The Authority will accept a container from or release a container to the inland carrier upon instructions from the ocean carrier or its authorized agent.
All physical handling of containers and chassis after receipt to the "point of rest" shall be accomplished by the Authority or its designated contractor, or as authorized by the Authority.
The Authority reserves the right to designate an area as the point of rest.
Loaded export containers arriving within nine (9) consecutive days of the scheduled arrival date of the vessel upon which they are booked will be allowed entrance into the Authority's marine terminals. The scheduled vessel arrival date shall be considered the first day of this allowable nine-day window. All other loaded export containers will be denied entrance.
All charges in this section are based upon the services being performed during the working hours stated in Rule 34-155, and will be assessed against the ocean carrier and/or its authorized agent, unless the Authority agrees to invoice another party.
EXCEPTION: Shipper-owned containers manifested as breakbulk cargo on vessels calling at Authority's Breakbulk or RoRo terminals will be subject to handling and storage rates in Rules 34-352 through 34-417 of this schedule.
All persons entering the Authority's container facilities agree to comply with rules set forth herein and conduct themselves in a safe and appropriate manner. Anyone deemed to be conducting themselves in an unsafe or inappropriate manner will be advised to take corrective action or be removed from the premises if necessary.
The users of the terminal are responsible for the cleanliness of all areas where they store containers and/or service equipment. The Authority will, on a regular basis, inspect each designated user's area and advise the responsible party of any unsafe or inappropriate condition. The Authority retains the right to clean such areas and invoice the responsible party for all costs associated with such clean-up.
Empty containers that have been deemed to be “major damage” by the ocean carrier’s designated maintenance vendor’s personnel or the ocean carrier’s gate labor, will be sent to an Authority designated damaged area. Containers classified with “major damage” will be allowed 21 consecutive days on terminal. If container is not repaired for roadability or removed from the terminal within the allotted 21 days the applicable MTO Rule 34-520 damaged equipment storage rate will apply.
The Authority reserves the right to refuse to receive, handle or place on Authority property any container or chassis which is deemed to be in a condition considered unsafe or unsuitable for handling.
Sea-going containers as described in rule 34-505, having damage or variance which may impede normal movement with that Terminal's mechanical equipment will not be received in the marshalling yard unless prior arrangements have been made with the Terminal Management.
Containers and/or chassis identified by Terminal Management as having damage or variances which are deemed as an impediment in normal handling will be directed to be removed from the Terminal or will be immediately subject to storage charges as defined in rule 34-520, and not be entitled any free time.
Containers and/or chassis, as described in Rule 34-505, that are either for sale or out-of-service (temporarily or permanently due to damages, repair issues, etc), will be assessed the storage charge indicated in Rule 34-520. Charges will be assessed on such equipment as follows:Containers - In for sale or out-of-service status for 30 consecutive days or more and remain on Authority property.
Chassis - In for sale or out-of service status for 30 consecutive days or more and remain on Authority property.
Note 1- Any line not on the Authority's container inventory system must report all units which are for sale or out-of-service.
Note 2 - Billing for the above charge will be on a monthly basis.
Empty containers marshaled on Authority terminals will be assessed an excess empty container storage charge. The charge is applicable for each empty container in excess of the cumulative allowable inventory for the reporting period. This provision is applicable unless storage charges are otherwise provided for in a separate agreement between the line and the Authority.
COMPUTATION OF CUMULATIVE ALLOWABLE EMPTY CONTAINER INVENTORY FOR THE MONTHLY REPORTING PERIOD:
Step 1Determine the Dominant Throughput Leg for the reporting period.(a) The Dominant Throughput Leg will be the loaded and empty containers on the export leg or the loaded containers on the import leg.
(b) Multiply the weekly average of the Dominant Throughput Leg by a factor of 1.00. (Note)
Step 2Multiply the number calculated in Step 1 by the number of calendar days in the monthly reporting period. If, for the reporting period, the actual cumulative inventory exceeds the allowable cumulative inventory, the difference will be assessed the charge in Rule 34-520. This will be calculated and invoiced on a monthly basis to the line or its agent.
Note: The weekly average is calculated by using the three (3 month history prior to the current monthly reporting period.
The United States Coast Guard (USCG) permits the import and export of containers loaded with explosives. Containers carrying USCG permitted cargoes will be handled as follows:
Imports: First containers off the vessel with a Port Police escort, when necessary, directly to the interchange gate.
Exports: Will be escorted, when necessary, by Port Police directly from interchange gate to vessel, and will be the last to load.
These particular containers will assessed a premium charge as specified in Rule 34-521, in additional to rates in either effective contractual agreement or in Rule 34-520.
Storage of containers containing those commodities is strictly prohibited.
The charge to be assessed is as follows:
Each Ocean Carrier will be assessed a Stevedore Use Charge based on the following rates per net ton of containerized cargo loaded onto, or unloaded from, vessels calling the Authority's terminals:
If, during vessel operations, the stevedore requests containers to be re-stowed, the following charges will be assessed:
Each vessel, its owner or agent shall be assessed the following charges per net ton of containerized cargo loaded to or discharged from vessels calling at any of the Authority's deep-water terminals:
Wharfage is not assessed on empty containers.
