A tractor-trailer running an empty interstate at night beneath amber highway lights, tail lights glowing on wet asphalt

Drayage · 53' Dry Van · Ports of LA & Long Beach

Container Drayage and 53' Dry Van Freight — Ports of Los Angeles and Long Beach

Twenty-five years moving freight through the busiest port complex in America, concentrated on two things we do exceptionally well. When your container lands, someone here already knows what it is going to need.

Request capacity See drayage services

Two ways in

Shippers, forwarders, NVOCCs

You need capacity

Send us the lane and the volume and you will speak with someone who has worked this corridor for two decades — who can tell you plainly whether we are the right carrier for it, and what it will genuinely take to move it well.

Talk to us about a lane Drivers and owner-operators

You move the freight

Port and regional work across Southern California, in equipment that is ready on the morning you need it, dispatched by people who pick up the phone and know your name.

Drive with us

Container drayage and 53' dry van, under one roof

We pull containers off the terminals at the Port of Los Angeles and the Port of Long Beach and take them where they need to go — your warehouse, a rail ramp, a transload facility, out to the Inland Empire — then return the empty before it starts quietly costing you money. Drayage is a business of appointments, chassis and gate turns far more than it is a business of driving, and that is where it is won or lost.

We also run 53-foot dry vans on palletized, no-touch freight, regional across Southern California and interstate out of the basin. Because both services live inside one company, an import container can come off the dock, transload near the harbor, and continue inland on our own trailer without ever changing hands. One chain of custody, one number to call, one company answerable for the whole move.

We concentrate on these two deliberately. A carrier that claims every trailer type is usually brokering the ones it does not own, and you tend to discover that on the day it matters most. When something falls outside drayage or dry van, we will say so and point you toward someone who does it properly.

What twenty-five years in this corridor is actually worth

Anyone can quote a lane. What separates a good drayage carrier from an expensive lesson is the knowledge that never appears on a rate sheet — which terminals are running long this week, how the appointment systems really behave when volume spikes, when a street turn is genuinely available and when chasing one will cost you a day, what an overweight container needs sorted out long before it reaches a scale.

That knowledge came the slow way. Our founder, Michael Thomas, has spent more than twenty-five years in freight — brokering it, dispatching it, building carriers, and teaching the trade to thousands of people through Freight University. The operating method behind your containers is the same method written down and taught to the industry.

And it is not held in one person's head. It is built into the LFS AOS system, our own operating layer that runs compliance, fleet safety and equipment health across every truck we manage — so the standard does not depend on who happens to be working that morning.

What it means in practice is that you are not explaining your own supply chain to us. You give us the terminal, the volume and the delivery window, and the questions that come back are the ones that keep your freight moving and your demurrage clock quiet.

Relationships are the real infrastructure

Freight moves on trust long before it moves on asphalt. The warehouse that takes a driver fifteen minutes past the window, the yard that finds a chassis when the pool is short, the dispatcher who calls you before you have to call them — none of that can be bought. It is earned over years by people who kept their word when keeping it was inconvenient.

That is the sentence this company was built on: keep your word, keep your deal, freight gets moved. It is why we would rather decline a load than accept one we are not confident we can run properly — and it is why the shippers who start with one lane tend to stay for the next ten.

We are a carrier-first company, and that is good news for a shipper rather than a slogan. A carrier under strain cuts corners, misses appointments and eventually disappears mid-shipment. A carrier that is healthy, properly equipped and dealt with fairly is the one that turns up for your container on the morning it is due. Looking after that is not sentiment. It is how your freight arrives.