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New York Terminal Update:
At the beginning of week 3 there was a high of 3 vessels reported at anchorage awaiting a berth. Most of these get a berth within 3 days. High berth and terminal utilization are expected to continue into the first quarter of 2022. Impacts to labor availability are still being seen with new wave of COVID infections, but terminals expect any shortages affecting gang staffing to ease in the coming weeks. Import dwell time continues to hamper terminal operations / productivity. Current dwell depending on terminal is currently running about 7 days. Empty stocks are at a critical level causing receiving of empty returns to be limited at some terminals and depots. Still exploring all opportunities for evacuation of surplus. Gate turn times at all terminals are steady and at acceptable service levels. Several terminals; Maher, APM, and PNCT have planned a Saturday gate on January 2022 to facilitate increased import deliveries. Unfortunately, past Saturday gates have been underutilized and impact on decreasing import levels has been negligible.
Charleston Terminal Updates:
There are currently 16 ships at anchor as of January 2021. Waiting time for berth is averaging 6 days depending on terminal. Terminal utilization at Wando is up to 114% while HLT and North Charleston is 50-60% respectively. Berth windows are not being honored, metering in import heavy ships with priority given to ships with more exports than imports and loading 1000 TEU’s or more of empties. Maximum of 3 gangs/cranes on all ships continues due to lack of space and maneuverability in the import pads. COVID cases are impacting the labor force slowing down production in the port. The port is urging customers to pick up import loads ASAP as the import yard space is up to 163% utilized. HLT is facing tight berth assignments this week due to ships off proforma. Inland port Greer in encountering slow production with empty containers that arrived in Charleston but have limited truck and space capacity to keep the movement fluid. Intermodal loaded volume is taking precedent and there is capacity to keep this volume moving over the port. NWS has limited the train size to CHS until more units can be moved off the ramp and into the terminals.
Savannah Terminal Update:
Currently 6 ships at anchor as of January 2021. The terminal capacity is at about 85% utilization. Due to vessel size - Ships are delayed up to 2 days awaiting berth assignment. US Flag Vessels and Extra Loaders (exports and empties) are taking Priority at berths. Ongoing projects - GPA's Peak Capacity project: which will add 800,000 TEUS of annual capacity in two phases. Phase 1 is complete - 7-8-9 area is much better set up as they are not having to cross road anymore for empties for vessels. An additional 15 RTG's coming to GCT in groups of 5 every 2 months through May 2022. Phase 2, starts mid-January to be complete in spring 2022. Berth 1 expected to Open June 2023. We expect announcement on completion of River Deepening by April. New permissible draft will be announced after the survey is complete. We expect any time draft to be 42ft and 45ft with the support of high tide. Negative tides will reduce this number depending on the tide range. We will wait for exact figures after survey is complete. 73,500 average terminal containers last week. Gate running fluid - turn times 45 single / 61 multiple since Sunday - 56,568 moves. Rail running fluid with moves 7,281 with @57 hours gross / 47 hours net. CSX Rail Car shortage continues.
Houston Terminal Update:
There are currently 8 ships at anchor as of January 21st. The port is now experiencing delays within the ship channel due to dense fog. These delays will be expected to continue throughout the winter months. Barbours Cut terminal is currently at 53% utilization. Truck turn times are averaging 44 minutes. The port continues to allow export receiving for one ship system at a time in a service. This impacts the number of days for receiving due to scheduling delays. PHA continues to move import containers to the rail yard to make space on the terminal for working vessels. The on-dock rail operation at Barbours Cut is beginning to be utilized and the ramp space is being adjusted to accommodate for the additional operation. The rail yard is 55% utilized. Currently working with 13 gangs in the port and COVID cases have eased. The terminals continue to experience equipment shortages for chassis due to longer street dwells. The port has advised that refurbishment of C3 will be done by June 2022. Three cranes from Bayport will be moved to Barbours Cut by the end of first quarter 2022.
