding partners.
Updated September 14, 2026 · I-95 Funding Team