South Florida ports, anywhere in the country
Containers and open deck, off the port and onto the road
Container drayage, transload, intermodal rail pulls and open-deck freight off the Port of Miami, Port Everglades, Port of Palm Beach and the FEC and CSX intermodal ramps. A network of over 350 trucks across the Miami area, 24h.
Darias Logistics Corp is a South Florida drayage and heavy-haul carrier pulling from 3 seaports, 10 marine terminals and 3 rail ramps, moving more than 300 containers a day across 25 equipment types from 20ft containers to multi-axle heavy haul, and placarded hazmat, with all 22 DOT placard types documented.
Get a quote
Port, equipment, container size and where it is going. A written quote usually comes back within 10 minutes, day or night.
Or email quotes@dariaslogistics.com
Last free day today or tomorrow?
Container stuck at the terminal, charges running
Demurrage starts the day after your last free day and it does not pause for a full warehouse, a missing chassis or a driver who cannot get an appointment. Tell us today and we pull the container out, onto the yard, and the terminal clock stops.
Expedited pre-pull
We collect the box before you are ready for it and hold it. Almost always cheaper than the demurrage it avoids, and it takes the pressure off your receiving schedule.
Same-day where the gate allows it
If there is an appointment to be had we will take it. If there is not, you will be told that today rather than found out tomorrow.
Chassis on hand
A shortage in the terminal pool is the most common reason a rush pull fails. The chassis in this network are yard-staged, so the pool is not what your box is waiting on.
Then per diem
Once the box is out, the line's per diem is still running until it goes back empty. We can transload and return it early instead of letting it sit at your dock.
For freight forwarders and brokers
Capacity is tight and nobody has a truck
When your usual carriers are booked out and every reply says next week, write to us with the load. More than 300 containers a day move through this network, so there is usually a truck; when there truly is not, you hear that in minutes instead of silence. No contract, no minimum volume, no onboarding call. One load, quoted in writing, is how most of our broker relationships started.
What we move
Services
Containers and drayage
Pre-pull and demurrage
Last free day today? We pull the container out before demurrage starts and hold it on the yard until you are ready.
Container drayage
Containers off the Port of Miami, Port Everglades, Palm Beach and the rail ramps, to the door or to the warehouse. Placarded hazmat moves on the network too, routed off the tunnel.
Reefer container freight
Refrigerated containers off the terminal, with the genset the move actually needs.
Inland and intermodal container moves
Container on chassis beyond the local radius, statewide, including intermodal pulls off the FEC and CSX ramps.
Damaged container transport
The corner fitting is crushed, the twistlocks will not engage, and the box will not lock to a chassis. It still has to leave the terminal. It moves on a step deck, chained through the castings, and the height works out under the legal limit. Here is why, and what has to happen at each end.
Warehouse
Port to warehouse, and out the door
One partner from the terminal to your customer: the container pulled off PortMiami, unloaded, palletized, stored by the pallet, and shipped out as your orders come in.
Shipping and receiving
Freight received, checked in, held, and shipped back out under your name. For shippers with no dock of their own.
Transload
The hinge: freight comes out of the box and onto a trailer, so the inland run is not paying container rates.
Cross-dock
In one door, sorted, out the other, without touching a rack.
Warehousing and storage
Short and long-term storage at a warehouse with over 50 dock doors, a short run from the ports.
Container unloading
Getting the freight out of the box. Palletized cargo comes off quickly; a floor-loaded 40 is a day's work for a crew, and the difference in effort is the difference in price. The reason to do it here rather than at your door is usually the same one: the empty goes back the same day.
Container yard storage
Five acres of yard for containers that need somewhere to be. Loaded or empty, grounded or sitting on a chassis, for a night or for a season. The reason to put one here rather than anywhere is that the truck that brings it and the truck that takes it away are the same operation, so a stored box is one phone call from moving again.
Pallet storage
Somewhere to put twelve pallets for three weeks. Storage billed by the pallet and by the day rather than by the square foot and by the year, close enough to the ports that getting them in and out is not a cross-county trip.
Fulfillment and distribution
Goods arrive by sea in one large piece and leave in many small ones. Between those two facts sit the things that decide whether it works: stock counted at unit level rather than by pallet, something that says an order happened, and a container that has to be emptied and returned before per diem eats the margin. Here is how that path actually runs, and what to have ready before it starts.
Handling and repack
The work that happens to freight while it is on the floor: palletized, wrapped, labelled, counted, sorted, repacked, photographed, and where the destination needs it, repackaged into what it actually sells as. Priced by what the freight needs rather than from a menu, because no two of these jobs are the same shape.
Truckload and open deck
Hazmat and placarded loads
Placarded freight off the South Florida ports, packaged or in tank containers, moved under the endorsements and permits each class requires. What can be accepted is confirmed commodity by commodity, before you book rather than after.
