This tariff is effective as of July 19, 2017. This tariff is a reissuance of tariff ZIMU-217 and shall apply to all tariff shipments tendered to ZIM on or after July 19, 2017, as well as to shipments under any service contracts that reference ZIMU-217 as a governing tariff. ZIM INTEGRATED SHIPPING SERVICES LTD. is registered with the U.S. Federal Maritime Commission under Organization No. 019210.
NOTICE TO TARIFF USERS
This document is compiled to reflect the carrier's tariff as published in compliance with the regulations of the U.S. Federal Maritime Commission.
For historical inland tariff data effective prior to July 19, 2017, users should visit the web site of EZTariff located at www.boterates.com.
A. Rules, Regulations, Rates, Surcharges and other Fees published herein apply to U.S. Inland Transportation arranged and/or provided by the Carrier, and performed under a Bill of Lading issued by the Carrier (“Carrier Haulage”), when the inland portion of such transport is not governed by the Carrier’s relevant Ocean Tariff.
For avoidance of doubt, the Rules, Regulations, Rates, Surcharges and other Fees published in the relevant Carrier Ocean Tariff shall remain applicable throughout the Carrier’s possession of the cargoes during Inland Transportation.
B. The applicable tariff rates, rules and charges are those in effect on the date the cargo is received by the Carrier or its agent at the designated place of receipt or delivery, as applicable, for inland transportation; cargo shall be considered as “Received” upon possession of the full Bill of Lading quantity by the Carrier or its Agent.
C. Rates published herein are applicable to Standard Dry Van containers only; transport of cargo in Open Top or Temperature Controlled (“Refrigerated”) Containers, on Flat Racks, or other special equipment is subject to special rates and is filed on a case by case basis.
D. Rates published herein shall not be applied to cargoes designated as “Exempt Commodities” under the Shipping Act and Federal Maritime Commission regulations.
Rule 2 – Definitions
A. AT – Via Atlantic Base Ports of Interchange B. AG – Via Atlantic and Gulf Base Ports of Interchange C. CA – Via Canadian Atlantic Ports of Interchange D. Container Yard (CY or Y) – Location, other than the load / discharge berth of the Carrier’s vessels, designated by the Carrier for delivery to and return of containers and equipment by Shippers, Consignees, and/or their agents. E. CP – Via Canadian Pacific Ports of Interchange F. Drop-Off and Pick-Up – Describes a transportation service wherein a Motor Carrier delivers a container to a Customer’s premises in combination with the retrieval of a laden or empty container for return to the Carrier. G. EB – Eastbound H. GU – Via Gulf Base Ports of Interchange I. Inland Portion – The charge assessed by the Carrier for the non-ocean portion of through transportation. J. M – All Motor Truck K. MR – Motor / Rail combined (order specific) L. Multi-Factor Rate – A rate for Intermodal Transportation arising from the combination of a rate published in Carrier’s Ocean Tariff and this Tariff in order to identify the freight charges applicable to or from an inland point not governed by or appearing in the Carrier’s relevant Ocean Tariff. M. NB – Northbound N. Origin Motor Terminal – Location designated by a Motor Carrier where the Motor Carrier or his Agent assembles, holds, or stores containers and equipment for pick up or return by Shippers, Consignees, and/or their Agents. O. PNW – Via Pacific Northwest Base Ports of Interchange P. R – Rail Ramp Q. RM – Rail / Motor combined (order specific) R. SB – Southbound S. Single Factor Rate – A rate published in the Carrier’s Ocean Tariff providing for Intermodal Transportation (i.e., providing for both ocean and inland transportation) in a unified freight charge. T. WB – Westbound
Rule 3 –Multi-Factor Rates
A. The applicable multi-factor rate shall be obtained by combining the rate identified for the inland portion (including any applicable accessorial charges from the Inland Rate Table) and the ocean portion obtained from the applicable Carrier Ocean Tariff (including ocean freight and all accessorial charges).
