常见问题

把线路、设备、集装箱尺寸和港口发过来，我们回一个数字。报价和调度24小时都有人，邮箱 quotes@dariaslogistics.com。

运输本身，加上那些事后最容易让人措手不及的附加费：底盘车、提前提箱、滞箱费、滞港费、车辆滞留费和仓储费。我们宁可一开始就把它们说清楚，也不愿意事后加到账单上。

可以。所有内容仍然以书面确认：报给您的价格就是您邮箱里的价格，附加费逐项列出，不用靠谁记得电话里说过什么。

越早越好，尤其是免堆期最后一天已经临近的时候。当天通常也能做；提前一两天，我们就有闸口时段可以挑。

集装箱号、bill of lading（提单）或订舱号、船公司或您货代出的 delivery order（提货单）、海关放行，以及送货地址和收货时间。

我们的业务大部分就是他们介绍来的。我们接过 delivery order，负责搞定码头，并且向统筹这票货的人回报进度。

在 PortMiami、Port Everglades 和南佛罗里达的铁路场站之间，每天超过 300 个，一年约 100,000 个，按港口通用的 TEU 计算超过 150,000。正是这个体量，让您的集装箱需要时几乎总有底盘车和预约时段。

我们喜欢这样的来电。就算所有人都说下周，也把货发给我们：网络每天运转超过 300 个集装箱，通常都有车；真没有车时，您几分钟内就会得到答复，而不是沉默。不用合同，没有最低货量；一票货、一份书面报价，我们大多数经纪人关系就是这样开始的。

通常 10 分钟内，以书面形式，任何时间。给您报价的调度台就是派车的调度台，报价从不等早班。超限件或多站运输可能需要更久，我们会提前说明，而不是没有下文。

您的箱子可以免费停在码头里面的最后一天。过了这一天，滞港费就开始按天累计，所以提前提箱几乎总是比干等便宜。

在您准备好收货之前，我们先把箱子从码头提出来，放在堆场上。这样滞港费就不会按码头的费率往上跑，您的收货安排也不用再赶。

这是三笔来自不同收费方的费用。滞港费是码头向您收的，因为超过免费时间之后货还留在闸口里面。滞箱费是船公司向您收的，因为超过免费时间之后您还占着他们的箱子。车辆滞留费是卡车方的时间成本，司机在您的月台等候超过免费时段之后开始计算。这三笔可以同时在跑，账单就是这样很快变得难看的。

您需要的底盘车不在集装箱所在的地点，卡车得先多跑一趟去取，然后才谈得上提箱。这要多花一趟运输，也是拖车账单上最常见的意外条目。

盯住免堆期最后一天；月台没准备好就先提前提箱；条件允许就用 drop and pick（甩挂）而不是现场卸货；计划有变就尽早告诉我们。几乎每一张金额很大的附加费账单，追溯回去都是一个晚了一天做出的决定。

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.

实际上没有。20 尺和 40 尺箱有 8 尺 6 标准和 9 尺 6 high cube 两种，但 45 尺箱只标准化了 high cube 一种，所以它的 ISO 代码是 L5G1，其中的 5 就代表 9 尺 6 的高度。别人报给您的 45 尺箱，就是 high cube。45 尺箱真正要问的是宽度，因为 102 英寸的宽体箱在南佛罗里达航线上很常见，内宽比 ISO 箱多 7 英寸。

内高差一英尺。高柜的内高大约8英尺10英寸，标准箱是7英尺10英寸，长和宽一样。要留意的是上了底盘车之后的总行驶高度。

做。它需要45英尺或者可伸缩底盘车，这正是有些承运人不明说就把它推掉的原因。45英尺箱按定义就是高柜，没有标准高度的45。

能，用三轴或者四轴底盘车，配上对的许可。超重和箱型尺寸是两个问题，而且各港口在州的限值之外还有自己的限值。

做，配发电机组，让箱子在码头到门点之间一直运行。在同样的外尺寸下，冷藏箱能装的比干货箱明显少，因为保温层和机组那一端占掉实打实的空间。

超限货用框架箱和开顶箱，或者走敞开式平板：平板车、step deck 凹板车、低平板车、RGN 和 double drop 双下沉平板车。订舱之前先量好，因为只要超出限界，许可的问题就不一样了。

尚未清关的货物，以保税方式在码头、集装箱货运站（CFS）或保税库之间流转。全程必须保持在保税状态，这就限制了谁能承运，以及中途能停在哪里。

在正确的设备上，能运到法规允许的上限。不办许可证时，联邦总重上限是 80,000 磅。超过后，货物凭州许可证并按轴数运输：重箱用三轴底盘，散货用多轴挂车，超限件走经过路线勘察的许可路线，并在州要求时配护送车。只要该重量能办下许可证，我们就能运。

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.