The vessel skips the port
Your box lands elsewhere on the coast and the tariff that applies is the one where it landed.
Who pays depends on the cause: the carrier for its own schedule change, the shipper for a late gate-in.
Port profile · Baltimore, Maryland · nothing read for this port · 07/26–07/29/2026
Port of Baltimore carries nine tariff lines, and four of them price only half the bill
⚑ The short answer
- Port of Baltimore carries nine rate lines with a median of $265, six of them naming the port outright. Four of the nine are line demurrage only — the terminal invoices storage separately — which is more than any port here except New York.
- Baltimore and Norfolk are treated differently in our own extraction, and that is the mechanism worth knowing here. Both are ports the tariffs decline to name, yet Norfolk carries six group lines and a median of $260 while Baltimore carries none. Either those groups reach this port too, or something bounds them that our record does not state.
- US container ports on this site each carry a capture of their own, and this one does not. Baltimore returns no container queries in our distribution and appears in exactly two places across every other page's results: a request for its drayage rates and a request to compare it with Norfolk. Both are questions rather than answers.
- Port of Baltimore has no port authority document located, no volume figure, no dwell figure, no local fee and no terminal named on this site. Every one of those is our search rather than the port's silence, and this profile publishes the list of what is missing so that a reader can see exactly how far it is from usable.
No tariff line names this portIt appears twice in everything we captured — both times as a questionEvery figure on this page belongs to another port
- Named in the nine tariffs
- no — no rate line names this port
- Appearances across every capture behind this site
- two, and both are questionsa drayage-rate query, and an autosuggest comparing it with Norfolk
- CBP port code
- not checked yet
- UN/LOCODE
- not checked yet
- Container terminals
- not checked yet
- Port authority free-time rule
- not checked yet
- Gate hours
- not checked yet
$265Median first paid day of carrier demurrage9 tariff lines name it or price it through a group · nine US import demurrage tariffs · read 07/28–08/01/2026
$487Median first paid day, working reefer — 1.84× the dry boxspecial equipment $395, tank $350, dry $265 — and the reefer clock is half the dry one · nine US import demurrage tariffs · read 07/28–08/01/2026
unreadContainer volumeno figure read — gap D
unreadDwell in daysnothing published that we found — gap E
unreadFree time, the start hour and the local feesno authority document located — gaps B and J
Where Baltimore sits in the volume tables, and why we publish no position
Port of Baltimore cannot be placed in any table on this site, and the first useful thing to say is the check you can run yourself: open your own carrier tariff and find the group your port falls into. Nothing in the nine tariffs we read names Baltimore, so the rate that applies to a box here comes from a group written for ports the document declines to list.
That is the source declining to distinguish rather than us failing to open something — the one empty field on this page that is not about our own reading. How the volume tables are built, and why this site prints no position column at all: how the volume tables are built.
Nine US import demurrage tariffs · read 07/28–07/29/2026.
The three start moments we have read, and none of them is Baltimore's
Port of Baltimore is named by none of the nine carriers for free time — only New York and Savannah are singled out anywhere in those documents — and no authority rule has been located for it.
What a filled clock field looks like, for contrast: at Savannah the port’s own Rule 34-025 starts the count at the first 12:01 AM after discharge. That is Savannah’s rule, it is the only authority rule read end to end anywhere on this site, and it says nothing about this port.
How this profile is built · what we are paid
- Every figure below carries the document it was read from and the date it was read. A figure we have not read does not become a number: the cell says whether the document is unpublished, located but unopened, or simply not checked yet.
- The port’s own tariff outranks anyone’s summary of it, including ours — where the rule or tariff number is known it is printed so you can cite it.
- No port, terminal or carrier has paid to appear on this page or to be described in any particular way, and no link on this site is a referral link.
Container discharged at Baltimore · the clock comes from a group line that never names this port
discharge
clock starts — hour unread
first paid day
free time runs
charges accrue
| Whose tariff | Scope | The clock starts | Source · read |
|---|---|---|---|
| Georgia Ports Authority | Savannah, Rule 34-025 | first 12:01 AM after discharge | GPA Rule 34-025 · read 07/26/2026 |
| Maersk | Los Angeles and Long Beach imports | first 3:00 AM after discharge | Maersk, USA Imports · read 07/26/2026 |
| Seaboard Marine | US imports | first 08:00 of the first working day after discharge | Seaboard Marine, 11/05/2024 · read 07/26/2026 |
The cost stack at Baltimore, with every line hatched
Port of Baltimore has an empty stack, and the empties have two different causes. Carrier demurrage is empty because the tariffs name this port. The other five are empty because we have not opened the documents.
And there is an open question this page carries rather than hides. Six group lines and a $260 median are attributed in our extraction to Norfolk, which the tariffs decline to name just as they decline to name Baltimore. Either those groups reach this port as well — in which case this profile and the catalogue are withholding a median — or something bounds them that our own record does not state. Resolving it means re-reading the nine tariffs for their group definitions.
What a 40-foot import container picks up at Baltimore — six lines, none of them read
Every line hatched. One of them because the tariffs decline to name this port; the rest because we have not read the documents.
