Port of Miami terminal guide: Dodge Island container and ro-ro operations

Miami Location

Miami sits at roughly 25 degrees 46 minutes north and 80 degrees 12 minutes west, at the southeastern end of the Florida peninsula, with the Atlantic to the east and the Everglades to the west. The port area on Dodge Island is separated from the city by Government Cut, and the undersea tunnel opened in 2014 links the two sides directly.

• State: Florida, in the southeastern United States, bordering Georgia and Alabama to the north, the Gulf of Mexico to the west and the Atlantic to the east
• Port location: Dodge Island in Biscayne Bay; the whole island is the port area, about 520 operating acres, roughly one mile from downtown Miami and about two miles from I-95
• Main highways: I-95 runs north-south along Florida's east coast; I-75 runs north via the Florida Turnpike toward Georgia and the Midwest; I-395 links the port area directly through the Port Tunnel
• Rail: Florida East Coast Railway (FEC) has an on-dock yard inside the port area, running north along Florida's east coast and interchanging with Class I railroads including CSX
• Airport: Miami International Airport (code MIA), a separate customs port of entry 5206
• Metro area: about 6 million people; industry centers on international trade, finance, tourism, cruise and air cargo, with imports led by consumer goods, apparel, building materials and refrigerated cargo

Seaport of Entry Overview

Miami's identity in the customs system is a seaport of entry, code 5201, with the Miami Field Office based locally. Counter hours run 06:00 to 22:00 daily, seven days a week, which differs from most weekday-only ports.

Having the field office on site is a practical convenience for importers handling origin determinations, additional tariff scope, seizures and appeals, since paperwork need not cross state lines. General rules on commodity admission and duty rates are covered in the US customs policy and additional tariff section.

Container Terminals

Miami operates on a landlord model: the port authority manages the shoreline and infrastructure while three terminal operators handle the actual cargo work. The three have different positioning, one public user terminal, one carrier-owned terminal and one open third-party terminal, so there is real choice of landing point.

All three terminals have independent gates, and entering the port area additionally requires passing the port authority's master gate. SFCT is a public user terminal shared by multiple carriers; POMTOC is open to third-party carriers with an open-access gate; Seaboard Marine mainly serves its own liner services. When arranging pickup, confirm the terminal where the container is actually stacked first, then prepare appointments and documents per that terminal's gate rules, to avoid driving back and forth inside the port.

Berths and Draft

Miami's deepwater condition is the result of a decade of redevelopment. The 2015 deepening project took the channel to 50 to 52 feet, making this one of the few ports south of Norfolk able to take fully loaded post-Panamax container ships.

Draft is not uniform across berth sections: the 150 to 182 stretch is noticeably shallower than 99 to 149, so large vessels berth mainly at the deepwater terminals. The practical effect for importers is that the same cargo can land at different terminals on different sailings, so when two shipments need to share a truck for pickup, confirm each one's berth and stacking terminal first. Ro-ro berths form a separate system for vehicles and wheeled cargo, scheduled apart from container operations.

Container Throughput

Miami's throughput has stayed above one million TEU for eleven consecutive fiscal years. In the port's own materials it reports an 11th-place position among US container ports.

This cargo structure is unusual among East Coast ports. Most US East Coast ports are dominated by trans-Atlantic and trans-Pacific flows, whereas Miami's largest single share is intra-hemisphere trade between the United States and Latin America and the Caribbean. For importers the practical meaning is that space and rates at Miami track Latin American market conditions closely and do not move in step with trans-Pacific cycles. When East Coast ports are congested together, Miami usually comes under less pressure than New York/New Jersey and Savannah, because many vessels discharge here and continue south.

Liner Services and Trade Routes

Miami's service structure is densest toward Latin America and the Caribbean, followed by Asia and Europe. All five of the largest global container carriers call here regularly.

For shippers from China, choosing Miami as the port of entry suits three situations: the consignee is in Florida or the US Southeast, the cargo needs to transship to Latin America and the Caribbean, or the cargo is refrigerated. Conversely, if the consignee is in the Midwest or on the West Coast, entering via a West Coast port and moving by rail is usually more direct. One point to note is that Miami's reefer share is high, so reefer plugs and reefer yard space tighten in peak season and reefer slots and plug positions should be confirmed at booking.

Ocean Services and Transit Times from China

There are two basic routings from China to Miami: all-water via the Panama Canal direct, or a mini-bridge via a West Coast port. The first has lower freight cost, the second shorter transit.

