Japan
No specific issues, nor stoppages and no port terminal disruptions.

Korea
Pusan: Terminal capacity utilisation remains at high level around 91% due to increased import transhipments and vessel bunching. This is expected to continue until the end of June 2022. All Pusan terminals have restricted gate-in access for local and transhipment exports
to within 3 to 5 days in an effect to improve terminal capacity utilisation. Vessel berthing waiting time varies from 6 hours to 3 days depending upon terminal concerned.

China
Shanghai: Average berth-waiting time up to 1 to 1.5 days at SIPGSD YS4 terminal and 2 to 4 days Waigaoqiao Port (WGQ) terminal. Terminal capacity utilisation is at 74% and is improving. All Terminals are resuming operations with normal level expected by 10 June
2022.
Ningbo: Terminal capacity utilisation has now reached a server level at over 90%. Average berth-waiting time 2.5 to 3 days. Port maybe subject to strong monsoonal winds which could see lower vessel productivity.
Nansha: Guangzhou South China Oceangate Container Terminal (GOCT) terminal berthing is currently with an average waiting time of up to 12 hours.
Yantian: Vessel berthing and waiting time is currently around 1 to 2 days. Vessels with large
discharge for reefer and dangerous goods containers are experiencing longer waiting time for a vessel berth. Terminal capacity is currently at 78%. To control terminal capacity extra vessel loaders are being prioritised. To cope with the vast increase in import-export DG
containers YICT is continuing to upgrade the current DG terminal to allow for additional
capacity. As an additional control measure due to COVID 19 various terminals have implemented restrictions in the handling of import reefer containers loaded with fruits that
have originated from Vietnam. COVID-19 control measures have been tightened by local
authorities.
Qingdao: Vessel berthing delays and congestion is being impacted by fog which is leading to
intermittent closure of port terminals. Average berthing waiting time is now 1.5 to 2 days.
Shekou: The rise in the number of positive COVID-19 cases in Shenzhen has led to control measures being tightened by local authorities. Stevedore labour availability for vessel and
terminal operations has been reduced.
All berths are currently operating however terminal capacity utilisation remains at 82% to 86%. Vessel wating time is currently around 1 to 4 days. Vessel port time stay is currently
longer due to the epidemic impact of COVID. As an additional control measure due to COVID 19 various terminals have implemented restrictions in the handling of import reefer containers loaded with fruits that have originated from Vietnam.
Hong Kong: Modern Terminals Limited (MTL) utilisation and capacity is at 69% for general containers and for reefer containers. Priority is being given to export vessels where export
volume is greater than import discharge volume. Average vessel waiting time is 0 to 12 hours. Longer waiting time is expected for import discharging vessels and subject to available terminal capacity.
Singapore: Vessel berthing average waiting time is less than 12 hours for Import and export
vessels due to delays from China ports. Terminal capacity utilisation is currently sitting at
75%. Terminal priority is still being directed towards export loading vessels to improve terminal capacity utilisation. Due to the heighten risk of the spread of COVID-19 PSA
introduced “enhanced safe management measures” for contactless cargo operations
effective from 3 May. PSA as a precautionary measure, has suspended crew change and vaccination of crew at the Port of Singapore. This change effects crew with recent travel history to Botswana, Eswatini, Lesotho, Mozambique, Namibia, South Africa, and Zimbabwe within the last 14 days preceding arrival to Singapore.
Malaysia: Port Klang vessel berthing waiting time at Westports is less than 10 hours. Terminal capacity utilisation is around 84%. Northport vessel berthing average waiting time is around 8 hours. Terminal capacity utilisation is 94%. Vessel berthing priority is based on the amount of vessel loading moves. Delays are being encountered due to vessel bunching and further delays from origin ports.