Heavy haul and oversize
Over-dimensional and overweight loads: permitted, routed, and escorted where the route demands it.
Oversize permits and escorts
The paperwork and the pilot cars. State permits, route survey, and escorts when the load is wide, tall or long enough to need them.
Flatbed freight
Open-deck freight that will not fit, or does not belong, in a van.
Piggyback delivery
A forklift that rides on the back of the trailer, unloads the freight where there is no dock and no forklift, and climbs back on. The truck arrives with its own unloading.
Reefer trailer freight
Temperature-controlled truckload, in 48ft and 53ft reefer trailers.
FTL nationwide
Full truckload out of South Florida to all 48 states.
Customs
Tariff and duty refunds
The 2025 tariffs were struck down and the money is being refunded with interest. Yes, we handle tariff refunds. If you imported during the tariff window, tell us what you imported and when, and we take the claim from there.
Customs exam drayage
CBP flagged your container. Somebody now has to truck it to the exam station and back, the clocks are all still running, and you are paying for every day of it. The trucking is us; here is the rest of it, plainly.
Bonded and in-bond trucking in Miami
Freight that has not cleared customs, moving legally anyway: off PortMiami or Port Everglades to a bonded warehouse or a container freight station, port to port across the country, or straight back out of it. Sealed, under bond, on a deadline.
Customs clearance coordination
Yes, we handle customs clearance, and it is arranged together with the truck, so the day your freight clears is the day it moves. You do not have to go and find anyone. A box that sits released is burning money for no reason at all.
In the container, or on a trailer
Equipment
Two modes, two different questions. If it stays in the box you need the right chassis and the right permit. If it comes out of the box you need the right deck. Every page below carries real exterior, interior and door dimensions, drawn to scale.
20ft standard
20' GP / 22G1
20ft high cube
20' HC / 25G1
40ft standard
40' GP / 42G1
40ft high cube
40' HC / 45G1
45ft high cube
45' HC / L5G1
45ft high cube, 102in wide
45' HC wide body, 102in
20ft reefer
20' RF / 22R1
40ft reefer
40' RF / 42R1
40ft high cube reefer
40' RH / 45R1
Open top
20' 22U1 / 40' 42U1
Flat rack
20' / 40' FR
ISO tank
20' tank
Overweight containers
any, over legal gross
Bonded and in-bond
any, under customs bond
Flatbed
The default open deck, in 48ft and 53ft. Loads from the side, the top or the back, and anything over 8ft 6in of cargo height starts needing a permit.
Step deck
A dropped main deck buys about 18 inches of legal cargo height over a flatbed. Also called a drop deck.
Double drop
A fixed well between two raised decks, for tall freight that does not need to be driven on.
Lowboy
The lowest deck there is, for tall and heavy machines. Short well, so length is usually the constraint rather than weight.
Piggyback forklift
A rough-terrain forklift that rides on a mounting kit at the rear of the flatbed and unloads where there is no dock and no site equipment. The freight pays for it twice: in the surcharge and in the payload its weight displaces, which is why it is quoted only where it saves more than it costs.
RGN, removable gooseneck
The gooseneck detaches so the deck becomes a ramp and the machine drives on. Extendable and multi-axle versions carry the heaviest and longest loads we handle.
Stretch flatbed and step deck
Extendable decks for freight that is legal on weight but far too long, like beams, blades and pipe. The deck stretches to support the load rather than letting it overhang.
Multi-axle heavy haul
More axles under the same deck, so the weight spreads far enough to permit. This is where transformers, presses and plant equipment ride.
Conestoga
A rolling tarp on a frame, so freight loads from the side like a flatbed but travels covered like a van. No tarping crew, no weather risk.
Dry van
Enclosed, palletized freight, in 48ft and 53ft. The default for anything transloaded out of a container for an inland run.
Reefer trailer
Temperature-controlled van, in 48ft and 53ft. What a reefer container becomes when the freight transloads for an inland run.
Nobody else in this market sells it
No dock of your own? We will be your dock, in Hialeah Gardens
Freight received in your name, checked in, held as long as you need, and shipped back out when you say so. One warehouse, in Hialeah Gardens, with over 50 dock doors a short run from the ports, so a container can come off the terminal, come out of the box and go onto a trailer without crossing the county twice.
At the warehouse
No surprises on the invoice
What actually goes on a drayage bill
Demurrage, per diem and detention are three different charges from three different parties, and most invoices do not explain which is which. Here is the whole vocabulary, so nothing on ours is a surprise.
- Chassis
- The trailer the container rides on. If it is not where the container is, that is a chassis split and an extra trip.
