Inland gateway · Atlanta · ramp rates read 07/28–07/29/2026

Every inland port the results name for Atlanta is in another county, and one of them is in another state

⚑ The short answer

Atlanta is fed by three ports in our map — Savannah, Charleston and Jacksonville — and only Savannah carries a price. No rate line extracted from the nine import tariffs we read names Charleston or Jacksonville as its own group, so two of the three cost columns on this page are empty because the source does not split by those ports, not because we failed to read it.
Atlanta-bound containers do not arrive in Atlanta. A box discharged at Savannah, Charleston or Jacksonville moves inland by rail or by truck, and this page names no ramp for this market because the terminal list for it has not been read. The inland ports these results do name are in Hall and Murray counties, which are not metro Atlanta and are a different kind of facility.
Intermodal ramps charge less per day than the port and forgive less time, and both halves come from the same document. Across the four tariffs that publish ramp rates the first paid day runs $160 to $190 against a Savannah median of $260, but Hapag-Lloyd gives ramps the grounding day plus two working days where the port gets four, and CMA CGM gives rail three days against four.
Port of entry is a customs code rather than a berth, and which Georgia facility holds one is a code-list question we have not read. The largest unpriced piece of this route is the drayage leg from the ramp to your door: no comparable rate set exists in a dated source with a sample size, and rail line-haul moves on contract rates that are not published at all.

Three gateways on one coast, and only one carries a priceEvery inland port named for this market is in another countyOne of them is in another state

The two legs of an Atlanta import, and what is priced on each

An Atlanta import comes through one of three South Atlantic ports — and it is the only market in this catalogue whose gateways all sit on one coast. Of the three, exactly one has a rate anybody publishes.

How this page is built · what we are paid

No cost figure on this page is an Atlanta figure. The tariffs price port groups and ramp classes and name neither this city nor this state.
Of the three ports feeding this market, one carries a median and two are named by no tariff at all — and that is the source declining to distinguish them rather than a document we failed to open.
The inland facilities named below come from the search results rather than from the operator’s own pages, and they carry that status. Nothing operational about either has been read.
This market is fed by ports of a single coast in our own routing map, which is our decision rather than a fact about railroads.
No carrier, port or railroad has paid to appear here, and no link on this site is a referral link.

The three gateways this market draws from. The port column is by port group; no cell here is an Atlanta cell.
Gateway	First paid day	Free time	The clock starts	What else is known
Savannah	$265 median · $165–$300 over eight linesnine US import demurrage tariffs · read 07/28–08/01/2026	four days at most carriers, five working days with one	the first 12:01 AM after dischargeGPA Rule 34-025 · read 07/26/2026	the only port on this site whose own rule has been read end to end
Charleston	not publishedno tariff names this port	from a group line that never names it	not checked yet	three container terminals — a quote here needs a terminal name before it needs a rate
Jacksonville	not publishedno tariff names this port	from the same group lines	not checked yet	absent from every capture behind this site
Ocean transit and rail miles	not checked yet	not applicable	not applicable	not read at any gateway, and neither will be estimated

What an empty-looking cell means: not published — the source publishes no figure here not checked yet — we have not read the document yet not applicable — the measure does not apply to this row

All three gateways are profiled in full. what it costs to land a box at savannah, what it costs to land a box at charleston and what it costs to land a box at jacksonville — and the difference between the first and the other two is documentary rather than geographic.

A CBP port of entry is a code, not a berth, and Georgia's are a list we have not read

Atlanta holds a Customs and Border Protection port of entry and no salt water. A port of entry is an administrative location with a code, so clearance can happen here while the box came off a ship three hundred miles away — and the demurrage clock belongs to the place it came off.

We publish the distinction and none of the codes: those lists are unread, and a wrong code on a filing costs more than a missing one.

The four fields that all say “port”, and which one the money is counted from: why the port of entry is not the berth.

The inland ports these results name for Atlanta, and where each one actually is

This market has no rail ramp of its own that anyone names. What the results name instead are inland ports in other counties, one of them in another state — which is the third distinct answer to the ramp question across the gateways in this catalogue.

