Directory · five inland markets · ramp rates read 07/28–07/29/2026

Five inland markets, and no carrier tariff names any of them — the ramp is the unit, not the city

⚑ The short answer

Inland markets in this catalogue number five: Chicago, Atlanta, Dallas, Memphis and the wider Midwest. No carrier tariff names any of them. The nine import tariffs we read price ramps as a class, so every cost figure on a gateway page is a ramp-class figure rather than a figure for that city.
Intermodal ramps are the unit that actually decides your clock and your drayage, and only one market here has its ramps named: Chicago, with Union Pacific Global IV at Joliet, BNSF Logistics Park, CSX Bedford Park and a Norfolk Southern facility. Those names come from the results rather than from a document we opened.
Port of entry is the phrase most of these questions actually use, and it means a customs code rather than a berth or a city. The questions above these results ask about class B ports, type three entries and airports, and the related searches ask four times for a code list — which is precisely the list we have not read.
Gateways here are contested between coasts except one. Atlanta is fed only by Savannah, Charleston and Jacksonville; Chicago, Dallas, Memphis and the Midwest each draw from at least two coasts, which is why the gateway question is a routing question rather than a port question.

No carrier tariff names any inland marketThe ramp is the unit, not the cityAnd no code appears on this page

Every inland market we cover, and which ports feed it

An inland market is not a place any tariff prices. Your box is discharged at a coast, moved inland by rail under a ramp-class rate, and grounded at a facility in a district — and it is that facility, not the city, that decides the road leg you pay for.

How this index is built · what we are paid

There is no cost column in this index and there cannot be one. No carrier tariff assigns a rate to an inland market: ramps are priced as a class, and those class rates are identical whichever market you are routing to.
The ports-feeding column is our own routing decision, taken from our map. It is not a statement about which railroads serve which market.
Ramp names come from search results rather than from a railroad’s own page, and only one market has any. The other four say so rather than implying they have none.
No CBP or FIRMS code appears anywhere on this page. Four of the related searches on this very query ask for exactly that list — which makes the temptation strong and the error costly, because a wrong code on a filing is worse than a missing one.
No carrier, port or railroad has paid to appear here, and no link on this site is a referral link.

The five inland markets this site covers, with the ports our map routes each through.
Inland market	Ports our map routes it through	Ramps named anywhere in our captures	What is distinctive
Chicago	four — East, West and Gulf	four named: Union Pacific Global IV at Joliet, BNSF Logistics Park Chicago, CSX Bedford Park and a Norfolk Southern facility	the only market whose ramps anyone names
Dallas–Fort Worth	two — Gulf and West	not checked yetno ramp is named for this market in anything we captured	the only market fed through the Gulf, where a port authority bills for time directly
Memphis	two — East and West	not checked yetno ramp is named for this market in anything we captured	the only market where both gateways carry a median — and they are $12 a day apart
Atlanta	three — all on one coast	not checked yetno ramp is named for this market in anything we captured	every inland facility named for it is in another county, one in another state
The Midwest	three — East and West	not checked yetno ramp is named for this market in anything we captured	a region rather than a district: its own results resolve it into states and cities
Four of the five markets have no ramp named in anything we captured. That is a statement about our reading and about what the results surface — not a claim that those districts have no intermodal facilities.

our own routing map · checked 07/30/2026; ramp names from the search results · 07/26/2026

What an empty-looking cell means: not checked yet — we have not read the document yet

What the ramp costs, and what it forgives. The four tariffs that price ramps separately put the first paid day between $160 and $190 — below every port group median we read, which run from $260 to $360. And the ramp forgives less: the grounding day plus two working days with one carrier against four at the port, and three days on rail against four with another. Both halves come from the same document for each carrier, and neither changes with the market you are routing to.

How the coasts themselves compare, measured rather than asserted: how east coast and west coast actually differ. And the market whose ramps are actually named, worked through in full: which port your chicago cargo should enter through.

Start from your destination, or from the port you already booked

There are two ways into this directory and they answer different questions.

Start from the market, if you know where the cargo is going and want to see which ports feed it in our map, what the ramp leg costs and where the clock changes hands. That is the table above.

Start from the paperwork, if what you actually need is to tell four fields apart. A CBP port of entry is an administrative code and need not be on water; the port of discharge is where the box came off the ship; the place of delivery is where carriage ends under the contract; and a FIRMS code names a specific facility. Only one of those four runs the demurrage clock: why the port of entry is not the berth.