The two routings differ mainly in cost and time. All-water via the Panama Canal costs less per box but has a longer ocean leg and is exposed to canal transit conditions; dry-season draft restrictions at the canal can add three to seven days, a variable more common in El Nino years. The mini-bridge is faster but needs one transfer at a West Coast port, usually costs 30 percent or more, and adds one lift at rail transfer. The choice depends on order deadline and cargo value: high-value, time-critical orders suit the mini-bridge, routine replenishment suits all-water direct.

Terminal Gates and Pickup

Pickup at Miami has one step other ports lack: cargo can complete its import entry inside the terminal and transfer directly to the in-port rail yard without first being trucked out of the port area, which removes one leg for full containers.

1. The vessel discharges at a Dodge Island berth and containers enter the relevant terminal yard per the stacking plan.
2. The broker completes the import filing and obtains release, or arranges bonded onward movement.
3. Ocean freight, terminal handling, storage and related surcharges are settled and the pickup instruction is issued.
4. Appointments and documents are prepared per terminal gate rules: SFCT operates a mandatory appointment system with an online safety training requirement for drivers, while POMTOC runs an open-access gate without appointments.
5. Vehicles enter the port area via the Port Tunnel or the Port Boulevard bridge, present documents and collect the container.
6. Cargo moving to inland rail is handed over at the in-port FEC yard without first exiting the gate to an off-dock yard.
7. Empties are returned to the location designated by the carrier; local chassis use a public pool, with collection and return points confirmed through the port system.

Four delay causes are common: appointment times that do not match the terminal's working window, requiring rebooking when late; incomplete driver credentials or training records blocking gate entry; the tunnel height limit and hazmat prohibition forcing a reroute; and no chassis available at the public pool. The last needs particular attention in Miami, where chassis come from the shared pool, so confirm availability at the collection point before dispatching to avoid trucks waiting empty.

Rail Access

Miami's rail condition is unusual among East Coast ports: the Florida East Coast Railway yard sits inside the port area, so containers can transfer to inland rail without leaving the terminal gate.

The practical value of the in-port yard is that it removes two steps: the usual sequence is terminal pickup, truck drayage to an off-dock rail yard, then loading onto the train, whereas the in-port yard merges the middle two. For importers this saves one lift charge, shortens transfer time and reduces miles driven on city roads. The limitation is that LCL cargo and cargo needing devanning into a warehouse still moves by truck; the rail option works only for full containers moving through.

Port Tunnel and Road Access

The port area is an island with only tunnel and bridge access. The Port Tunnel opened in 2014 links the port area directly to I-395, so containers no longer pass through city streets.

The tunnel's impact on dispatch planning comes down to two restrictions. The first is height: oversized equipment and double-stacked vehicles cannot pass and must reroute on surface roads in advance. The second is the hazmat prohibition: vehicles with hazmat placards can only use the Port Boulevard bridge, a route through city streets that needs extra time allowance. Apart from those two cases, the tunnel is the steadier way in and out of the port area, particularly at morning peak, when it avoids the city's congested sections.

Air Cargo Channel

Miami's ocean and air sides belong to two separate ports, with air cargo handled at Miami International Airport. The airport is an independent customs port, code 5206, managed separately from the seaport, and filings and releases follow air port rules.

The practical effect of the split is the filing basis: if part of a shipment moves by sea and part by air, each must be handled under 5201 and 5206 respectively, with freight and duty calculated separately. Miami's cold chain strength is tied directly to Latin American seafood, fresh fruit and cut flower imports; where registration and labeling requirements apply to these categories, check the US customs policy and additional tariff section before shipping.

Cruise and Ro-Ro Operations

Beyond containers, Miami's other two main businesses are cruise and vehicles. These occupy separate zones inside the port area with independent gates and working windows, sharing the port entrance and main circulation network with container operations.

Cruise business has two practical effects for importers. First, the north-side land is taken by cruise terminals and supporting areas while container yards sit on the south side, so pickup routes and passenger flows rarely overlap. Second, on days with dense vessel calls, roads and entrances around the port area get busy, so dispatch times are best kept clear of concentrated cruise arrival and departure windows. Vehicle exports are handled by a dedicated desk, and exported vehicles normally load at ro-ro berths on shorelines separate from the container terminals, so ro-ro berth scheduling should be confirmed in advance for this cargo.

Customs Inspections and Release

Inspection selection is decided by CBP and relates to declaration compliance, history and commodity. Miami's counters are split by business type, with cargo matters separated from vessel, agriculture and trade enforcement desks.