Shipper Owned or Non-line Containers
After Free Time Expires (Note 12), per container per day
Note 1 - Subjedt to domestic chassis dray charge in ICTF Schedule No. 10-A if rail carrier is Norfolk Southern, or to wheeled relocation charge in this tariff if rail carrier is CSX.
Note 2 - TEU - Twenty-Foot Equivalent Unit A twenty-foot container = 1 TEU A forty-foot container = 2 TEU's A forty-five container = 2.25 TEU's
Note 3 - The ocean carrier or its M & R vendor is responsible for supplying dunnage and banding when requested bundling service.
Note 4 - Charges are the bundling/unbundling only.See Rule 34-630 for labor stand-by or guarantee time rates.
Note 5 - Applicable during straight-time hours only
Note 6 - Applicable during overtime hours, Monday thru Friday and all day Saturdays
Note 7 - Applicable Holidays and Sundays
Note 8 - When bundling is done for terminal operational efficiency, the bundles will not be suitable for transport.
Note 9 - Using Truck Scale
Note 10 - Using RTG crane scale
Note 11 - The charge applies to any fractional part of the 24 hour period.
Note 12 - 10 consecutive calendar days free time after notification
Note 13 - Containers will remain in daily empty inventory and this rate will apply in conjunction with the monthly empty container storage charge.
Note 1: Charges are assessed against the ocean carrier and/or its authorized agent. The Authority will not honor requests to cancel any billing and re-bill another party.
Note 2: The services provided by the terminal operator in connection with this charge are government agency relocation service for inspection without devanning and/or U.S. Customs's VACIS II gamma ray in-container ("x-ray") inspection. If the Authority is directed to devan any or all of the cargo for inspection, then the charges for either full or partial customs inspection will apply, in lieu of the lower Facilitation Fee.
Note 3: When the Authority devans a container at the direction of U.S. Customs and Border Protection and all of the cargo will not fit back into the container due to the nature of the cargo or intricacies of the loading pattern, the Authority will not be responsible for any additional charges, unless they are a result of the Authority's negligence.
Note 4: When the Authority is requested to move a container to the terminal's washpad because said container is required by Customs and Border Protection to be washed, this charge will apply. The washing must be conducted by an approvedthird party, selected by the cargo owner or its customs broker.
CELL-TO-CELL RESTOWThe handling of a container from the original cell location to another cell location on the same vessel, as instructed by the line's stevedore.
CELL-TO-DOCK-TO-CELL RESTOWThe handling of a container from the original cell location to a point of rest on the dock, as instructed by the line's stevedore, and then back to that same cell location, or another cell location on the same vessel, also as instructed by the line's stevedore.
CHASSISA wheeled device specifically designed to be attached to the underframe of a container by means of ISO corner fittings, for the express purpose of further transport.
CONTAINERA piece of equipment measuring from 20 to 48 feet in length, designed for the transport of goods by water. It must be fitted with ISO fittings so as to be lifted on/off ocean-going vessels as well as be mounted on a chassis or railcar for further transport.
CFS RELOCATIONThe physical movement of a married unit from the point of rest to CFS or a CFS warehouse staging area, or the reverse thereof. CFS relocation includes no other service.
CFS STAGINGThe physical movement of married unit between CFS warehouse doors and an Authority designated area near the same warehouse to facilitate loading/unloading of containers.CFS staging includes no other service.
CONTAINER YARD (CY)A marshalling area for chassis or married units.
COFCContainer (without a chassis) on a railroad flat car or stack car.
DELIVERINGThe physical handling of a container, loaded or empty, and/or chassis to an inland carrier from an Authority designated point of rest. Delivering includes no other service.
DIGGINGA charge assessed when a specific unit (chassis or container) is requested by either the Chassis Pool Operator or the ocean carrier, as the case may be, and the Authority has to handle other chassis or containers to obtain assess to the specifically requested unit. This charge will be assessed each time a chassis or container is handled during the process of obtaining the specifically requested unit.
EARLY RAIL ARRIVAL A charge assessed against any loaded export container received via rail carrier, which arrives outside export receival window. (see Rule 34-475)
ELECTRICAL SERVICEThe provision of an electrical receptacle and electricity for refrigerated and/or tank containers. The Authority is not responsible for repairs to mechanical equipment or electrical failures.
EQUIPMENT BUNDLING/UNBUNDLINGThe relocation and physical handling to place one or more pieces of like equipment on top of one another, or to remove one or more pieces of like equipment from another. Bundling/ Unbundling includes all associated CY relocations, but does not include the securing of said equipment, the supply of chocks or dunnage, or necessary equipment preparation.
