Over the past few weeks, successive typhoons, concentrated port arrivals, and strikes in Europe have repeatedly impacted the global port network. As of week 37, on the surface, most ports have resumed operations; however, judging from waiting times, yard density, and subsequent port delays, the supply chain is still far from normal.
Multiple regions globally are under pressure simultaneously due to various factors, with partial recovery and localized high pressure coexisting.
Meanwhile, insufficient new ship deliveries, continued tight availability of shipping capacity, and rising ocean freight and charter rates continue. Image source: KUEHNE+NAGEL
01 Chinese Ports Not Fully Recovered, But Rather Showing Increased Disparities Image source: KUEHNE+NAGEL 01. Shanghai Port: 7-8 Day Waiting Time, Still the Most Congested Point in China
The average 7-day waiting time at Shanghai Port is 4.42 days, but actual waiting times at some key terminals are still 7-8 days. The pressure remains concentrated in Yangshan and Waigaoqiao port areas: Waigaoqiao Phase II and Yangshan Phase IV have a waiting time of approximately 7 days, Waigaoqiao Phase V has a waiting time of approximately 8 days, and the occupancy rate of Waigaoqiao yards is approximately 76%. The occupancy rate of related Yangshan terminals has reached 86%.
02. Ningbo-Zhoushan Port: Average waiting time across the entire port is 3.19 days, while Meishan has a waiting time of 5 days. The overall pressure at Ningbo-Zhoushan Port has eased somewhat compared to the previous period, but there are significant differences between terminals. The average waiting time at Ningbo-Zhoushan Port over 7 days is approximately 3.19 days, while the waiting time at Meishan International Container Terminal (MSICT) remains around 5 days. Yard density at various terminals is generally high. Temporary channel restrictions a few days ago even caused a brief port shutdown. Ningbo has transitioned from a "weather-induced concentrated shutdown" to a "post-recovery backlog digestion period." 03. Yantian Port: Large ships wait 2-3 days for berthing; National Day rush increases pressure. While the overall situation at South China ports is not as severe as in Shanghai and Ningbo, Yantian Port remains under high pressure. Large vessels at Yantian Port experience wait times of approximately 2-3 days, while smaller vessels wait approximately 1.5-2 days. Congestion in the container yard remains significant, and container entry at the gates is restricted. With the concentrated release of export cargo before the National Day Golden Week, the pressure on the terminal is increasing. 04. Shekou and Nansha Ports: Waiting times are manageable. At Nansha Port, wait times are approximately 1 day, currently still within a manageable range. Shekou Port continues to strictly enforce the policy of accepting export containers within 7 days of the estimated berthing time (ETB-7). However, South China ports are not isolated: when entry into Yantian Port is restricted or shipping schedules are delayed, some cargo may be diverted to Shekou and Nansha, temporarily increasing pressure on the terminals and trucking. 05. Hong Kong Port: Container yard occupancy rate reaches 80%-85%. Hong Kong Port is clearing previously backlogged vessels and cargo, with an average waiting time of approximately 1.15 days. However, terminal utilization remains high at 80%-85%, continuously impacting overall operational efficiency. 06. Qingdao and Xiamen Ports: Currently Relatively Stable
Qingdao Port is not currently experiencing significant congestion. The QQCTU berth dredging is nearing completion, and QQCTN will continue dredging operations. The average waiting time at Xiamen Port is approximately one day. However, "relatively stable" does not mean there are no delays. After the schedules of ships at ports such as Shanghai and Ningbo were disrupted, late-arriving vessels will still affect the schedules of subsequent calls at Qingdao and Xiamen. Cargo owners should refer to the latest updates from shipping companies, rather than mechanically using the original booking schedule.
02. Southeast Asia & South Asia: Multiple Hubs Under Pressure, but Due to Different Reasons
Some hub ports in Southeast Asia are experiencing operational pressure. Delays at preceding ports may compress the operational window for subsequent ports. However, local factors such as cybersecurity incidents, berth dredging, and insufficient yard turnover also determine the actual degree of port congestion. Image source: KUEHNE+NAGEL
Tanjung Pelepas Port: Phased Recovery After Cyberattack; Average 7-Day Waiting Time Approximately 2 Days. On September 9th, Tanjung Pelepas Port in Malaysia experienced a cybersecurity incident, affecting the terminal's operating system and temporarily suspending container operations. Ports subsequently resumed operations in phases, employing manual gate management during the recovery period. Port Klang: Reduced deep-water berths decrease flexibility in large vessel scheduling. The current average wait time is approximately 1.56 days, which is not high, but when vessels arrive in concentrated numbers, the reduced berths can rapidly amplify delays. Port Klang is undergoing emergency dredging, with the project expected to continue until September 27th. During this period, one deep-water berth is out of service, restricting the berthing arrangements for large vessels. Vietnam's Cai Me Port: Waiting times decrease, but container yards are nearing full capacity. Vessel waiting times at Vietnam's Cai Me Port have decreased to approximately one day, but the Gemalink terminal's container density remains as high as 95%-100%. This is a typical case of "improvement on the sea side, high pressure on the land side": vessels may berth faster, but the container throughput is insufficient, and the overall efficiency of the terminal will still be hampered.
