Los Angeles to St. George freight
Los Angeles to St. George freight is a regular lane for Lifetime Logistics Services LLC: dry vans leave Los Angeles County and Inland Empire docks bound for southern Utah through the week, many of them behind our own tractors and the rest with partner carriers we screen through Highway. The run is about 388 miles by way of Cajon Pass, Las Vegas and the Virgin River Gorge, roughly seven and a half hours behind the wheel, and one dispatcher keeps the load from the dock door to the signed receipt. Send the pickup, the delivery and the date through the quote form, and the same dispatcher answers with a figure you can book.
From our dispatch records
- Distance
- About 388 miles
- Typical transit
- Same day or next day
- How often we run it
- A regular lane
- Trailer types
- Dry van, flatbed
- Who hauls it
- Our own tractors and Highway screened partners
Today's estimate
Los Angeles to St. George, about 344 miles. Full truckload, computed October 22, 2026.
| Trailer | Low | Typical | High | Per mile |
|---|---|---|---|---|
| Dry van | $1,325 | $1,375 | $1,475 | $4.00 |
Diesel: $6.276 a gallon the week of October 19, 2026 (EIA U.S. average), down 44 cents since August 3, 2026. Every estimate above already includes fuel at that price.
Full truckload, linehaul including fuel, before accessorials such as detention or lumper.
Estimate from our own lane history and today's diesel price. Ask for a firm quote.
The route
- Road miles
- Driving time
- Transit, one driver
- Main highways
- Interstate 10, Interstate 15
| Trailer | Typical transit | Note |
|---|---|---|
| Dry van or power only | Same day or next day | Dock to dock; a drop trailer saves the waiting time at either end. |
| Flatbed | Same day or next day | Allow time to tarp and secure; oversize pieces travel in daylight only, which can add a day. |
| Box truck or cargo van | Same day or next day | For a short shipment that should not wait for a full trailer. |
What a fast growing corner of Utah orders from Southern California
St. George and the towns around it, Washington City, Hurricane, Ivins and Santa Clara, have grown about as fast as anywhere in the country, and nearly everything that growth needs arrives by truck. Northbound trailers carry what new neighborhoods consume: cabinets, flooring, fixtures and appliances for homebuilders, furniture and mattresses for the stores along the freeway, groceries and household goods for the regional distribution buildings, and resupply for the hotels and restaurants that serve visitors headed for Zion National Park. Much of it starts in the import warehouses of Ontario, Fontana and Rialto, or in the manufacturing and apparel districts closer to downtown Los Angeles.
Far less rides back the other way. Southern Utah makes some products of its own in the industrial parks south and east of the city, but nothing like the volume that comes up the interstate, so the lane is lopsided: heavy toward Utah, light toward California.
Interstate 10 to Ontario, then Interstate 15 the rest of the way
From central Los Angeles a truck runs east on Interstate 10 to Ontario and turns north on Interstate 15, which it keeps all the way to the delivery. Loads that start in the Inland Empire skip the first leg and join Interstate 15 near Fontana, which is why so many of our St. George trips begin out there. The interstate climbs Cajon Pass between the San Gabriel and San Bernardino mountains, comes out on the high desert at Hesperia and Victorville, and crosses the Mojave through Barstow, Yermo and Baker before the long pull up to Mountain Pass and the drop to the Nevada line at Primm.
Las Vegas comes next, roughly two thirds of the way along, and drivers time the city to miss its afternoon rush. Past Mesquite the road enters a sliver of northwestern Arizona and threads the Virgin River Gorge, a tight canyon with steep walls, sharp curves and the river running beside the pavement, before it climbs out into Utah a few miles short of St. George.
Heat, wind and holiday traffic on the way north
The Mojave is the lane’s summer problem. Baker and the stretch toward the Nevada line routinely run past 110 degrees in July and August, and the climb to Mountain Pass is long and steady. Carriers who know this road fill up in Barstow or Las Vegas, cross the open desert early in the day, and check their tires at every stop. St. George itself bakes in summer too, so freight that dislikes heat should not sit in a trailer on a sunny dock any longer than it has to.