Miami's inspection profile follows its cargo structure: agricultural products, seafood, fresh fruit and cut flowers are inspected at a higher rate, and this cargo mostly moves in reefer containers, so plug-in and temperature control costs during inspection are added on top. The way to lower inspection probability is the same as at any seaport: declared descriptions matching the goods, values within the normal range for comparable products, no undervaluation or mixed loading, a continuous import record, and documents consistent with marks and labels. Where animal and plant quarantine requirements apply, confirm admission conditions and required certificates in advance.

Foreign-Trade Zone 281

Miami's tariff arrangement sits in Foreign-Trade Zone 281. For companies that need to store, label, repackage or reprocess imported goods before deciding between domestic sale and re-export, this arrangement can defer duty payment.

Miami's FTZ works closely with transshipment business. Several bonded warehouses around the port area can also defer duty while cargo awaits a final destination. The main benefits are duty deferral and re-export exemption; where the imported component rate exceeds the finished product rate, domestic sale can be processed at the finished product rate, which is the inverted tariff benefit. Use requires prior authorization. Related information is covered in the US customs information section.

Operating Hours and Holidays

Miami's counter hours are long, with the port staffed 06:00 to 22:00 daily, which is uncommon among East Coast ports. Terminal gates and yards still work weekday hours, and the two should be read separately.

The times to avoid most are federal holidays and the year-end period. There are 11 US federal legal holidays in total; the full list is in the US holiday section. Hurricane season is a local variable: the port area closes on plan during hurricane warnings, stopping gate work and vessel loading and unloading, and storage arrangements during closure follow port authority announcements. If the delivery plan falls between June and November, allow three to five days of slack in the sailing schedule.

Peak and Off-Peak Seasons

Miami's volume rhythm is set by three overlapping lines: Asia retail and e-commerce stocking, Latin America and Caribbean festival purchasing, and Florida's construction and produce seasons. It does not move in step with other East Coast ports.

Three local variables should be planned for: Panama Canal dry-season draft restrictions, which can add three to seven days; hurricane season from June to November, when the port area may close temporarily; and Latin American festival purchasing, which overlaps Asia's year-end stocking and lifts terminal storage and gate pressure at the same time in November and December. Booking in peak season is best placed two to three weeks ahead, with one to two weeks of buffer in the delivery schedule. Overall transport arrangements are covered in the China-US freight section.

Port Advantages

Taken together, Miami's value as an entry and transshipment point rests on four points.

• Rail yard inside the port area: the Florida East Coast Railway yard sits inside the port, so containers can transfer to inland rail without leaving the terminal gate. This is uncommon among East Coast ports and saves importers one drayage and one lift while cutting miles on city roads.
• Deepwater conditions for large vessels: after the 2015 deepening the channel is 50 to 52 feet, making this one of the few ports south of Norfolk able to take fully loaded post-Panamax container ships, so large vessels can berth fully loaded without lightening before arrival.
• Port access without crossing the city: the Port Tunnel opened in 2014 is a toll-free dedicated truck route linking I-395 directly, so containers no longer use city streets, giving better stability at morning peak than port areas that require driving through cities.
• Dense Latin America and Caribbean services: Latin America and the Caribbean account for 48 percent of cargo, 13 carriers call regularly, and all five of the largest global container carriers call here, so transshipping to Latin America and the Caribbean through this port offers many route and frequency options, with FTZ 281 available to support duty deferral for transshipment.

Three points need attention. First, draft is not uniform across berth sections: the 150 to 182 stretch is shallower, large vessels berth mainly at deepwater terminals, and the same cargo can land at different terminals on different sailings. Second, the tunnel has a 15 feet 0 inches height limit and a hazmat prohibition, so oversized and placarded cargo must use surface roads and needs extra time allowance. Third, local volume tracks Latin American market conditions closely, so rate and space cycles do not move in step with trans-Pacific routes and quotes should be checked against actual local conditions.

Frequently Asked Questions

Where is the Port of Miami?

PortMiami sits on Dodge Island in Biscayne Bay, southeastern Florida; the whole island is the port area, about 520 operating acres, roughly one mile from downtown Miami and about two miles from I-95.

What is the CBP port code for Miami?

Seaport code 5201, registered name Miami, Florida, registered address 1435 North Cruise Blvd, Terminal D, Miami, FL 33132, telephone +1 305-536-4758, port director Kemisha Sherrell, open daily 06:00 to 22:00 Eastern Time, seven days a week.

How many container terminals does Miami have?