03 European Port Strikes End, Squeeze Not Ending Simultaneously. Europe's main contradiction has shifted from "shutdown" to "recovery period digestion." Image source: KUEHNE+NAGEL
Port of Rotterdam: Average berthing time over 7 days is approximately 1.27 days. ECT terminal yard occupancy reached 93%, with barge and feeder vessel delays still ranging from 24 to 72 hours.
Port of Hamburg: Average berthing time over 7 days is approximately 1.88 days. CTH terminal yard occupancy is approximately 83%, and CTA is approximately 70%. However, a two-week construction period starting September 14th will reduce feeder handling capacity.
Port of Bremen: Average berthing time over 7 days is approximately 1 day. Yard occupancy is approximately 90%, with space becoming increasingly tight for handling dangerous goods and oversized cargo.
Port of Wilhelmshaven: Average berthing time over 7 days is approximately 1.43 days. A previous 48-hour strike reduced weekly terminal capacity by more than 30%, with some containers being unloaded to ensure shipping schedules.
Port of Antwerp: Average berthing time over 7 days in Antwerp is approximately 1.38 days. Due to the oil spill, some terminal operations were suspended until 2 PM on September 16th.
04 Middle East and Americas: Shipping Policy and Geopolitical Risks Middle East: Waiting times at Jeddah Port surged from 0 days in week 36 to 15 days in week 37; Jebel Ali increased from approximately 1 day to 5 days. Regarding the Strait of Hormuz, shipping negotiations between Iran and Gulf states have been postponed without a new date, and regional uncertainty continues.
North America: The Panama Canal Authority postponed its plan to lower the maximum draft of Neopanamax from 48.0 feet to 47.5 feet, but warned that it may tighten again in early 2027 if the drought continues; currently, tanker waiting times on both sides of the canal are already increasing. US ports are relatively calm-Los Angeles and Long Beach are basically normal. Rail transit times for Canadian imports remain long: Halifax approximately 4 days, Montreal 6 days, Prince Rupert 5 days, St. John's 8 days, Vancouver 6 days. (This reflects the inland connection time from ship arrival at the port to release at the rail station, not the waiting time for seagoing vessels).
05 Why are freight rates rising despite some port easing? This is precisely where the market is most easily misinterpreted this week. Although some ports in China and Europe have begun to ease, previous shipping delays are still consuming effective capacity. Meanwhile, monthly new ship deliveries are less than 100,000 TEU, and available capacity remains tight. A decrease in waiting time at one port does not mean that delayed vessels can immediately return to their original turnaround efficiency. In other words, a decrease in port waiting time represents an improvement in localized operational indicators, while a rise in freight rates reflects the continued tightness of effective capacity across the entire network. Coupled with the pre-National Day rush to ship, the aftermath of European strikes, the independent operation risks of Southeast Asian ports, and adjustments to the Red Sea route, the short-term shipping market remains highly uncertain.
06 What should shippers and freight forwarders focus on most right now?
Booking should not only focus on price, but also on the actual berthing terminal. Waiting times at different terminals within the same port can vary by several days. For Shanghai and Ningbo, it is especially important to confirm the specific berthing terminal, rather than simply asking "Is Shanghai congested?" or "Is Ningbo congested?" Pay attention to yard density, not just case studies of ships berthing at ports like Cai Me and Rotterdam in Vietnam. Low waiting times do not necessarily indicate smooth operations. When yards are near full capacity, container pickup, return, transshipment, and rail connections may all slow down.
For transshipment cargo, the connection window must be recalculated. For cargo transiting through hubs like Hong Kong, Singapore, and Tanjong Pelepas, it should be confirmed whether it can still catch the originally scheduled connecting vessel if the preceding vessel arrives late.
For European cargo, inland shipments to Germany, the Netherlands, and surrounding areas should be included in the plan. Barge, rail, and truck resources should be checked simultaneously. The arrival of the ship at port is only the first step; the real delivery risks often occur in the subsequent stages from port to warehouse.
Important reminder (WSC):
Global ports are shifting from "concentrated bursts of congestion" to "regional rotating congestion." Multiple key nodes worldwide are under pressure simultaneously for different reasons, with localized recovery and localized deterioration coexisting. For businesses, the most important actions in the next two weeks remain three: advance booking, dynamic confirmation, and preparing alternative options. Ports are gradually resuming operations, but the global supply chain still has a long way to go before it can operate stably.