FLIP The physical handling of a container, loaded, or empty, by Authority personnel with the assistance of the motor carrier driver, from a chassis or flatbed to another chassis or flatbed, or the repositioning of a container, loaded or empty, on the same chassis or flatbed. Flip includes no other service.FREE TIME The specified period of time, which a loaded container may occupy space assigned to it on Authority property, free of storage charges. The terminal will grant the following "Free Time", beginning with the first 12:01 AM after unloaded from the transport conveyance:
INTERNATIONAL CONTAINERS (as defined herein) Import - Seven (7) consecutive calendar days Transshipped - (10) consecutive calendar days Export - Nine (9) consecutive calendar days
NON-VESSEL CONTAINERS (as defined herein) Received at either the Chatham or Mason ICTF on Sunday, Monday, Tuesday, or Wednesday - 3 consecutive calendar days
Received at either the Chatham or Mason ICTF on Thursday, Friday, or Saturday - 4 consecutive calendar days
All other containers received by the Authority , including but not limited to containers stuffed (loaded) by the Authority at the request of a cargo account, which are out-gated and ultimately exported via terminals other than the Authority's Garden City Terminal or Ocean Terminal shall be granted no free time other than the day of receipt.
GOVERNMENTAL AGENCY RELOCATIONThe physical movement of a married unit between the CY andgovernmental agencies on the same terminal. Governmental agency relocation includes no other service.
GROUNDINGThe physical handling of a container, loaded or empty, from a chassis or flatbed to the point of rest. Grounding includes noother service.
A container which has had or will have a prior or subsquent waterborne move via the Authority's Garden City Terminal or Ocean Terminal.
MARRIED UNITA container on a chassis.
MOUNTINGThe physical handling of a container, loaded or empty, from the point of rest to a chassis or flatbed.
Any container which has not had or will not have an immediate or prior subsequent vessel move via the Authority's terminals in the Port of Savannah, namely either Garden City Terminal or Ocean Terminal. More specifically as follows:
Domestic - A container which has both an origin and destination within the United States, and which has transited Authority terminals in the Port of Savannah, but never with the intent of lading a vessel.
Landbridged - A container which has either been imported or will be exported via a terminal other than those of the Authority in the Port of Savannah.
Inclusive among these containers are those which are stuffed (loaded) by the Authority, but which are exported via some other terminal.
Non-Vessel containers shall be subject to the Non-Vessel Use charge (see definition for this charge in this same rule).
POINT OF RESTThe area designated by the Authority for the express purpose of receiving or delivering containers, chassis, and/or married units.
RECEIVINGThe physical handling of a container, loaded or empty, and/orchassis from an inland carrier to an Authority designated pointof rest. Receiving includes no other services.
REFRIGERATED CONTAINER FACILITATION FEE A charge for the provision of specialized infrastructure and the necessary terminal positioning by the Authority of operating refrigerated containers, either loaded or empty. This includes any empty refrigerated container which is prepared (tested, inspected, mated to an over-the-road portable power source, or washed by third party contractors) for loading or dispatch off Authority premises.Transhipped containers will not be assessed this fee.
SEAL CHANGEThe provision, installation, and documentation of a security seal to the rear doors of containers. This service, if necessary,will include the removal of the previous seal and documentation of said removal.
SECURITY/SAFETY RELOCATION The physical movement of a married unit, a container, an empty chassis, or a bundle of chassis between a point on Authorityproperty (other than the point of rest) and the point of rest, for the purpose of relieving terminal congestion or to improve terminal safety and security. Security/Safety relocation includes no other service.
SEGREGATION FOR INSPECTION The physical handling of a dry container or a refrigerated container from one stack/bay location to another stack or bay location, or from stack to chassis, for the purpose of inspection. Inspection types include, but are not limited to government agency, M&R (maintenance and repair), and marine surveyors. The charge for this service will be assessed twice, unless the container being inspected is not returned to a stack location.
STACKA point of rest for containers without chassis.
STACK RELOCATIONThe physical handling of a container from one stack/bay location to another stack/bay location. Examples of when this charge is assessed include, but are not limited to vessel or POD rolls, if the container is physically handled. Stack relocation includes no other service.
SUPPLEMENTAL RAIL LIFTA charge assessed against any loaded export container received via rail carriers without proper pre-advice information (see Rule 34-490)
SWAP (Flip) See definition for "flip"TERMINAL STORAGEA charge assessed against a container, a chassis, or married unit for the use of Authority facilities for specified periods of time.
TOFCMarried unit, empty chassis or bundle of chassis on a railroad flat car.
TRANSFER The physical handling of a container, loaded or empty, by Authority personnel only, from a chassis or flatbed to another chassis or flatbed; or the repositioning of a container, loaded or empty, on the same chassis or flatbed. Transfer includes no other service.TRANSSHIPPED CONTAINER A container orginating at one foreign port and destined to another foreign port, which discharges from an inbound vessel and loads to an outboud vessel no more than twenty-one (21) consecutive days later at the Authority's Garden City Terminal.
WEIGHINGThe provision of truck scales suitable for determining the weight of containers, loaded or empty, chassis, and/or power units. This service includes on-terminal relocation, mounting or grounding, if necessary.
WHEELED RELOCATIONThe physical movement of a married unit, an empty chassis,or a bundle of chassis from one point of rest on the terminal toanother point of rest on the same terminal. This service includes movements within the same berth area, from/to another bertharea, from/to reefer receptacles, from/to on-terminal chassispools. CY relocation includes no other service.