The most demanded thing on this page is a list we have not read. Four of the related searches here ask for a port-of-entry code list, and the questions ask about federal classification categories. Those lists are published and we have opened neither — that is gap I. This directory publishes the distinction between the fields and not one code.

What a gateway page here actually contains

Every market page in this directory holds the same eleven blocks in the same order, so two routings can be read against each other. Each one carries:

The two legs — which ports feed the market in our map, what each charges on the one line we read, and what the ramp charges after it.
The port-of-entry distinction — why the code your broker files under is not the berth your clock runs at.
The ramps, by name and address where anything names them, and a plain statement where nothing does.
The trade the inland leg makes — cheaper per day, fewer forgiven days, and the count starting from grounding rather than from discharge.
Two regulators — the ocean leg and the road leg are licensed by different federal agencies and no single document covers your whole route.
A quote checklist — the six things a comparable gateway quote has to list, of which free time at the ramp is the one most often missing.

Every cost figure on every gateway page is a ramp-class figure. The tariffs price classes of facility, not cities. No number on any of these five pages is a figure for the market it is on, and each page says so under its own tables.

What the ports at the other end of those legs cost, ranked: the cost stack ranked port by port. And the rule any invoice for those days answers to: the federal rules your invoice has to meet.

How much of the inland map this catalogue holds

Five inland markets are covered here. What that is five of is a question this page refuses, the same way the ports directory refuses a total: what counts as an inland market is undefined in anything we have read, and a denominator taken from somebody else’s undated list is exactly the defect this site catches in others.

What has actually been read across the five markets.
What	How many of five	What that means
Markets with any ramp named	one	and even those names come from search results rather than from a railroad document
Markets with a rate of their own in any tariff	none	ramps are priced as a class; no tariff names a city
Markets where both gateways carry a median	one	which is the only place a gateway-to-gateway gap can be stated at all
Markets fed by ports of a single coast	one	the other four each draw from at least two, in our map
Filing codes published on this site	none	gap I

Two things about this hub that are not findings. The ports-feeding column is ours: a routing decision recorded in our own map, not a measurement of rail service. And there is a pattern in it we deliberately do not publish — one port feeds four of these markets while its neighbour, which the tariffs price as one group with it, feeds one. Without comparable rail service data we cannot tell whether that is a real difference or an artefact of how we drew the map, so it stays a note rather than a finding.

How every figure on this site is sourced, and the full register of what has not been read: how every figure here is sourced.

Who paid for a place in this gateway list

AmericaPorts is an independent publication. It is not a port authority, a port association, a terminal operator or a federal agency, and it is not affiliated with any of them. The domain is a .com named after a country, which is why this line comes first rather than last.
Nobody has paid for a place here. No port, terminal, carrier or intermediary has paid to appear in this index, to be positioned in it, or to be left out of it.
No link on this site is a referral link, and there is no affiliate code on this domain. If that ever changes, the rate goes on the page carrying the link, at one rate, the same for everyone.
An entry here is not an endorsement. The order is alphabetical or by disclosure, never by anything anyone could buy.

Questions about choosing a port of entry

Which port should my container come through?

It follows your destination market and the ramp that serves it. No carrier tariff assigns a rate to a city, so the question is answered by routing rather than by picking a port.

How do I choose a port of entry for imports?

A port of entry is a customs code rather than a berth, and it can be inland — Chicago holds one without touching salt water. The choice that moves money is which ramp your service grounds at.

What are the different types of ports of entry?

That is a CBP classification question and a different subject from this page. We have not read the classification or its code list, so we describe the distinction between the fields and publish no categories.

What is a class B port of entry?

A term from the CBP classification we have not read. It is named here so you know this page does not answer it rather than answering it wrongly.

Where can I get a port of entry code list?

From CBP. We do not hold one, and that is the single gap on this page — four of the related searches on this query are asking for exactly that list.

Which port serves Atlanta?

On our map, Savannah, Charleston and Jacksonville. Atlanta is the only market here fed entirely by ports of one coast; every other market draws from at least two.

Does the port choice matter for inland cargo?

Less than the ramp does. Ramp rates run below every port median we read, the free time at a ramp is shorter, and the count starts from grounding rather than from discharge off the vessel.

Why does this page appear for Docker questions?

Because port and container are both software terms, and this query collides with them on every word that matters. Everything here is about ocean containers.