Get a quoteGet a quoteCasey places commercial insurance for intermodal drayage operations — port haul, rail ramp haul, and container yard work. We know the UIIA chassis interchange language carriers actually accept, and which markets write the high-frequency / low-radius claim pattern that drayage produces.
Send your DOT and a few details. A broker will reach out within 1 business hour.
Casey places commercial insurance for intermodal drayage operations — port haul, rail ramp haul, and container yard work. We know the UIIA chassis interchange language carriers actually accept, and which markets write the high-frequency / low-radius claim pattern that drayage produces.
Overview
Drayage looks simple on paper — short runs, repetitive routes — but the exposure structure is unusual. You’re handling somebody else’s container on somebody else’s chassis, on and off port property, with high claim frequency at low severity per incident. Carriers either understand drayage and price it correctly, or they price you like dry van and you find out at renewal.
The two policy elements that matter most are the Trailer Interchange endorsement (for the chassis you’re pulling under UIIA) and the cargo policy form’s container-damage handling. Both should be reviewed against the shipper and IEP contracts before bind.
“Drayage runs on Trailer Interchange. If the endorsement isn’t right, the UIIA finding will land on you.”
Coverage you’ll typically need
Drayage policies need careful work on trailer interchange and cargo — port and rail operations bring exposure patterns that don’t match standard for-hire trucking.
Why drayage is harder than it looks
Drayage has its own decline reasons — most tied to claim frequency, port exposure, and the UIIA structure.
High claim frequency
Drayage produces many small claims (yard scrapes, container damage). Three minor incidents in a year can move you out of standard markets even with low severity.
UIIA chassis interchange
Trailer interchange exclusions and sublimits trip up shippers and IEPs. We read the endorsement against the interchange agreement before binding.
Port exposure
Inside-the-gate work, longshore-adjacent operations, and certain ports trigger different rating. Some carriers decline anyone running LA/Long Beach.
Container damage claims
Container damage claims (vs. cargo claims) sit in a different policy place and get missed. Two open claims and several markets decline.
New ventures under 12 months
Even though drayage has lower severity than long-haul, most markets still want a year of MC history.
Specialized handling (reefer, hazmat)
Reefer container or hazmat container haul narrows the market considerably.
What drives your premium
Drayage rates depend more on claim frequency and port location than radius. Most carriers price drayage as a frequency class and weight it accordingly.
Quote in 24–48 hours
We pull your DOT and MC data automatically. The rest is paperwork most drayage operations have on hand.
Federal & industry compliance
Drayage operators carry standard FMCSA obligations plus UIIA chassis-interchange obligations through the Intermodal Equipment Provider agreements.
Federal minimums (FMCSA). $750,000 combined single limit auto liability for non-hazardous freight on a vehicle over 10,001 lbs. The MCS-90 endorsement is required on your auto liability policy.
Practical shipper minimums. Steamship lines and major BCOs typically require $1M CSL auto liability and $100K cargo. Some require $2M auto and $250K cargo.
UIIA chassis interchange. Operators pulling pool chassis under the UIIA must carry Trailer Interchange physical damage at limits set by the IEP — typically $20K–$40K per chassis. We confirm the endorsement matches the IEP agreement.
Common questions