Heavy-service tyres for container transport, intermodal chassis and port terminal operations. Built for maximum load capacity and the tough conditions of the yard.
Drayage is the short-distance transport of shipping containers between ports, rail terminals, distribution centres and warehouses. It is the critical first and last mile of the intermodal supply chain, connecting maritime freight and rail shipments to their final destinations. Although drayage trips are short — often less than 80 km — the demands placed on tyres are among the most severe in commercial transport. Every load is at or near the legal maximum gross vehicle weight. Port yard surfaces are rough, strewn with debris and full of tight turns around stacked containers. Chassis tyres sit idle for days or weeks losing pressure, then are loaded to the maximum without inspection.
Tyre failures in drayage operations are not just expensive to repair — they create delays that cascade through the supply chain. A blown tyre on a chassis in a port terminal blocks a lane, slows gate processing and can result in demurrage charges that exceed the cost of the tyre itself. The per-trip economics of drayage are tight, and every minute a truck waits for a tyre change is a trip not completed. Drayage operators who invest in quality tyres and proper maintenance consistently outperform those who seek the lowest unit cost, because avoided downtime and roadside service calls more than offset the higher purchase price.
Hanksugi tyres address the specific demands of drayage and port operations with designs built for maximum load capacity, puncture resistance and durability on rough surfaces. The all-position HS64+ KRATO MIX handles the steer and all-position needs of drayage tractors with a crack-resistant compound that sheds port debris. The drive tyre uses a cut- and chunk-resistant compound built for the mixed highway and terminal surface conditions that drayage trucks face every day. The trailer tyre, with four steel belts for puncture resistance, is the right choice for intermodal chassis carrying maximum-weight containers.
Drayage operations span three distinct environments, and each attacks tyres in a different way. Understanding the specific hazards of each environment helps fleet managers select tyres that survive the complete work cycle, not just part of it.
All-position, drive and trailer tyres selected for the specific demands of container transport, port terminal service and intermodal chassis applications.
The most important specification for a drayage tyre is its load rating. Containers arrive loaded to the permitted maximum weight, and the tyre must carry its share of that weight without failing. Getting this wrong has consequences ranging from premature tyre wear to catastrophic blowouts on the road.
A standard 40-foot container can weigh up to 20,000 kg when fully loaded. Combined with a chassis weight of approximately 4,500 kg and a tractor weight of 7,300 to 9,100 kg, the combined gross weight regularly exceeds 31,800 kg and can approach the 36,300 kg road limit. Every tyre on the chassis must carry its proportional share of the container weight plus the chassis weight. On a standard two-axle chassis with four tyres per axle, each tyre supports approximately 2,500 to 3,200 kg depending on load distribution.
Always select tyres whose load ratings meet or exceed the maximum axle weight the chassis will carry. For standard intermodal chassis, this typically means Load Range G (14PR) or Load Range H (16PR) tyres in sizes 11R22.5 or 295/75R22.5. Tyres with an insufficient rating running at maximum container weight will generate excessive heat and fail prematurely. The trailer tyre is available in load ratings suited to the demands of fully loaded container chassis, with four steel belts providing the structural reinforcement needed to carry heavy loads kilometre after kilometre.
Tyres at maximum load require maximum inflation pressure. For a Load Range G tyre at full capacity, that is typically 110 PSI. For Load Range H, it is 120 PSI. There is no margin for under-inflation at these weights. A tyre running even 10 PSI below the required pressure at maximum load generates dramatically more heat, and in drayage — where every load is a maximum load — that excess heat accumulates with every trip. Drayage operators should check tyre pressures before every dispatch and consider equipping chassis with automatic tyre inflation systems or at least tyre pressure monitoring. The few minutes spent checking pressures pay for themselves many times over in avoided tyre failures and roadside service calls.
Container chassis are shared equipment in many port environments, which means a given chassis can sit idle in a yard for days or weeks between dispatches. During this idle time, tyres slowly lose pressure through natural permeation. When the chassis is eventually pulled from the yard and loaded with a 20,000 kg container, the tyres may be 20 to 30 PSI below their rated pressure. Loading a maximum-weight container onto a chassis with under-inflated tyres is a recipe for a blowout within the first few kilometres. Chassis operators should implement systematic tyre pressure checks before equipment enters service, and drivers should verify tyre pressures on every chassis they hook to before leaving the terminal.
Every axle position on a drayage truck faces different challenges. Selecting the right tyre for each position maximises the service life of every tyre on the truck and avoids the costly mismatch of fitting a highway tyre in a position that demands a mixed-service design.
Drayage steer tyres face a unique combination of highway driving and aggressive yard manoeuvring. They must deliver stable, predictable steering at highway speeds while surviving tight turns and kerb contact during terminal operations. The HS64+ KRATO MIX handles both environments with a crack-resistant compound that resists surface damage from port debris without sacrificing the responsive handling needed on the highway at full load. Its reinforced sidewall construction absorbs the scuffing and impacts that drayage steer tyres take every day in port terminals.
