Questions

Send the lane, the equipment, the container size and the port, and we come back with a number. Quotes and dispatch run 24 hours a day at quotes@dariaslogistics.com.

The move itself, plus the accessorials people get surprised by later: chassis, pre-pull, per diem, demurrage, detention and storage. We would rather name them up front than add them to an invoice.

Yes. Everything is still confirmed in writing: the rate you are quoted is the rate in your inbox, with the accessorials listed, so nothing depends on who remembers what was said on a call.

The sooner the better, especially if the last free day is close. Same-day is often possible; a day or two gives us the pick of the appointment windows.

The container number, the bill of lading or booking number, the delivery order from the line or your forwarder, customs release, and the delivery address with receiving hours.

Yes, most of our work comes through them. We take the delivery order, handle the terminal, and report back to whoever is coordinating.

More than 300 a day across PortMiami, Port Everglades and the South Florida rail ramps, which is around 100,000 a year, more than 150,000 TEU in the measure ports use. That volume is why a chassis or an appointment window is usually there when your box needs one.

That is a call we like. Send the load, even if everyone else said next week: with more than 300 containers a day moving through the network there is usually a truck, and when there truly is not, you hear it in minutes instead of silence. No contract and no minimum volume; one load, quoted in writing, is how most of our broker relationships started.

Usually within 10 minutes, in writing, any hour of the day. The desk that prices your move is the desk that dispatches it, so a quote never waits for a morning shift. A superload or a multi-stop move can take longer, and we say so up front instead of going quiet.

The last day your container can sit inside the terminal before storage charges start. Miss it and demurrage begins accruing daily, which is why a pre-pull is almost always cheaper than waiting.

We collect the container from the terminal before you are ready for it and hold it on a yard. It stops demurrage running at terminal rates and it takes the pressure off your receiving schedule.

Three different charges from different parties. Demurrage is the terminal charging you for cargo sitting inside the gate past free time. Per diem is the shipping line charging you for keeping their container out past free time. Detention is the trucker's time, charged when a driver waits at your dock beyond the free window. They can run at the same time, which is how a bill gets ugly fast.

When the chassis you need is not at the same location as the container, so the truck makes an extra trip to collect it before it can even pick up. It costs a move and it is the single most common surprise line on a drayage invoice.

Watch the last free day, pre-pull if your dock is not ready, unload as drop-and-pick rather than live where you can, and tell us early if plans change. Almost every large accessorial bill traces back to a decision made a day too late.

The short move that connects a port or rail ramp to a warehouse, a dock or another mode. It is the first or last leg of an ocean shipment, and it is where most of the delay and most of the surprise cost lives.

Either. Live means the driver waits while you unload, which starts detention once the free window is up. Drop and pick means we leave the container and collect it later, which usually costs less if you have the yard space.

Yes. Every driver working the terminals holds a valid Transportation Worker Identification Credential, which is required to get through the gate at all.

Yes. Tell us before we quote: residential streets, no dock, no forklift and tight turns all change the equipment and sometimes the price, and knowing ahead means the right truck arrives the first time.

The chassis in this network are yard-staged rather than drawn from the terminal pool, so a pool shortage is not what stops your container moving. That is a large part of the point of working with an asset-backed carrier rather than taking the cheapest quote.

No. The tunnel is closed to oversized loads and to placarded hazmat, so those leave the port over the Port Boulevard bridge and through downtown Miami instead. It is a longer route through city streets and it needs planning, which is why we ask about dimensions before we quote rather than after.

Yes, and for anything going a long way inland we usually recommend it. The freight comes out of the container and onto a trailer, which stops per diem, returns the box early, and means the long run is not paying container and chassis rates.

No, not in practice. 20ft and 40ft boxes come in both 8ft 6in standard and 9ft 6in high cube, but the 45 standardised on high cube only, which is why its ISO code is L5G1: the 5 is the 9ft 6in height. If someone quotes you a 45, it is a high cube. The real question on a 45 is the width, because the 102in wide body is common on the South Florida trades and it is 7in wider inside than the ISO box.

A foot of interior height. A high cube gives you roughly 8ft 10in inside against 7ft 10in in a standard, at the same length and width. The catch is total travel height once it is on a chassis.

Yes. They need a 45ft or extendable chassis, which is exactly why some carriers quietly decline them. 45s are high cube by default; there is no standard-height 45.

Yes, on a tri-axle or quad chassis with the right permit. Overweight is a separate question from container size, and the ports carry their own limits on top of the state's.

Yes, with a genset so the box keeps running between the terminal and the door. A reefer holds noticeably less than a dry container of the same outside size, because the insulation and the machinery end take real space.

Flat rack and open top for out-of-gauge, or open deck: flatbed, step deck, lowboy, RGN and double drop. Measure it before you book, because anything over gauge changes the permit picture.

Freight that has not cleared customs yet, moving under bond between a terminal, a container freight station or a bonded facility. It has to stay in bond the whole way, which constrains who can carry it and where it can stop.

Up to the maximum the regulations allow on the right equipment. 80,000 pounds gross is the federal limit without a permit. Past that, the load moves on state permits and axle count: tri-axle chassis for heavy containers, multi-axle trailers for freight, and superload routings with route surveys and escorts where the state requires them. If a permit exists for the weight, we can run it.

Yes, we handle tariff refunds. Tell us what you imported and when, and the claim is prepared and filed for you, with the refund paid by CBP to you as the importer of record. Be wary of anyone who wants a large share of the refund for a straightforward claim.

