Port profile · New York and New Jersey · USNYC · figures read 07/26–07/29/2026
Port of New York and New Jersey is given first place by one table and 9.4 million TEU by another answer on the same subject, and the two cannot both be describing what they appear to describe: Port of Los Angeles publishes 10,239,318 TEU for calendar 2025. A first place that cannot coexist with 10.2 million is measuring something it does not name.
So this page adopts neither number. What it publishes is the disagreement — 6,251,953 in one table, 9.4 million in one snippet, neither with a measure or a period attached — because repeating one of them would be exactly the defect worth pointing at. Against its nearest rival on the coast: how new york and norfolk actually differ. The coast as a whole: the East Coast ports compared.
No rank column is printed here: the periods behind the rows are not comparable — gaps C and D.
Port of New York and New Jersey is the only port any of the nine carriers singles out for free time: COSCO allows five days generally and four here. That is a day of ambiguity worth between $80 and $390 depending on which invoice you are reading, and it is written into the tariff rather than negotiated.
Port of New York and New Jersey has no start hour in anything we read. The three hours this site holds — 12:01 AM at Savannah, 3:00 AM with Maersk in California, 08:00 on the first working day with Seaboard — belong to other ports. The Port Authority’s own tariff was opened on 31 July 2026 and carries none: the phrase free time does not appear in its seventy pages once.
How this profile is built · what we are paid
Container discharged at New York · COSCO allows four free days here and five everywhere else
| 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 |
Port of New York and New Jersey holds both the cheapest-looking and the dearest first-paid-day figures in the country, and they are not two points on one scale. The $80 end is line demurrage only — the carrier’s own half — and the $390 end is all-in. Comparing them is comparing a fragment of an invoice to a whole one, and since 31 July 2026 the size of the missing fragment is known: the terminal’s own first tier is $221 or $222 a calendar day, so the $80 berth costs about $302 a day and not $80. That sum is what the two documents permit rather than what an invoice must show: both terminal schedules reserve the right to apply the carrier’s demurrage provisions instead of their own, so $302 is a ceiling the paperwork allows and not a figure anyone is promised.
Port of New York and New Jersey is therefore the one port where the unread storage line does more than leave the stack incomplete: it changes what four of the twelve published rates mean. The median below is taken over the all-in rows only, at $350, and the line-only rows stay visible and marked.
What a 40-foot import container picks up at New York and New Jersey, and why one hatched line changes the meaning of the others
How that median sits against every other port, and why the medians matter less than the carrier you booked: the cost stack ranked port by port.
Twelve tariff lines · nine US import demurrage tariffs · read 07/28–08/01/2026.
| Charge at New York and New Jersey | Billed by | Owed by | The document that sets it | Amount |
|---|---|---|---|---|
| Carrier demurrage, all-in | Ocean carrier | Consignee or the counterparty named on the invoice, not both | the carrier’s US import tariff | $360 median · up to $390 at Newark with Maersknine US import demurrage tariffs · read 07/28–08/01/2026 |
| Carrier demurrage, line only | Ocean carrier, for its own half | Cargo interest | the same tariff, at named terminals | $80 · $82 · $125 · $130these are not cheaper rates — the terminal’s invoice for the same days is missing from themCOSCO, Yang Ming and HMM lines · read 07/28–07/29/2026 |
| Terminal storage | The marine terminal, directly | Cargo interest | Maher Schedule 010599 · New York Terminal Conference Schedule 011408 | $222 · $291 · $507Maher’s tiers for a general container; the conference schedule runs $221 · $284 · $475 · $622 and splits by container length. Four working days free at bothread 07/31/2026 |
| Cargo Facility Charge | The Port Authority itself | The cargo interest | PAMT FMC No. PA-10 | $14.80 per TEUa container over forty feet counts as two TEUs; the terminal operator collects it and remits itread 07/31/2026 |
| Terminal handling | Ocean carrier | Whoever the Incoterm assigns | the carrier’s tariff, by port | not checked yet |
| Drayage | Motor carrier | Cargo interest | a quote, not a published tariff | not publishedgap F |
| Chassis per diem | Chassis pool or carrier | Motor carrier, passed through | the pool tariff | not checked yetgap G |
Nine US import demurrage tariffs · read 07/28–07/29/2026. Port Authority tariff PAMT FMC No. PA-10, effective 05/01/2026 · read 07/31/2026.
Port of New York and New Jersey is where the terminal decides not only how much you pay but how many invoices arrive. Four terminals are billed line-only by at least one carrier, and one — Newark with Maersk — is the dearest all-in line in the whole reading.
| Terminal | Whose tariff | First paid day | What that figure covers |
|---|---|---|---|
| Maher | COSCO | $80 | line demurrage only — the terminal invoices storage separately |
| APM · Port Liberty | COSCO | $82 | line demurrage only |
| New York | Yang Ming | $125 | line demurrage only |
| Port Liberty · Maher | HMM | $130 | line demurrage only |
| Newark | Maersk | $390 | all-in — the dearest first paid day in the nine tariffs |
| ZIM also bills line demurrage only at Maher, PNCT and Port Liberty. Every line-demurrage-only row extracted before 31 July 2026 is at this port. | |||
nine US import demurrage tariffs · read 07/28–08/01/2026
Port of New York and New Jersey has no dwell figure on this page, and the demand for one is explicit: it is a page query with two related searches behind it. That cell reads not checked yet rather than no data exists, because we have not looked — this is a statement about our reading, not about the port.