The inland facilities the results attach to this market.
Facility	Where it is	How it connects	Filing code
A new inland port at Gainesville	Hall County, Georgia — not in Atlantanamed in the results 2026 · seen 07/26/2026	connects to the Savannah gateway by rail, according to the results	not publishedgap I
Appalachian Regional Port	Murray County, north Georgianamed in the results · seen 07/26/2026	not checked yetnothing operational survives in our capture	not publishedgap I
Inland Port Greer	South Carolina — another statenamed in the questions above these results	not checked yet	not publishedgap I

What an empty-looking cell means: not published — the source publishes no figure here not checked yet — we have not read the document yet

A facility being built is not a routing you can use today. The results repeat a projection that one of these facilities could take 26,000 truckloads off Atlanta roads. That is a forecast attributed to its operator — not a rate, not a transit time, and not a measurement of anything that has happened. The demand around these facilities in the search results is about jobs, maps and addresses rather than about routing cargo through them.

What the inland leg costs per day, and where the two ranges overlap

The inland leg makes the same trade here as everywhere: cheaper per day, fewer forgiven days. On this market there is a refinement the Chicago page could not show.

Ramp-class rates against the port-group medians they sit beside. Four of the nine tariffs publish ramp rates separately.
Carrier	Ramp first paid day	Ramp tiers	Its own port rate
CMA CGM	$160	160 / 210 / 260	$275 in California
Hapag-Lloyd	$160	160 / 220 / 250	$270 California base
ZIM	$165	165 / 200 / 230	$250 standard ports
Maersk	$190	190 / 250 / 280	$300 standard ports
The ramp median is $163, below every port-group median we read. These are national ramp-class rates: not one of them names this market, and none of them changes with the gateway you choose.

nine US import demurrage tariffs · read 07/28–08/01/2026

The medians differ by 37% and the ranges overlap anyway. The ramp median is $163 against $265 at the priced gateway — but the cheapest Savannah line we read is $165, which is inside the ramp band. A gap between medians is not a gap between every pair of lines, and on this routing the two overlap at the bottom.

Whether the coast decides anything: how east coast and west coast actually differ. When the vessel skips the port your box was routed to: when the ship skips your port. And the rule any invoice for these days answers to: the federal rules your invoice has to meet.

Three clocks can count this box, and one of them is a document we found and never opened

There are three clocks on this routing rather than two, and the third one is located and unopened.

The same two carriers, port against ramp, from the same documents.
Carrier	At the port	At the ramp	Read
Hapag-Lloyd	the day of discharge plus four working days	the grounding day plus two working days	read 07/28/2026
CMA CGM	four working days	three days	read 07/28/2026

The most practically useful line on this page. At the ramp the count starts from grounding, not from discharge off the vessel. A different event, in a different place, on a different day — and a reader holding the vessel arrival date cannot derive the ramp start from it. Ask for the grounding date.

The third clock: the rail inside the origin terminal. The Savannah gateway runs its own on-terminal rail under a separate free-time rule with its own number, located in the port’s own results and never opened. A box leaving by rail is not on the terminal’s clock, and this is the cheapest reading available on this page.

How the clock works on the ocean side: how the demurrage clock runs.

FMC on the water, FMCSA on the road, and nobody's register covers the rail

The ocean leg is licensed by the Federal Maritime Commission. Its register of ocean transportation intermediaries carries the licence number, the surety and the bond for each organisation, and it is public.
The road leg is regulated by a different federal agency altogether, and nothing in the maritime register describes it.
No single document covers your whole route. A genuine, current licence can cover a leg the company does not actually run — that is a difference in regulated subject, not a fraud.
So the question to ask is not whether a licence exists. It is which leg is covered by whose licence, and who is doing the other one.

What a comparable Atlanta gateway quote has to list

Which port of discharge, by name — the ocean rate and the clock belong to it.
Which ramp, by name, if the box moves inland under the carrier’s bill. A district is not a ramp.
Free time at the ramp, and the event it counts from. This is the line most often missing, and without it two quotes showing the same total are not comparable.
The daily rate after that free time, in tiers, because every tariff steps up.
Who does the road leg from the ramp, and under whose authority.
What is not included — chassis, storage at the ramp, and anything billed by a party other than the one quoting you.

Three things are missing from this route for three different reasons

The two largest numbers on this route are not published anywhere — for two different reasons. Drayage from the ramp to your door is our gap: no comparable rate set exists from a single dated source with a stated sample size, and the vendor ranges that circulate have no sample behind them. That is gap F. Rail line-haul is different in kind: it moves on contract rates rather than on a published tariff, so there is no document we failed to read. Conflating the two would accuse a source of secrecy where there is none — and the practical consequence is the same either way: the two biggest lines of an inland move are quoted to you rather than published.