Only the importer of record or the licensed customs broker who filed the original entries can file through CBP's CAPE refund process, and the money goes to the importer of record. Tell us what you imported and when and we handle it from there: working from the original entry data usually costs far less than a contingency refund company.

CBP has announced no closing date for CAPE filings, but the courts set protective deadlines of February 4, 2027 for the fentanyl-order tariffs and April 5, 2027 for the reciprocal tariffs, and an ordinary protest is due 180 days from liquidation with no extensions. Treat it as urgent, not open-ended.

Yes. Refunds of the struck-down 2025 tariffs are paid with statutory interest from the date you deposited the duties. If you deducted the duties as a business expense, expect the refund to be taxable income; ask your accountant, not your trucker.

A refund of 99 percent of the duties, taxes and fees you paid on imported goods that you later exported or destroyed, claimed within five years of the import. It is real money for anyone importing through South Florida and re-exporting to Latin America and the Caribbean, and we arrange the claim for you: tell us what you import and what leaves again.

The importer, every time, even when the cargo comes back completely clean. The exam itself is free; the station handling, the unloading and reloading, the trucking to and from the exam site, the storage, and any demurrage all bill to you. Federal law gives CBP the right to examine anything, and nobody refunds a clean exam.

An X-ray exam usually clears in a day or two, a tailgate exam in a few days, and an intensive exam, where the container is trucked to an exam station and fully stripped, commonly runs one to two weeks. Complete paperwork from your broker and a truck ready the moment the station releases are the only two things that reliably shorten it.

First find out which hold, because each has a different owner. Your customs broker can see the status: CBP clears its own exams and enforcement holds, while FDA, USDA and Fish and Wildlife holds wait on that agency, and nobody at the terminal can hurry any of them. What you control is what happens after release, so have the trucking and the appointment plan ready before the box is free.

It is 0.3464 percent of entered value, a rate unchanged since 2011, but it cannot fall below a floor or rise above a ceiling and those move every October. Through September 2026 they are $33.58 and $651.50; from October 1, 2026 they become $34.58 and $670.86 under CBP Decision 26-14. The ceiling is reached at about $193,700 of entered value, so above that the fee is effectively flat.

Yes, and almost nobody mentions it. 19 CFR 190.3 names both the merchandise processing fee and the harbor maintenance fee as subject to drawback, alongside ordinary duties, marking duties and internal revenue taxes that attach on importation. If you import and later export or destroy the goods, those fees are part of what the 99 percent covers.

Section 301 duties are, and CBP confirmed it in CSMS 18-000419. Section 232 duties on steel, aluminium and copper are not, because every Section 232 proclamation carries an express no-drawback clause. Antidumping and countervailing duties are excluded outright by 19 CFR 190.3. On a mixed entry that distinction is worth real money and it is the one people most often get backwards.

Sometimes, and the rule is clearer than most people realize. Under 46 CFR part 541, in force since May 28, 2024, the invoice must be issued within 30 calendar days of the day the charge was last incurred, and it must carry a defined set of information including the container and bill of lading numbers, the free time dates, the exact dates charged, the rate and the tariff rule it comes from. Miss the deadline or omit a required element and the obligation to pay that charge goes with it. You then have at least 30 days to request mitigation.

Two clocks, and the second one catches people. In-bond freight has 30 days to reach CBP at the destination or export port, 60 by barge, and government examination time does not count against it. Arrival must then be reported within two business days, and from arrival you have only 15 calendar days to enter the goods, export them, or admit them to a foreign-trade zone. Missing any of these is an irregular delivery, assessed as liquidated damages against the custodial bond.

The importer security filing is due no later than 24 hours before the container is loaded onto the vessel at origin, which is not the same as before it arrives, and on an Asia lane that deadline passes weeks before anyone here thinks about the freight. Late, incomplete or inaccurate filings draw liquidated damages of $5,000 per violation, generally capped at $10,000 on a single filing, and the responsibility stays with the ISF importer even when a broker files it.

Yes, we handle bonded freight and bonded storage in Miami. Your freight moves in bond and under seal, off PortMiami or Port Everglades, to bonded storage, a container freight station or a foreign-trade zone, whichever your entry names, and the storage is arranged together with the truck. If the destination is not picked yet, say so when you ask and the options get named with the rate.

A CBP custodial bond, the Activity Code 2 bond that covers bonded carriers, cartmen and warehouses, and every in-bond move on this network runs under one. That is why bonded freight cannot simply be handed to whichever truck is free, and why the cheapest drayage quote in your inbox may not be a legal option for this particular box. Say the freight is in-bond when you ask for the rate: the answer tells you quickly whether you are talking to the right company.

Yes, and that is exactly what an immediate transportation entry is for: the box lands at PortMiami or Port Everglades and travels under bond to the port or authorized facility where the entry will actually be made, Jacksonville and Savannah as readily as anywhere further. The 30-day transit clock and the two-business-day arrival report run the whole way, so the destination and the deadline belong on the file before the truck is booked rather than after.

The truck and the chassis are the same. What differs is everything around them: the movement is authorized before it starts, the container travels sealed to a named destination rather than a convenient one, the arrival has to be reported, and nobody may open the box on the way. That is why a bonded pull is planned rather than improvised at the gate, and why saying the freight is in-bond at the first ask changes how the move is built.