Korea
Pusan: Terminal capacity utilization remains high at more than 75% due to increased import transhipments and vessel bunching. 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 utilization. Vessel berthing waiting time varies from 1 to 3 days.
China
Shanghai: Average berth-waiting time up to 1 day at SIPGSD YS4 terminal and 1 to 2 days Waigaoqiao Port (WGQ) terminal.
Ningbo: Terminal capacity utilization is within an average of around 72%. Average berthwaiting time 1 to 2 days
Nansha: Guangzhou South China Oceangate Container Terminal (GOCT) terminal currently experiencing berth congestion with an average waiting time for 6 hours up to 30 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 74%. To control terminal capacity extra
vessel loaders are being prioritized. 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 COIVD 19 various terminals have implemented restrictions in the handling of import reefer containers loaded with fruits that
have originated from Vietnam.
Qingdao: Vessel berthing delays and congestion due to seasonal weather conditions. Average berthing waiting time is now 1 to 2 days.
Shekou: All berths are currently operating however terminal capacity utilization remains high at 82% to 85%. Vessel waiting time is currently around 1 to 2.5 days. Vessel port time stay in current longer due to the epidemic impact of Covid. As an additional control measure due to COIVD 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) utilization and capacity is at about 78% for general containers and 65% for reefer containers. Priority is being given to export vessels
where export volume is greater than import discharge volume. Average vessel waiting time is 1 to 3 days. Longer waiting time are expected for import discharging vessels and subject to available terminal capacity. In recent weeks there has been an increase in the number of COVID-19 positive cases leading to a reduction in stevedore and terminal operations of
around 15%. Vessel productivity is expected to be reduced with vessel berthing times expected to increase.
Singapore
Vessel berthing average waiting time is 6-15 hours for Import and export
vessels. High container volumes remain the key challenge especially within the reefer terminal. Terminal capacity utilization is currently sitting at around 80% Terminal priority is still being directed towards export loading vessels. PSA productivity has improved thus assisting berthing congestion. PSA as a precautionary measure, has temporarily 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 average waiting time at Westports is around 10 to 15 hours. Terminal capacity utilization has improved to around 70%. Northport vessel berthing
average waiting time is around 24 hours. Terminal capacity utilization is 70%. Vessel berthing priority is based on the amount of vessel loading moves.
USA
Los Angeles-Long Beach: There is currently 3 vessels at anchor or within the 25-mile zone of the port and another 47 vessels either slow steaming or waiting outside the 25-mile zone
awaiting berthing at LAX/LGB as of 11 March 2022. Vessels within the 25-mile zone mile are waiting an average of 4.5 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.
Gates are still running as published and in line with Pier Pass program. LAX imports wait time is now at 5 days, down from 11 days. On dock rail remains at 4 days down from 13.4 days. LGB imports wait time has decreased by 44% since 28 October 2021. Chassis pool
utilization remains slightly below 85% 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.
All terminals remain extremely congested and limiting the windows for export cargo acceptance depending on their specific situation.

The Port of Los Angeles and the Port of Long Beach has once again delay consideration of the “Container Dwell Fee” until 18th March 2022 for all stakeholders.
The two San Pedro Bay ports have seen a combined decline of 64% in aging cargo on the docks since the program was announced on Oct. 25. The executive directors of both ports will reassess fee implementation after monitoring data over the next week. Fee implementation has been postponed by both ports since the start of the program.
Under the temporary policy, ocean carriers can be charged for each import container dwelling nine days or more at the terminal. Currently, no date has been set to start the count with respect to container dwell time.
The ports plan to charge ocean carriers in these two categories $100 per container, increasing in $100 increments per container per day until the container leaves the terminal.  Before the pandemic-induced import surge began in mid-2020, on average, containers for local delivery remained on container terminals under four days, while containers destined for trains dwelled less than two days.
Any fees collected from dwelling cargo will be reinvested for programs designed to enhance
efficiency, accelerate cargo velocity, and address congestion impacts.
The policy was developed in coordination with the Biden-Harris Supply Chain Disruptions Task Force, U.S. Department of Transportation, and multiple supply chain stakeholders.
Europe & UK
Antwerp: labour availability is now stable with sufficient workforce available to meet demand.
Terminal capacity utilisation has deteriorated to 95% depending on the terminal. Empty container park capacity utilisation continues to be manageable at 75%. Cargo acceptance for export cargo is 7 days prior to vessel ETA.
Rotterdam: Europe Container Terminal (ECT) Due to Covid related sickness and isolation
requirements labour availability is down 15% to 25%. Terminal capacity utilisation is at 85%
Rotterdam World Gateway Terminal is currently seeing labour availability down around 15% to 20% due to Covid related issues. Terminal capacity utilisation has reduced to around 95%.
Cargo destined for Russia will see the terminal capacity utilisation worsen in coming weeks
Southampton: Several Covid cases have been reported this week. However, this is having
minimal effect on terminal operations. Terminal capacity utilisation has improved to be sitting at around 95% which is improving terminal productivity. Empty container park capacity utilisation has maintained a much healthier level of around 55%. Export cargo acceptance is again 10 days in advance is vessel ETA.
London Gateway: Labour availability is now at a much higher level of availability. Terminal capacity utilisation is now at 83%. Empty container park capacity utilisation has fallen to around 68%. All vessel movements are now operating with a berthing window.
Hamburg: Container Terminal Altenwerder (CTA) labour availability is at 75% due to Covid
related issues. Terminal capacity utilisation is remaining high at 89%. One terminal keyside crane is still subject to retrofitting. This effects around 5% to 6% of terminal handling capacity. Container Terminal Burchardkai (CTB) labour availability is at 85% due to Covid related issues. Terminal capacity utilisation has increased to around 86%. Empty container park capacity utilisation has increased to 75%.
Le Havre: Terminal capacity utilisation is still manageable at 80%. This is creating improvements in terminal productivity and operations. Reefer capacity utilisation within the
terminal is at 101%. Planned rail berth track maintenance has commenced and will continue for 4 weeks leaving 200 metres of berthing space closed. This will see longer vessel waiting
times and some port congestion at Terminal de France.
Hapag Lloyd – USA and Oceania – WSN/PNW Service Update 
Your cargo planning might be affected by the schedule changes for our West Coast North America – Australia / New Zealand (WSN/PNW Loop) service.
With your cargo planning in mind, please note that this service will start fortnightly calls at Long Beach (US). This change will start on June 6, 2022, until further notice with MV London
Express V.201N / 213S. Please note that this change is applicable for both directions of the service.