D and D

Demurrage and detention calculator

See the demurrage clock before it starts running.

Type the carrier free-time days, the tariff per tier, and the actual hold days, and the tool returns the demurrage or detention bill across up to three escalation tiers.

Last updated 2026-05-09. Math runs in your browser, no data leaves your computer.

The number of boxes on the bill. The charge is per container per day, so this multiplies the whole tier stack, not just one line.

The carrier-granted days before the clock starts, taken from your booking confirmation or service contract. Spot bookings usually get 4 to 7 days; negotiated volume contracts run longer.

The first-tier rate from the carrier's published tariff for this specific terminal. Most US ports open at 100 to 200 per day before escalation.

How many days the tier-1 rate holds before tier 2 kicks in, typically the first 5 days past free time.

Total days from arrival to release at the terminal, or pickup to return at the consignee yard. This is the number that decides which tiers you land in.

The escalated rate once tier 1 runs out, usually 50 to 100 percent above tier 1. This is where an unnoticed hold gets expensive.

How many days the tier-2 rate holds before the cap rate applies, typically days 6 to 10 past free time.

The top rate for anything past tier 2. Cargo that reaches tier 3 signals a real problem: a customs hold, a payment dispute, or an abandonment.

General guidance only. Verify against the cited primary sources before you commit to a shipment, declaration, or contract.

D and D in chemical-trade context

Demurrage and detention is the most-missed surcharge at quote time and most often the largest at invoice time. A US Customs hold of 5 days past free time at destination on a 5-container shipment can land at 5 days x 5 containers x 150 to 600 USD per day = 3,750 to 15,000 USD depending on the carrier tariff. The math is unforgiving and stacks fast across multiple containers.

Free time is the carrier-granted window before clocking starts. Standard at most US destinations is 5 days demurrage at the terminal plus 7 days detention on the chassis; some carrier contracts negotiate 7+10 or 10+14 on volume. The contract free time matters far more than the spot rate; getting longer free time is the cheapest D and D mitigation.

Stepped tariffs incentivise faster pickup. The tier-1 rate (days 1 to 5 past free time) is moderate; tier-2 (days 6 to 10) escalates by 50 to 100 percent; tier-3 (above 10) escalates again. The economics nudge the buyer toward releasing within tier 1; cargo that lands in tier 3 is rare and signals a real problem (customs hold, financial dispute, abandonment).

For chemical buyers specifically, planning the buffer between vessel ETA and customs filing is the load-bearing variable. Filing customs entry 5 to 7 working days before vessel ETA gives the broker time to clear and pickup before free time expires. Same-day or next-day filing leaves no buffer for customs queries and lands in tier 1 demurrage almost every time.

A worked example

You have 3 containers of UN 1830 sulphuric acid landing at Los Angeles on a carrier that grants 5 days demurrage free time, with tier 1 at 150 per container per day. Your broker files the customs entry the day the vessel berths, which looks fine on paper.

It isn't. CBP flags the entry for a chemical document review, the boxes sit 9 days before release, and you are now 4 days past free time across all 3 containers. At 150 per day that is 4 x 3 x 150 = 1,800 in tier-1 demurrage, and the bill lands three weeks later when the carrier rep has no reason to waive it. The choice is the one it always is: file earlier, or buy more free time.

File the entry 5 working days before vessel ETA and the broker clears the same review before the vessel berths. The boxes release on day 3, two days inside the free window, and the demurrage bill is zero. The load ships clean.

Trying to reconcile the rest of the line items on a carrier invoice, not just the D and D? The surcharge decoder breaks down BAF, CAF, ISPS, and the rest of the acronym stack at /tools/containers-and-logistics/surcharge-decoder.

Not sure which box type you are actually being billed for before you check the tariff? The container types reference lists every ISO size and code at /tools/containers-and-logistics/container-types-reference.

Frequently asked

What is demurrage and what is detention?

Demurrage = container held inside the terminal yard past the carrier free-time window. Detention = container held outside the terminal (at the consignee yard) past the carrier free-time window. Both are carrier penalties for tying up carrier-owned equipment.

How are the rates structured?

Stepped: typically 100 to 200 USD per container per day for days 1 to 5 past free time, escalating to 200 to 400 USD per day for days 6 to 10, and 400 to 600 USD per day above 10. Rates vary by carrier, by port, and by container type (reefer, OOG, hazmat surcharged).

What is the typical free time?

Demurrage free time at destination is typically 4 to 7 calendar days. Detention free time on the chassis is typically 5 to 10 calendar days. Some shipper contracts negotiate longer free time on volume; spot bookings get the standard.

Can I dispute D and D after the fact?

Yes, in narrow cases. If the customs hold was caused by carrier-side error (BL with wrong consignee, late VGM filing by carrier), the carrier may waive. If the hold was caused by buyer-side issue (late ISF filing, wrong import broker), there is no waiver. Disputes are easier to settle if the carrier representative is engaged within 48 hours of the bill landing.

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