The colder months bring a different list. Snow and gusting wind can shut Cajon Pass for hours, and wildfire has closed it in late summer and fall. And because this is the road between Southern California and Las Vegas, holiday weekends and Friday afternoons pack the northbound lanes out of the Inland Empire; a pickup planned for a Thursday or an early Friday keeps the truck ahead of the worst of it.
Mostly a northbound lane, which is why trucks are easy to find
St. George is much more a destination than an origin, and that imbalance is the most useful thing to know about the lane. Northbound, a van out of Southern California is in steady demand. Southbound, a truck that has emptied in St. George often has nothing to haul home, so carriers either run back down the interstate to Las Vegas, two hours away, where a reload is likelier, or head north toward Cedar City and Salt Lake City for their next job.
For a shipper that means two things. A load to St. George is seldom hard to cover, because our drivers and the partner carriers we use know the road and want it on their schedules. But the trip has to pay for the drive home, since a truck that comes back empty earns nothing on the second half. Shippers who can offer freight from Washington County back toward California, or who send loads on a steady rhythm, give a carrier a reason to keep a tractor on this road, and we build our own tractors’ weeks around regular runs like this one.
Trailers for southern Utah freight
A 53 foot dry van does most of the work here. Palletized goods for stores and distribution buildings, boxed furniture, cabinets and appliances all ride inside, out of the desert sun and the blowing dust, and a van loaded at a dock in the Inland Empire unloads at a dock in the newer industrial parks without special handling.
Building materials are the exception. Lumber, trusses, steel, block and pipe for job sites travel on flatbeds, which we arrange through vetted open deck carriers, and a delivery to a house lot in a new subdivision may need a truck that can work on dirt rather than at a dock. Power only is available for shippers who own trailers: the tractor hooks to their equipment and goes. Loads broader than 8 feet 6 inches need permits from California, Nevada, Arizona and Utah, because this short trip crosses all four.
A day’s drive, and an hour lost to the clock
At truck speeds the drive takes close to seven and a half hours, comfortably inside the federal limit of 11 hours behind the wheel in a shift. Load early in the Inland Empire and the truck can reach St. George late the same afternoon, while a pickup after midday usually means a delivery the following morning, the way most receivers there like it. On a regular lane like this one, the next morning delivery is the pattern we plan around.
The clock moves on the way. Utah keeps Mountain Time and changes for daylight saving just as California does, so the clock in St. George reads an hour later than in Los Angeles every day of the year, and a dock that shuts at 3 PM local time has shut by 2 PM on the shipper’s watch. We write each appointment in Utah time on the rate confirmation and brief the driver the same way, so an hour does not vanish between the pickup and the door.
Booking a load to St. George
The quote form asks for what the dispatcher needs: where the freight picks up and the dock hours, the St. George area address it is going to, how many pallets and how much weight, the trailer and the date. Mention a liftgate, a hand unload, a construction site or a fixed appointment. On days a price is posted for this lane, its dated range sits above the form; the firm number comes from your dispatcher after reading the request.
For each end, see our Los Angeles truckload page, California freight shipping, Utah freight shipping and our St. George city page. For freight that stops short of Utah, our Las Vegas lane covers the first two thirds of this same road.
Questions shippers ask
- How many road miles separate Los Angeles and St. George?
- About 388 from central Los Angeles, using Interstate 10 to Ontario, then Interstate 15 past Barstow and Las Vegas. Pickups in the Inland Empire start closer and save roughly 50 miles.
- Can a load leave Los Angeles and deliver in St. George the same day?
- It can, when the truck loads early and the receiver stays open into the late afternoon. Most loads arrive the next morning instead, because the drive runs close to seven and a half hours and Utah’s clock is an hour ahead.
- Do your own trucks run to St. George?
- Yes. This is a regular lane for us, and our own tractors from Southern California handle many of these loads; when none is free, a partner carrier screened through Highway takes the trip under the same dispatcher.
- Can you deliver building materials to a job site in Washington County?
- Yes, on a flatbed through an open deck partner carrier. Tell us about the lot, whether a forklift will be there, and the length and weight of the pieces so the right truck shows up.
- How is the price set for a truckload to St. George?
- It turns on the trailer type, how heavy the load is, the details at each end and the date. If the lane was priced today, you will see a dated range above the form; once the form reaches us, the dispatcher replies with the number you can book.
Ready to price a load?
Send the quote form or call us. A person on our team replies with a price.