USA
Los Angeles-Long Beach: There is currently 2 container vessels at anchor or within the 25-mile zone of the port and numerous vessels either slow steaming or waiting outside the 25-
mile zone awaiting berthing at LAX/LGB as of 07 June 2022. Vessels within the 25-mile zone mile are waiting an average of 1 to 2 days for a berth depending on the terminal. The new process to improve safety and air quality off the Southern California coast for container vessels has reduced the number of backlogged ships at anchorage off the Ports of Los  Angeles and Long Beach. The process called for each vessel to be assigned a place in the
arrival queue based on their departure time from their last port of call and requires vessels to wait for an available berth approximately 150 miles off the California coast. The overall number of vessels in the queue is at its lowest level since January 2022 which was 109. LAX imports wait time currently sits at 4.2 days, down from 11 days. On dock rail remains at 6.7 days down from 13.4 days. LGB imports wait time has decreased by 54%. Chassis pool utilisation is now at 86% with 40 FT containers being at the highest demand.
Local trucking delays have been reduced and are being closely monitored by industry due to the lack of chassis. The lack of chassis is affecting all transport moves from local deliveries
to terminal moves.
New York: As of 7 June 2022, there were 17 container vessels reported at anchorage awaiting a berth. Waiting times for vessel berths are running upwards of 7 days depending on terminal. Terminal utilisation capacity at Maher is at 97%, GCT Bayonne 75% and 75% at APMT. All terminals report high berth utilisation. Current import dwell depending on terminal is running at around 8.6 days at APM, 5.5 days at Maher, and 8.0 days at GCT Bayonne.
Empty containers continue to be extremely high. Maher, APM, and PNCT container terminals have planned a Saturday gate out to facilitate increased import deliveries.
US West Coast labour talks: Negotiations between the International Longshore and
Warehouse Union and the employers’ group, the Pacific Maritime Association (PMA) started
on 10th May 2022. The labour agreement for all 22,000 workers employed at 29 US West Coast ports expires 1 July 2022. Both sides are confident an agreement will be reached,
though industry reporting reflects uncertainty as to what may be the actual outcome. US Labour Secretary Marty Walsh expressed optimism a deal will be reached after consulting with multiple parties in the negotiations.

Europe
Antwerp: Labour availability remains stable with sufficient operational resources and unchanged from last week. Terminal capacity utilisation has again deteriorated to 95% for both general and reefer containers. Recent industrial unrest has affected overall port
performance this week.
Rotterdam: Europe Container Terminal (ECT) labour availability has stabilised following the
conclusion of the vacation period. Terminal capacity utilisation is of concern now at 95%. Terminal is currently seeing long dwell time for import and transhipment cargo. There is currently around 3,000 TEU’s of customs blocked Russian cargo within the terminal. Terminal is currently facing high volumes and to maintain productivity and control it is hoped that swift pick up will occur for import containers. Rotterdam World Gateway Terminal is currently seeing no labour availability problems due to COVID related issues. Terminal capacity remains critical at 95% for general containers and 90% for reefer containers. There are around 23,000 TEU’s of import cargo. Russian cargo from various carriers is still stranded within the terminal. Export cargo acceptance at the terminal is 8 days in advance of vessel ETA. Vessels are currently facing longer than normal berthing times due to the amount of import cargo. Terminal is currently not receiving empty containers until further notice in an effect to reduce terminal container capacity utilisation.
Southampton: The availability of labour has been slightly reduced this week compared to previous weeks. Terminal capacity utilisation has again increased to be 83%. Empty container park capacity utilisation has been reduced to around 91% of its operational capacity. Export cargo acceptance is 10 days in advance of vessel ETA. An off-site temporary storage location has been secured for early arriving export and for long stay import containers.
London Gateway: Labour availability remains at a much higher level leading to all shifts being fully manned. Terminal capacity utilisation is now at a manageable 66%. Empty container park capacity utilisation is now back to 100% of its operational capacity. High vessel traffic has led to a shortage of pilots during peak periods thus creating delays with vessel arrival and departures. Terminal productivity is good along with the throughput of vessels.
Hamburg: Container Terminal Altenwerder (CTA) labour availability is at a critical level this
week with full labour gangs in short supply. Terminal capacity utilisation remains unchanged at around 90% which is above the limit for efficient terminal operations. This is being caused by heavy import container volumes and reduced import container collection from the terminal. Due to the high number dry containers within the terminal reefer slots are being used to store containers. This is limiting the number of reefer plugs within the terminal. Export cargo acceptance via truck is officially 48 hours in advance of vessel ETA. However, practically it is 24 hours or in some cases less. Container Terminal Burchardkai (CTB) labour availability remains steady however maximum deployment is being restrained by terminal capacity limitations. Terminal capacity utilisation within the automatic stacks is at 82%. High terminal capacity utilisation is leading to lower terminal productivity which in turn is seeing longer port stay time for vessels. The collection of import containers from the terminal needs to improve to increase available terminal capacity.
High port terminal utilisation at the Hamburg container terminals has forced several carriers
to temporarily divert the German call to the port of Wilhelmshaven for various carrier
services.
Le Havre: Terminal capacity utilisation has been reduced to 60%. Empty container park capacity utilisation is at 79%. The high volume of vessel calls is the main driver of the
increase in terminal capacity utilisation. The increased number of vessel arrivals has led to a labour shortage. Continuing berth maintenance and construction quayside has limited berthing space for vessel greater than 400 meters. This maintenance is scheduled to be completed by around 25 July 2022.