- Pre-pull
- Collecting the box before you are ready, to stop terminal storage running. Almost always cheaper than the demurrage it avoids.
- Demurrage
- The terminal charging you for cargo sitting inside the gate past the last free day.
- Per diem
- The shipping line charging you for keeping their container out past its free time.
- Detention
- The trucker's time, once a driver has waited at your dock beyond the free window.
- Storage
- Anything sitting on the yard or in the warehouse, billed by the day or by the pallet.
More from the yard
How it runs
Four steps, all of them in writing
Send the details
Port or ramp, container size, equipment, destination, and whether it is overweight, bonded or reefer. Email or the form, whichever is quicker.
Get a rate in writing
A number with the accessorials named: chassis, pre-pull, per diem, detention. Nothing appears on the invoice that was not on the quote.
We pull the container
Our chassis, our appointment, a TWIC driver through the gate. If the last free day is close we pre-pull it rather than let demurrage run.
Delivered, or transloaded
Straight to the door, or into the warehouse to come out of the box and onto a trailer when the freight is going a long way inland.
Track your container, before and after the gate
Until it leaves the terminal, the terminal holds the answer, and each one runs its own lookup. Once we dispatch it, the move is a leg on our own dispatch platform, and forwarders and brokers can be given a login that shows every container across the carriers they ship with.
Where it starts, where it goes
Ports and rail ramps
Origin
Destination
Who we work with
Who this is for
Importers
You have a container on the water and nowhere to put it yet. We handle the terminal, the chassis and the clock.
Freight forwarders
You need a drayage leg that reports back without being chased. Send the delivery order and we take it from there.
Customs brokers
Bonded and in-bond moves between terminals, CFS and bonded facilities, handled by drivers who know what in-bond means.
Manufacturers and distributors
Inbound containers, outbound truckloads, and a warehouse in between when the timing does not line up.
Questions
Straight answers
How do I get a rate?
Send the lane, the equipment, the container size and the port, and we come back with a number. Quotes and dispatch run 24 hours a day at quotes@dariaslogistics.com.
What does a drayage quote actually include?
The move itself, plus the accessorials people get surprised by later: chassis, pre-pull, per diem, demurrage, detention and storage. We would rather name them up front than add them to an invoice.
Can I call?
Yes. Everything is still confirmed in writing: the rate you are quoted is the rate in your inbox, with the accessorials listed, so nothing depends on who remembers what was said on a call.
How much notice do you need to book a container?
The sooner the better, especially if the last free day is close. Same-day is often possible; a day or two gives us the pick of the appointment windows.
What do you need from me to release a container?
The container number, the bill of lading or booking number, the delivery order from the line or your forwarder, customs release, and the delivery address with receiving hours.
Do you work with freight forwarders and customs brokers?
Yes, most of our work comes through them. We take the delivery order, handle the terminal, and report back to whoever is coordinating.
How many containers do you move?
More than 300 a day across PortMiami, Port Everglades and the South Florida rail ramps, which is around 100,000 a year, more than 150,000 TEU in the measure ports use. That volume is why a chassis or an appointment window is usually there when your box needs one.
Capacity is tight and no carrier will take my load. Can you?
That is a call we like. Send the load, even if everyone else said next week: with more than 300 containers a day moving through the network there is usually a truck, and when there truly is not, you hear it in minutes instead of silence. No contract and no minimum volume; one load, quoted in writing, is how most of our broker relationships started.
How fast does a quote come back?
Usually within 10 minutes, in writing, any hour of the day. The desk that prices your move is the desk that dispatches it, so a quote never waits for a morning shift. A superload or a multi-stop move can take longer, and we say so up front instead of going quiet.
What is the last free day?
The last day your container can sit inside the terminal before storage charges start. Miss it and demurrage begins accruing daily, which is why a pre-pull is almost always cheaper than waiting.
What is a pre-pull?
We collect the container from the terminal before you are ready for it and hold it on a yard. It stops demurrage running at terminal rates and it takes the pressure off your receiving schedule.
What is the difference between demurrage, per diem and detention?
Three different charges from different parties. Demurrage is the terminal charging you for cargo sitting inside the gate past free time. Per diem is the shipping line charging you for keeping their container out past free time. Detention is the trucker's time, charged when a driver waits at your dock beyond the free window. They can run at the same time, which is how a bill gets ugly fast.
What is a chassis split?
When the chassis you need is not at the same location as the container, so the truck makes an extra trip to collect it before it can even pick up. It costs a move and it is the single most common surprise line on a drayage invoice.
How do I keep the charges down?
Watch the last free day, pre-pull if your dock is not ready, unload as drop-and-pick rather than live where you can, and tell us early if plans change. Almost every large accessorial bill traces back to a decision made a day too late.