It is the mirror of Los Angeles, which has five dwell figures in circulation and one unread tariff. Here the tariff at least ranks and the dwell figure is nowhere in our reading at all.
Which dwell each port means, who publishes a definition, and why a single number is unusable without one: how long a box sits, and which dwell is meant.
Port of New York and New Jersey is now the third port on this site with a local fee read from the authority’s own tariff, and the only one where that tariff was opened after being promised. It carries a Cargo Facility Charge of $14.80 per TEU on every laden container crossing a Port Authority berth, leased or public, collected by the terminal operator and remitted to the authority.
| Fee | Port | Amount | Who pays |
|---|---|---|---|
| Cargo Facility Charge | New York and New Jersey | $14.80 per TEUPAMT FMC No. PA-10 · read 07/31/2026 | Cargo interest, collected by the terminal operator for the authority |
| Container Imbalance Fee | New York and New Jersey | $100 per container of excessive imbalanceassessed twice a year on carriers above a 4% allowance, not on your boxPAMT FMC No. PA-10 · read 07/31/2026 | The ocean carrier, and never the cargo |
| 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 |
Port of New York and New Jersey discloses more than Long Beach and our reading of it is just as thin, and that combination is why this ledger has two columns. The authority publishes a tariff that covers its own charges; we have not opened it. Those are different facts and they must not collapse into one cell.
| What an importer needs | Published? | Read by us? |
|---|---|---|
| The authority’s own tariff | Yes — PAMT FMC No. PA-10, effective 05/01/2026 | read in full 07/31/2026 |
| Free time in days | not checked yetgap B | from the carrier tariffs: 4 days with COSCO here, 5 elsewherenine US import demurrage tariffs · read 07/28–08/01/2026 |
| The hour the count starts | not checked yetgap B | not checked yetno tariff we read states one for this port |
| Terminal storage tariffs | Yes — Maher and Port Liberty publish their own | not checked yetgap A |
| Container volume, dated | not checked yetgap D | not checked yettwo figures circulate and neither names its measure |
| Dwell with a definition | not checked yetgap E | not checked yet |
| A local fee schedule | Yes — inside the same authority tariff | found, not readgap J |
| Gate hours and truck requirements | not checked yetgap H | not checked yet |
| Published and read are two different columns, and at this port the gap between them is the widest on the site: three things the authority publishes sit unopened on our side. | ||
Every port we cover, with the same eight questions asked of each: every US container port we cover.
Port of New York and New Jersey feeds the largest consumer market in the country by road and the Midwest by rail. The road leg is unpriced here as everywhere, and one thing more is unread on the road side: New Jersey truck requirements, which people search for by name.
| Destination | How the box moves | Rate |
|---|---|---|
| The New York metro | road | not publishedgap F |
| Chicago and the Midwest | rail, then road | not publishedgap F |
| New Jersey warehousing | road, subject to truck requirements we have not read | not publishedgaps F and H |
Which port an inland market should import through: which port your chicago cargo should enter through, which port your midwest cargo should enter through. What the road leg costs from each port, and why the column is empty: what the road leg costs from each port.
Under a line-only tariff the carrier bills its half and the terminal bills its own. Neither is wrong and neither total is published in advance.
Cargo interest, twice — and the two clocks can expire on different days.
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.
A hold does not stop free time. Storage begins on schedule while the container sits.
Cargo interest pays; the hold clears through your broker.
The container moves to an examination station and back, and those days count. A Container Examination Station at Port Liberty is named directly in this port’s results.
Cargo interest pays the move and the time.
Both of the middle two have their own page: when the ship skips your port and what to do when the box will not move.
Port of New York and New Jersey 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.
That provision matters more here than anywhere else on the site. This is the port where two invoices for the same days are normal, and who may be billed for them is exactly the question the D.C. Circuit decision of 09/29/2025 reshaped.
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.
Port of New York and New Jersey sits in a metro we have not counted in the Federal Maritime Commission’s register of ocean transportation intermediaries — the register was counted for Los Angeles with Long Beach and for Savannah, and not here. The two standing caveats apply: the register carries an organisation’s address rather than the port it works through, and absence from it is not a finding about a company.
FMC OTI register download · read 07/28/2026.
How each status is defined, what it may be used for, and the corrections log — which includes the entry correcting this port’s spread from widest to second widest: how every figure here is sourced.
A median of $355 for the first paid day across the all-in tariff lines, the highest of the five port groups we read. The full range runs $80 to $625, but the $80 covers only the carrier's half of the bill.
On the all-in median it is the dearest port we read. The same port also carries the lowest-looking figures in the country, and both facts have one cause: at four carriers the bill is split between the line and the terminal.
No average is published, because the rows are not homogeneous. The median is taken over all-in lines only; the line-demurrage-only rows are shown and marked rather than folded in.
The party named on the invoice. At this port that matters more than elsewhere, because two invoices can arrive for the same days — one from the carrier and one from the terminal.
The carrier is billing its own half and the terminal will invoice storage separately. A figure like $80 is not comparable with an all-in rate, and the second document is one we have not read.
Four with COSCO, against five in the rest of its network. That is the only port-specific free-time exception in any of the nine tariffs we read.
Not one dwell figure for this port has been read here. The demand is clear and the reading is not done, so the cell says not checked yet rather than claiming no data exists.
Yes. Its tariff covers dockage, wharfage, demurrage and related services as charges of its own, separate from any carrier's. We have located that document and not opened it.