Combined Demurrage and Detention
Combined Demurrage and Detention combined starts as from discharge day (included), ends with gate-in empty day (included) to terminal.
|Type||DRY||Flat & Open top||REEF||IMO|
Tariff after free time:
|Days after free time expiration||20’ DRY|| 40’ / 40’hc
|Flat & Open top||20’ REEF||40’ REEF||IMO||Shipper’s owned|
|As from 11th day to 14th day||150||150||150||200||200||150||
|As from 15th day to 21th day||160||160||160||200||200||160|
|As from 22th day onwards||170||170||170||200||200||170|
*Reef should be charge since day 6.
OOG, B/B and IMO cargo are subject to standard Maersk Line approval procedures.
Please contact Luis.Carlos.Rivera@sealand.com for detailed information.
Imports on collect base are not accepted. Exceptions may be considered on a case-by-case basis, which must be consulted before loading (email to: email@example.com)
Overall weight measurement
Before leaving the port facilities, containers are weighed in order to establish conformance with the overall weight restriction norm of 37,000 kgs.
Following tables can be of help to determine the maximum cargo weight for shipments (weights in kgs):
|Max. cargo weight||21,500||21,500||21,500||21,500||n/a||21,500|
|Max. cargo weight||n/a||21,500||21,500||21,500||21,500||21,500|
All indicated weights with the exception of the grand total (which indicates the weight restriction) may differ according to individual equipment characteristics. Please take into account that the Maximum Cargo Weight indications are merely suggestions, and do not warrant compliance with the Overall Weight Restriction as planted by the government, as too many variables come into the equation. All the tare numbers have been taken on the high side in order to leave a safe margin.
Weight restriction is determined for overall weight put on road surface, meaning: weight truck + weight truck driver + tare chassis + tare chassis/flatbed + weight genset + weight container + weight cargo, which must not go over 37,000 kgs (81,400 lbs).
Authorities grant a 5% tolerance, not included in the numbers. However, also distribution of the cargo inside the container is a determinating factor, as additionally per-axle limitations exist and are enforced.
Per-axle weight measurement
There is also a weight check at a point along the highway. Here, weight is measured per axle (of truck & of chassis) in order to establish conformance with per-axle specifications (which are specified below).
Conformance with these norms implies an even distribution of the cargo inside the container. An unevenly stowed shipment may be inside the overall weight limit, but be overweight on a specific axle. Non-conformance results unequivocally in fines and the forced transload of overweight cargo into a second unit. All related costs will have to be covered by the consignee before delivery can take place.
Following tables specify the maximum per axle weights (weights in kgs):
|T3S2||Axle 1||Axle 2-3||Axle 4-5||T3S3||Axle 1||Axle 2-3||Axle 4-5-6|
|5% tolerance||250||800||800||5% tolerance||250||800||1000|
|Max. allowed||5,250||16,800||16,800||Max. allowed||5,250||16,800||21,000|
|Max. overall||--- 37,000 ---||Max. overall||--- 41,000 ---|