B. Except as otherwise noted, Rates published herein include all charges for switching, drayage, or other transfer services at intermediate interchange points, with the exception of: U.S. Terminal Handling Charges, Container Service Charges, On Wheels Charges, Intermodal Service Charge and/or Destination Terminal Service Charge.
NOTE: In the event that construction of a multi-factor rate in accordance with this term would result in a total freight charge different than the Single Factor rate published in the applicable ZIM Tariff, the Single Factor rate shall nevertheless apply.
Rule 4 – Delivery Conditions
A. The Motor Carrier shall not provide assistance in handling (loading or off-loading) of cargo.
B. Motor Carrier shall normally remain with the container for discharge (“stripping”) at the place of delivery; in such circumstance, one (1) hour of Free Time shall be provided. A Motor Carrier detention fee of $100.00 per hour (or fraction thereof) shall be charged for all discharge (“stripping”) time in excess of one (1) hour.
Calculation of the Motor Carrier Detention Fee shall be based upon the Motor Carrier’s written advice of wait time at the place of delivery (arrival and departure time).
C. DROP-OFF & PICK-UP SERVICE. Upon prior request of the Customer (Consignee or Agent), when the Motor Carrier delivers a container (whether laden or empty) to the Customer’s presence, he will not stand by for discharge (“stripping”) of the container, but shall retrieve an outbound (laden or empty) container from the Customer for delivery to the Carrier. Should an outbound container not be available for retrieval and delivery to the Carrier or if no laden container is available for delivery by the Motor Carrier to the Customer, costs incurred for the non-load (“bob-tail”) repositioning of the Motor Carrier shall be for the Customer’s account.
D. DRY RUNS. Where, after prior arrangement with the Consignee, or its agent, the Carrier presents the container for loading or unloading (as appropriate) and through no fault of the carrier the container is unable to load or unload the container, the Carrier will charge the relevant Customer/Party (Shipper or Consignee) all costs incurred, including, but not limited to, non-load repositioning, rescheduling, and/or re-delivery.
E. IMPRACTICALITY. Door service will not be performed by the Carrier to or from any location or site where normal commercial operation of vehicles is restricted due to (1) the condition of roads, streets, driveways, alleys or approaches thereto, or (2) inadequate loading facilities. (NOTE: Invocation of this rule shall be at the discretion of the Carrier or its Motor Carrier, applying commercially reasonable standards.)
Rule 5 – Routing of Cargo
A. Consistent with the Terms and Conditions of its Bill of Lading, the Carrier may route shipments via any participating Carrier, transportation mode, or interchange port within the scope of this tariff.
B. Where Shipper/Consignee requests that cargoes move through or over a specific port, rather than the port determined by the Carrier, and the Carrier consents to the requested routing, any costs incurred in providing transportation services over the requested/preferred routing shall be for the account of the Customer.
C. Where Shipper/Consignee requests that a particular U.S. Inland carrier or mode be employed in performance of the inland portion of carriage, and the Carrier consents to said request, any costs incurred in providing transportation services via the requested Carrier or mode shall be for the account of the Customer.
Rule 6 – Over-Sized / Non-Containerized Cargo
Inland transportation services (i.e., to or from door or ramp) shall not be provided for oversized (“Out of Gauge”) or non-containerized cargoes without prior authorization and confirmation by the Carrier.
Rule 7 – Overweight Cargoes
All inland transportation services provided herein are subject to relevant State and local statutes, regulations, and rules regarding maximum weight in transit. Unless otherwise provided, the Rates, Surcharges and Fees set forth in this tariff apply to service using a standard, tandem-axle chassis.
A. The maximum cargo weights for which Carrier will provide or arrange all motor or motor-rail inland transportation are as follows:
38,000 pounds – 20’ standard container (tandem axle)
44,000 pounds – 20’ standard container (tri-axle and subject to additional charges)
44,000 pounds – 40’ standard container
41,000 pounds – 40’ reefer container *Except for in CA, IL, IN, WI, where maximum reefer weight is 39,000 pounds)
For cargo / containers exceeding the above noted weight limits but eligible for Special Weight Permit (typically limited to 51,000 lbs cargo for 40-foot and 44,000 lbs for 20-foot containers), a Special Weight Permit charge will be applied.