Three. SFCT (South Florida Container Terminal, 71.32 acres, public user terminal joint venture between Terminal Link and APM Terminals), POMTOC (open third-party terminal, berth shoreline about 6,120 feet) and Seaboard Marine (76.69 acres, carrier-owned terminal). All three have independent gates, and entering the port area additionally requires passing the port authority master gate.

How long does ocean freight from China to Miami take?

All-water via the Panama Canal: Shanghai and Ningbo about 32 to 38 days, Yantian about 33 to 40 days, Qingdao about 35 to 42 days, Xiamen about 36 to 44 days; transshipment routings add six to eight days. Via a West Coast port on the mini-bridge, about 20 to 28 days end to end. By air via Miami International Airport, about 2 to 5 days.

What is the channel draft?

After the 2015 deepening the channel is 50 to 52 feet and berths about 50 feet, making this one of the few ports south of Norfolk able to take fully loaded post-Panamax container ships. Draft varies across berth sections, with the 150 to 182 stretch shallower, so large vessels berth mainly at deepwater terminals.

What is Miami's throughput?

FY2025 container throughput was 1,115,058 TEU against 1,089,443 TEU the prior fiscal year, up about 2.35 percent, an eleventh consecutive fiscal year above 1 million TEU; the port's own materials report an 11th-place position among US container ports. Cargo by region is Latin America and the Caribbean 48 percent, Asia 31 percent, Europe 20 percent.

Which carriers call at Miami?

Thirteen carriers call regularly, and all five of the largest global container carriers, CMA CGM, COSCO, Hapag-Lloyd, Maersk and MSC, are regular callers. Services are densest toward Latin America and the Caribbean, followed by Asia and Europe.

Does Miami have rail?

Yes. Florida East Coast Railway (FEC) has an on-dock yard inside the port area with about 9,000 feet of track; yard address 1007 N. America Way, Ste. 501, telephone 305-379-3700. Containers can transfer to inland rail without leaving the terminal gate, a distinctive condition among East Coast ports.

What should be watched for at pickup?

Three points. First, the two terminals' gate rules differ: SFCT uses mandatory appointments and requires drivers to complete about 30 minutes of online safety training, while POMTOC is open-access without appointments and has a 12:00 to 13:00 midday break. Second, entering the port area requires both a federal TWIC card and a Miami port card. Third, local chassis come from the public pool, so confirm availability at the collection point before dispatching. Gate hours follow each terminal's same-day publication.

What are the tunnel restrictions?

The Port Tunnel has a 15 feet 0 inches height limit and a hazmat vehicle prohibition. Oversized vehicles and placarded cargo must use surface roads and enter via the Port Boulevard bridge, a route through city streets that needs extra time allowance. Apart from those two cases, the tunnel is the steadier way in and out of the port area.

What are the customs office hours?

The port is open daily 06:00 to 22:00 Eastern Time, seven days a week. Branch desks differ: the Seaport Cargo Center runs weekdays 08:00 to 16:00; agriculture inspection, the Marine Desk and the Warehouse Inspection Team run weekdays 07:00 to 15:00; the Trade Enforcement Team runs weekdays 08:00 to 16:00.

What happens if cargo is inspected?

Inspections are completed in the terminal yard or a designated warehouse. The Warehouse Inspection Team can be reached at (305) 808-9700 ext. 2-2, trade enforcement matters at (305) 808-7900, and agriculture inspection at (305) 808-9700. Service fees, lifting and handling, devanning labor and storage during the inspection are borne by the consignee regardless of the outcome; reefer cargo incurs additional plug-in and temperature control charges.

Can cargo be returned to China?

Yes, provided the goods have not been consumed or delivered in the United States and remain under customs control. A return requires export clearance in the United States and an import filing in China, and duty-free return of goods in their original condition may be claimed within the prescribed period where the cause is a quality or specification issue. Cargo entering via Miami can reload locally, but confirm first whether the carrier accepts return in the original container.

Is there a foreign-trade zone?

Yes. FTZ 281 is tied to the Miami seaport, with duty deferral and re-export exemption as the main benefits. Goods re-exported from the zone to Latin America and the Caribbean need not pay US duty, suiting trade arrangements using this port as a hub; where the imported component rate exceeds the finished product rate, domestic sale can be processed at the finished product rate. Related information is in the US customs information section.

Which is the air port for Miami?

Miami International Airport is a separate customs port, code 5206, registered address 4200 NW 21st Street, Miami, FL 33126, managed separately from seaport 5201. The airport handled about 3.1 million metric tons in 2025, is among the leading US airports for international freight, and is the main US air gateway for imported cut flowers. About 2 to 5 days end to end from a Chinese airport.