What terminal handling costs where anyone publishes it: what terminal handling costs by port. Where the tariffs do name a port, and what the same line costs there: the cost stack ranked port by port.
Nine US import demurrage tariffs · read 07/28–07/29/2026. Deriving a median for this port by analogy with a neighbour is exactly what this site does not do.
Who can invoice you at Baltimore, and whose document we have read
| Charge at Baltimore | Billed by | Owed by | The document that sets it | Amount |
|---|---|---|---|---|
| Carrier demurrage | Ocean carrier | Consignee or the counterparty named on the invoice, not both | the carrier’s US import tariff, through a group that does not name this port | not publishednamed outright by five carriers |
| Terminal storage | The marine terminal | Cargo interest, via the carrier | a terminal tariff we have not read | not checked yetgap A |
| Terminal handling | Ocean carrier | Whoever the Incoterm assigns | the carrier’s tariff, by port | not checked yet |
| Local fees | The port authority or the terminal | By fee | a fee schedule we have not located | not checked yetgap J |
What an empty-looking cell means: not published — the source publishes no figure here not checked yet — we have not read the document yet
Every biller here is known and no amount is. That is not nothing. Knowing which party issues a charge tells you who to ask, which document to demand and who cannot lawfully bill you for it — and none of that depends on us having read a rate.
The terminals at Baltimore, and why this table has no rows
Port of Baltimore has no terminal named in anything we captured, so this table has no rows. What to obtain instead: the terminal on your booking, its address and its gate hours.
| Terminal | Address | Gate hours and appointments | Storage tariff |
|---|---|---|---|
| not checked yetno capture we hold names a terminal at this port | not checked yetgap H | not checked yetgap H | not checked yetgap A |
What an empty-looking cell means: not checked yet — we have not read the document yet
Dwell is four different numbers, and Baltimore publishes none of them
Port of Baltimore publishes no dwell figure that we found. The rows below belong to other ports and are here to show what a dwell figure looks like when it exists — and how little it means without its measure.
| Figure | What it measures | Status of the number |
|---|---|---|
| not checked yet | anything for this port | nothing published that we foundgap E |
| 3.1 to 6.75 days | the spread at Los Angeles across five figures in one season | quoted in the market, no documentsearch results · read 07/26/2026 |
| about 20 hours to 9.1 days | the spread at Savannah across three measures | quoted in the market, no documentsearch results · read 07/26/2026 |
What an empty-looking cell means: not checked yet — we have not read the document yet
A single dwell number without its measure and its period is not usable, which is why none of these is carried across to this port.
Local fees at Baltimore, and the two we have read elsewhere
Port of Baltimore local fees: not checked, and no schedule located. The two figures below belong to other ports and show the two shapes such a fee takes.
| Fee | Port | Amount | Who pays |
|---|---|---|---|
| Any local fee at this port | Baltimore | not checked yetgap J | not checked yet |
| Clean Truck Fund rate | Los Angeles, for contrast | $10 per TEU · $20 over 20 ftPort of Los Angeles · read 07/26/2026 | Motor carrier, passed through |
| Sustained Import Dwell Fee | Houston, for contrast | $45 per unit per day from day 8Port Houston · read 07/26/2026 | Cargo interest, billed by the port itself |
What an empty-looking cell means: not checked yet — we have not read the document yet
Every figure on this page belongs to another port, and every one of them says so. This profile has no figure of its own. The numbers below are here to show what a filled field looks like and what kind of document fills it — and a single unlabelled one would read as this port’s, which would destroy the only thing this page has: that it is honest about being empty.
What this port publishes, and what we have opened
Port of Baltimore has no primary source read and no capture of its own. On this ledger it sits below the port that previously held the bottom — Charleston, which at least had three terminals named and one address.
| What an importer needs | Published? | Read by us? |
|---|---|---|
| A rate line naming this port in any carrier tariff | not publishednamed outright by five carriers | ten tariffs read in fullnine US import demurrage tariffs · read 07/28–08/01/2026 |
| The port authority’s own tariff | not checked yetnever located — gap B | not checked yet |
| Free time in days | not checked yet | not checked yet |
| Container volume, dated | not checked yetgap D | not checked yet |
| Dwell with a definition | not checked yetgap E | not checked yet |
| Terminal names and addresses | not checked yetgap H | not checked yet |
| Gate hours and appointment systems | not checked yetgap H | not checked yet |
| A local fee schedule | not checked yetgap J | not checked yet |
| Read: nothing about this port. This port may publish every one of these rows — we have opened none of them, and “not located” describes our search rather than their disclosure. | ||
What an empty-looking cell means: not published — the source publishes no figure here not checked yet — we have not read the document yet
The East Coast ports compared on what can actually be compared: the East Coast ports compared.
Getting a box out of Baltimore, and the one number everyone asks for
Port of Baltimore is one of six markets whose drayage rates people ask about by name in our captures — and four of those six are ports no carrier tariff names either. Where the tariff is silent, the road quote is the only figure attachable to the port by name, and it is the one with no published source anywhere.
| Destination | How the box moves | Rate |
|---|---|---|
| The Baltimore and Washington market | road | not publishedgap F — asked about by name and published nowhere |
| The Midwest | rail from a ramp we have not named | not publishedgap F |
| A named rail ramp | not checked yet | not checked yet |
What an empty-looking cell means: not published — the source publishes no figure here not checked yet — we have not read the document yet
Which port Midwest cargo should actually enter through: which port your midwest cargo should enter through.