Drive tyres on drayage trucks must transmit engine torque to the road surface while supporting maximum axle weights on every trip. Constant low-speed manoeuvring in port yards wears drive tyres aggressively, and stones from rough terminal surfaces work their way into tread grooves. The mixed-service drive tyre is designed specifically for this work cycle. Its stone ejection features prevent stone-puncture damage, and the cut- and chunk-resistant compound withstands the debris-laden rough surfaces found in port environments. The greater tread depth provides extended service life even under the accelerated wear conditions of drayage service.
Container chassis tyres have the hardest life in drayage. They carry the heaviest loads, sit idle losing pressure, roll through fields of debris and often receive no maintenance between dispatches. Puncture resistance is the top priority for chassis tyres, because a puncture in a port terminal creates delays that cost far more than the tyre itself. The four-steel-belt construction provides the puncture protection that chassis applications demand. It is designed to resist the nail fragments, bolts and twist-lock pieces that litter port yards and cause the majority of chassis tyre punctures. For fleets that operate their own chassis, implementing a regular pressure-check programme is the highest-return tyre investment available.
Drayage operations consume tyres faster than almost any other commercial application. The combination of maximum weights, rough surfaces, debris exposure and aggressive manoeuvring means drayage tyres may deliver only 64,000 to 97,000 kilometres compared with 160,000-plus kilometres that the same tyre could achieve in long-haul service. Accepting this reality and managing it proactively is the key to controlling drayage tyre costs.
The single most impactful cost-control measure is maintaining correct inflation pressure. In drayage, where every load is a maximum load, operating even slightly under-inflated tyres accelerates wear, generates excessive heat and dramatically increases the risk of catastrophic failure. A single tyre blowout on a chassis in the port can cost between USD 500 and USD 1,000 in roadside service charges, plus lost productivity and potential demurrage charges. That one incident costs more than the price difference between a premium and an economy tyre across an entire set. Invest in tyre pressure monitoring or automatic inflation systems, and build pressure checks into your dispatch procedures.
Track tyre costs per trip rather than per kilometre. In drayage, the relevant metric is how much tyre expense each container movement costs, not how many kilometres each tyre delivers. A tyre that costs 20% more but lasts 40% longer and avoids a roadside service call is far more economical per trip than an economy tyre that fails mid-route. Use our cost calculators to model the economics specific to your drayage operation, or contact our fleet solutions team for a tyre cost analysis tailored to your mix of port and route work.
For chassis tyre management, establish an inbound inspection protocol that checks tyres before chassis enter service. Measure tread depth, verify inflation pressure and inspect for embedded debris and sidewall damage. Flag chassis with tyres below minimum tread depth or with visible damage, and route them to maintenance before returning to service. This proactive approach catches problems before they cause failures and ensures every chassis leaving the yard is on safe, properly inflated tyres. The Hanksugi retread programme allows operators to extend the life of quality casings, reducing tyre cost per trip even further for drayage operations.
Common questions about drayage tyres, container chassis and tyre selection for port trucks.
A drayage truck is a heavy-service tractor used to haul shipping containers short distances between ports, rail yards, distribution centres and warehouses. Drayage operations typically cover fewer than 160 km per trip, but carry legally maximum freight weights on every run. The trucks spend considerable time in port terminals and container yards where road surfaces are rough, debris is common and tight turns around stacked containers are a constant hazard.
Most drayage tractors in Antigua and Barbuda use 11R22.5 or 295/75R22.5 tyres on steer and drive axles. Container chassis typically use 11R22.5 or 285/75R24.5 depending on the chassis manufacturer and configuration. Tyre size matters less than load rating in drayage applications, because containers are almost always loaded to the legal maximum weight.
Drayage tyres wear faster because trucks operate at or near the maximum gross vehicle weight on virtually every loaded trip, port yards have rough surfaces with debris that accelerate tread wear, and the short-cycle work pattern involves frequent acceleration, braking and tight turns that create more tread abrasion per kilometre than highway driving. Combined, these factors mean drayage tyres may last only 64,000 to 97,000 kilometres compared with 160,000-plus kilometres for the same tyre in long-haul highway service.
Tyre failures on container chassis are caused mainly by under-inflation, overloading and deterioration through ageing. Chassis tyres often sit unused for extended periods, slowly losing air pressure. When a chassis is pulled from the yard with low tyre pressure and loaded with a container weighing more than 18,000 kg, the under-inflated tyre generates extreme heat that can cause a blowout within a few kilometres. Debris in port yards also causes punctures. Checking tyre pressure and condition before every dispatch is the single most effective step to prevent chassis tyre failures.
When selecting tyres for intermodal container chassis, prioritise load capacity, puncture resistance and tread durability. Chassis tyres travel most of their kilometres at the legal maximum weight, so the tyre must be rated for the heaviest axle load the chassis will carry. Four-steel-belt construction provides the puncture resistance needed in port yard environments where debris is common. The Hanksugi HS86T, with its four steel belts, is well suited to chassis applications.
Yes, drayage tractor tyres can be retreaded provided the casing passes inspection. However, the harsh operating conditions of drayage service cause more casing damage than highway applications, so the retread acceptance rate for drayage casings is typically lower. To maximise retreading potential, remove tyres before the tread wears down to the wear indicators, maintain correct inflation pressure throughout the tyre's service life and inspect casings promptly after removal. Visit our retreading page for more information.
