Demurrage and detention charges at U.S. ports jump to $245-$430 per day after day 5, turning a single customs hold into a cost that exceeds the value of the shipment

When a shipment is held at a U.S. port for customs examination, documentation discrepancies, or partner government agency review, terminal storage charges begin accumulating immediately. In 2025, most terminals charge approximately $180 per day for the first four days, then jump to $245-$430 per day starting on day five. A single container held for two weeks accumulates $4,000-$6,000 in storage fees alone — before accounting for chassis rental, re-delivery charges, and the opportunity cost of the goods sitting idle. This matters because the importer has almost no control over how long a customs hold lasts. An ISF filing error — wrong consignee name, mismatched package count, late submission — triggers an automatic hold with a $5,000 penalty per violation. A CBP exam (x-ray or intensive) can add 5-10 business days. If the shipment requires clearance from FDA, USDA, EPA, or CPSC, those agencies operate on their own timelines, and during government shutdowns or staffing reductions, clearance can take weeks. The importer cannot move, redirect, or access the goods during this period. For perishable goods — fresh produce, flowers, seafood — a 7-day hold means total loss of the shipment. The cost escalation is designed to incentivize fast pickup, but it punishes importers for delays they did not cause. A shipper who filed everything correctly but whose container was randomly selected for exam pays the same demurrage as one who committed a violation. The Federal Maritime Commission has attempted to address unfair demurrage and detention billing through interpretive rules, but enforcement has been limited and the FMC itself was shut down in early 2026 due to the government funding lapse. This problem persists because the U.S. port system treats demurrage as a market mechanism between terminal operators and cargo owners, but the actual delay is caused by a government agency (CBP) over which neither party has control. Terminal operators have no incentive to waive fees for government-caused delays because the fees are a significant revenue source. CBP has no incentive to expedite exams because they bear none of the storage cost. The importer sits between two parties — the terminal charging fees and the government causing the delay — with leverage over neither.