One more absence is specific to this market: no drayage figure circulates for it at all. The vendor range that circulates for another market is that market’s and is never carried across.

What an inland port can and cannot do for Atlanta cargo

An inland port is a real thing, and for this market every one of them is somewhere else. What they can and cannot do:

They can clear customs, store, transload and distribute — port-of-entry status is administrative and needs no water.
They cannot receive a vessel or change the carrier’s tariff at the coast.
They are not in this city. One is in the next county, one is in north Georgia and one is in South Carolina — and the road leg from any of them is a cost nobody quotes in advance.
And one of them is not open in the sense the results imply. What the capture carries about it is an announcement and a projection.

What the market publishes when asked which port serves Atlanta

The results for this market answer what an inland port is rather than which one to route through. These are our own counts.

What the results for the Atlanta gateway queries actually contain, captured 07/26/2026.
What we measured	Value
What the questions above the results ask	what an inland port is, which is the biggest, which is the world’s largest — definitional and superlative rather than routing
What the related searches and suggestions are dominated by	jobs, maps, addresses and news for a facility being built
Queries returning a local pack	none of the four — the local pack appears only where a query names a specific ramp, and no ramp here has a name people search
Ports feeding this market with a published rate	one of three
A projection repeated in the results	26,000 truckloads off the roads — attributed to the operator, and published here with that label

our own capture of the four Atlanta gateway queries, Google US, 07/26/2026

Licensed intermediaries for the Atlanta market, and what the register does not say

The Atlanta metro has not been counted in the Federal Maritime Commission’s register of ocean transportation intermediaries. Two port areas have been counted — 95 organisations at Los Angeles and Long Beach, eleven at Savannah, which is this market’s priced gateway.

Three things the register does not tell you. It carries an organisation’s address rather than the routes it works. Absence from it is not a finding about a company. And it does not cover the road leg at all — which, for a market whose nearest inland facility is in another county, is most of what you are buying.

Questions about importing to Atlanta through a Georgia port

Which port for Atlanta imports?

Three in our map: Savannah, Charleston and Jacksonville. Only Savannah is named as its own group in any of the nine tariffs we read, at a median of $265 for the first paid day, so it is the only one of the three whose cost line can be checked against a published document.

Is there a port in Atlanta, Georgia?

Not a berth. The question splits in two: a seaport, which Atlanta is not, and a customs port of entry, which is a code rather than a place on the water. Which Georgia facilities hold that status comes from the CBP code lists, and we have not read them.

What is an inland port?

A facility inland of the coast that clears, stores and distributes containers moved from a seaport, usually by rail. It cannot receive a vessel, cancel the ocean leg or change what the carrier's tariff charges. Choosing one changes the leg after the box is grounded, not the leg before.

Where is the new inland port in Georgia?

Hall County, at Gainesville, according to these results — named in 2026 and connected to the Port of Savannah via Norfolk Southern. That comes from the results rather than from a document we opened, and it carries that status wherever it appears here.

What are the inland ports located in Georgia?

The capture names Gainesville in Hall County and the Appalachian Regional Port in Murray County, and autosuggest adds LaGrange. None of the three is in metro Atlanta. We have not read an official list, so treat this as what the results say rather than as a complete inventory.

What is Inland Port Greer?

A facility in South Carolina, and the reason it appears on Georgia queries is that it is the best-known inland port in this part of the country. It is not on the route this page describes and our map does not route Atlanta cargo through it.

What is the biggest inland port?

A different question from this one. Superlatives about the largest inland port in the country or the world are about facility scale, and none of the answers to them changes which port your Atlanta box should enter through or what its clock will be.

Do I get the same free time at an Atlanta ramp as at the port?

No, less. Hapag-Lloyd gives ramps the grounding day plus two working days against four at the port, and CMA CGM gives rail three days against four. The count also starts from grounding rather than from discharge, so a reader holding the vessel arrival date cannot derive it.

How much does drayage from the ramp to Atlanta cost?

No comparable rate set exists in a single dated source with a sample size. Vendor ranges are shown as ranges and never averaged into a cost stack, because a range without a denominator cannot be put beside a tariff figure.