NOTE: To ensure clarity, compliance with applicable law and regulation with respect to inland transportation arranged and/or provided by the Shipper, Consignee, Cargo Owner or their Agents, shall be the sole responsibility of the Shipper, Consignee, Cargo Owner or their Agents and shall not be the responsibility of the Carrier.
B. Release of a container and/or chassis by Carrier to Shipper, Consignee, Cargo Owner or their Agents for purposes of inland motor transportation does not constitute a representation or warranty by Carrier that the transportation of the container and/or chassis complies with applicable law and /or regulation relating to road and/or railroad weight limitations.
Rule 8 - Prohibited and Restricted Commodities
Unless authorized in writing, the following commodities shall not be accepted for inland transportation under this Tariff:
Bulk Bladder Shipments (aka Flexitanks)
Coiled Metal Products (viz., metals in coil, roll, spool or reel; wire rope)
Dangerous Goods / Hazardous Commodities, Classes 1 and 7; All Hazardous Wastes
Out-of-Gauge (OOG) Cargo: high/wide or oversized loads
NOTE 1: Automobiles (New or Used) are not accepted for Door or Rail Ramp receipt/delivery, without prior approval from ZIM.
NOTE 2: Household Goods (“HHG”) are not accepted on a Door basis, but may be accepted for Rail Ramp receipt / delivery).
NOTE 3: Dangerous Goods / Hazardous Commodities accepted for transport will be subject to an additional Hazardous Commodities Charge as set forth in the Inland Tables.
Rule 9 - Rates and Charges
Notwithstanding any term in Carrier’s Bill of Lading or other relevant contract of carriage, and in addition to quoted rates, whether for Carrier Haulage (Store-Door Delivery) or Merchant Haulage, the following trucking and trucking – related charges and costs of any movement of cargoes under this tariff shall be the Merchant’s responsibility and the Merchant hereby agrees to pay any costs arising from or related to any issue beyond Carrier’s control or are within the control of either the Merchant or a third party, including, but not limited to: port, terminal, yard, rail ramp, road, or other congestion; extraordinary gate queues and wait times at any point of interchange; labor related disruption of service; late or untimely submission of delivery orders; shortage or unavailability of drayage assets, including rejection, or delay in acceptance, of transportation orders; shortage or unavailability of equipment (chassis); cargo clearance or non-clearance or delay; and, weather related delays.
In the event that costs are incurred under the foregoing circumstance, Carrier will endeavor to keep Merchant informed of increased / additional trucking and trucking-related costs and will cooperate with Merchant to take commercially reasonable steps to mitigate or avoid further increased / additional costs.
Notwithstanding anything to the contrary in Carrier’s Bill of Lading or other relevant contract of carriage, when a Merchant nominated trucking vendor is used for Carrier Haulage delivery, the following terms and conditions shall apply:
Carrier will act as Agent of Merchant for purposes of arranging trucking / drayage services, including the contract of inland transportation; accordingly, the contract for inland transportation shall be deemed to be between the trucker / drayman The Preferred Trucker will be an employee or vendor to the Merchant, not the Carrier, even if the Carrier’s intermodal carriage rates are inclusive of delivery to Merchant’s designated facility. Carrier shall pay the Merchant Nominated Trucking Vendor only as Agent of the Merchant.
For purposes of application of the U.S. Carriage of Goods by Sea Act and any other law applicable to carriage of goods by Carrier, Delivery to the Merchant will occur when the Goods are interchanged to the Merchant Nominated Trucking Vendor.
Carrier’s liability for loss or damage to the Goods, or for loss or damage caused by the Goods, shall cease when the Goods are interchanged by the Merchant Nominated Trucking Vendor. The Merchant shall, and hereby agrees to, indemnify and defend Carrier against any claim or cause of action for loss or damage to the Goods occurring after the Goods are interchanged to the Merchant Nominated Trucker.