What goes wrong at any port, including this one
The container is rolled
It stays on the quay while the ship sails, and the cause decides the payer.
Carrier for overbooking; shipper for late gate-in or missing paperwork.
The box is held
A customs or agency hold does not stop the clock; free time keeps running while the container sits.
Cargo interest pays the days; the hold clears through your broker.
A group enumeration changes elsewhere
Your rate here comes from a group written for unnamed ports, so a carrier can revise which ports a group covers without this port appearing anywhere in the amendment.
Cargo interest — ask which group line was applied and for its definition.
What we have not read on this block. The hold types, who lifts each one, at whose cost and within what deadline are gap Q, and the carriers’ own rollover terms are gap R. This block describes the shape of each failure and who the bill lands on; it does not publish deadlines we have not read.
Both of the first two have their own page: when the ship skips your port and what to do when the box will not move.
Your rights under US federal rule
If an invoice arrives from a port we have not read
Port of Baltimore demurrage arrives on a carrier’s invoice, not the port’s, and that invoice answers to a federal rule: 46 CFR Part 541, in force since 05/28/2024. The rule has been before the D.C. Circuit twice since, and the decision of 09/29/2025 changed who may be billed — so the text to read is the current one at eCFR, not a summary of the 2024 announcement.
This block works in full here even though almost nothing else does, because it is about the carrier’s invoice rather than about the port. The sequence specific to Baltimore: establish which group line was applied, ask for that group’s definition in writing, and check that this port falls inside it.
What the invoice has to contain, and how the dispute runs: the federal rules your invoice has to meet.
Descriptive, not legal advice. The tariff and the invoice in your own file govern your case.
Licensed intermediaries for the Baltimore market
Port of Baltimore sits in a metro we have not counted in the Federal Maritime Commission’s register of ocean transportation intermediaries. Two port areas have been counted — 95 organisations at Los Angeles and Long Beach, eleven at Savannah — and both counts belong to those two port areas.
What this register covers, and what it does not. It covers the ocean leg. It does not license drayage carriers and it does not license terminal operators, so the absence of a company from it is not a finding about that company. Half of the route you are buying is regulated by a different agency.
FMC OTI register download · read 07/28/2026.
Primary sources read for this port: none
- verified primaryNine US import demurrage tariffs — none names this port · read 07/28–07/29/2026
the only reading behind this page, and its result is an absence
Nothing else has been read or located for this port: no authority tariff, no terminal tariff, no volume release, no dwell figure, no fee schedule. This is the shortest sources block on the site, and honestly so. How each status is defined: how every figure here is sourced.
Questions about importing through Baltimore
What does it cost to land a box at Baltimore?
We cannot say. No rate line extracted from the nine import tariffs names this port, so the figure a box pays comes from each carrier's group for ports it does not name separately. The check available to you today is to open your own tariff and find which group Baltimore falls into.
Why is Baltimore not in any carrier tariff?
It is, inside a residual group. The rate exists and the port's name does not appear beside it, which means the number was written without this port specifically in view — the same position Houston, Charleston, Jacksonville and Oakland are in.
What are the drayage rates at Baltimore?
No comparable rate set exists for any US port in a dated source with a stated sample size. This is worth knowing here in particular: a request for this port's drayage rates is one of only two places Baltimore appears anywhere in our captures, and it asks for the one line this site cannot give at any port.
Norfolk port or Baltimore port?
Not answerable on cost, and the reason is a question about our own record rather than about the ports. Both are ports the tariffs decline to name, yet six group lines and a median of $260 are attributed to Norfolk in our extraction and none to Baltimore. Whether those groups reach this port too is exactly what we have not confirmed.
How much free time do I get at Baltimore?
Whatever your carrier's group line says. None of the nine carriers names this port for free time; the only two ports any of them singles out are New York and Savannah, and both are named elsewhere on this site.
When does the clock start at Baltimore?
Unknown to us. Three start moments have been read anywhere on this site and all three belong to other ports or to a carrier: 12:01 AM under Savannah's rule, 3:00 AM under Maersk across Los Angeles and Long Beach, and 08:00 on the first working day under Seaboard Marine.
How busy is the Port of Baltimore?
No volume figure for it has been read here, and no position column exists anywhere on this site. The figures we hold for other ports carry different measures and different periods, so even a figure for this port would not produce a rank.
Which terminals are at Baltimore?
Not checked yet. This port returned no capture of its own, so no terminal name reached us the way Charleston's three did. The terminal on your booking, its address and its gate hours are the three things to obtain, and gate hours are an open gap at every port here.
Why does this profile have so little in it?
Because we have read nothing about this port and say so rather than filling the page with a neighbour's numbers. Every figure that does appear here carries the name of the port it belongs to. The list of what is missing, and where each item would come from, is in the sources block.