Oakland Terminal Update:
Current increasing high volume of imports is causing vessel berthing delays. The port has seen an overall increase in import volumes of 8% YTD 2021. As space opens up, vessels are assigned a berth. Currently there are 11 vessels at anchor or adrift as of Jan 21st. Average wait time is 4-15 days. Chassis shortage is also contributing to high volume issues. TRAPAC has rolled out its new Terminal Operating System (TOS), as of January 9, 2022. There have been some glitches, and TRAPAC is asking all to utilize their online tools. TRAPAC has had to cancel appointments for Export Reefers, of late, due to lack of grounded plugs and lack of chassis. OICT has had to discharge some Imports into inaccessible areas, till space in accessible areas opens up. Causing delays in Import deliveries. OICT has implemented an extended dwell/storage fee, per below:
OICT Extended Dwell Fee
Please be advised, effective December 20, SSA Terminals OICT must implement a temporary storage charge in addition to the normal port demurrage charges on all import loaded containers discharged from ships at OICT berths 55-59 as stated below. As with other ports on the West Coast who either have already implemented additional storage charges or will soon be doing so, the failure of importers picking up their containers in a timely manner has created severe congestion issues that has prevented terminal operators from properly servicing vessels destined for their terminals. We sincerely hope the additional storage charge will encourage cargo owners to pick up their containers, which will allow our terminal to again properly service vessels destined to our facility and once that has been accomplished, the temporary storage charges will cease.
A. Extended Dwell Time Fee – In order to recover increased operating and storage costs incurred as a result of congestion caused by containers left on the terminal for extended periods of time, the following fee (the “Extended Dwell Time Fee”) will apply on a temporary basis to all loaded import containers, in addition to existing demurrage and port tariff fees:
No charges for free time (up to seven ( 7 ) days after a container is available for delivery);
$50 per day for the next five days of storage thereafter (days 1-5 after free time);
$75 per day for the next five days of storage thereafter (days 6-10 after free time);
$100 per day for the next five days of storage thereafter (days 11-15 after free time); and
$150 per day for any days thereafter.
B. Applicability; Payment of Fee. Empty containers and export loaded containers will not be subject to the Extended Dwell Time Fee. The importer of record in the shipping documents will be responsible for paying or arranging payment of the Extended Dwell Time Fee by check, money order, wire transfer, or any other methods, and pursuant to instructions provided by Operator through the Forecast website. Once the fee has been paid, the container will show as available in Operator’s container tracking system. Appointments on import lanes may not be made until the fee has been paid and the container is showing as available on the Forecast web site. Waivers, refunds and appeals of the Extended Dwell Time Fee will be handled in accordance with Section 18(D) and (E) of this Schedule.
There are currently 8 ships at anchor/drifting awaiting a berth as of January 20 21. Terminals are operating at 95%+ utilization. Berthing delays in Seattle is down to 1 week at this time as volumes see some stabilization. Berthing delays in Tacoma are between 12-14 days. This is due to the high volume of Imports on-dock. Berthing relies on space available in yards. Saturday gates at Husky and WUT are now being offered to alleviate backlog of imports through January. Refer to their website for details. Husky is implementing a long stay import fee of 315.00/ctr for any import dwelling over 15 days and effective January 1, 2022, additional fees will apply (see below) And WUT is implementing $310 for long stay imports over 15 days dwell. Fee must be paid to pick up load. Terminals Tacoma are closed to HL empty receiving except on dual transaction, due to large volumes of imports on dock. Additional space has been provided to hold empty and loaded containers at West Hylebos in Tacoma allowing some additional empty returns for Hapag-Lloyd. T18 in Seattle and Husky / WUT in Tacoma have started to pile import containers in inaccessible areas until there is additional space in the transrows as imports depart the terminal. HUSKY reports 3-5 days turn time in inaccessible areas and improving. WUT reports vary as space opens up. Wait times can be upwards of 2+ weeks. T18 import dwell time is at 7+ days. NWSA investments in T-5 have completed phase 1 and terminal is operational with 1 berth. 1st vessel called on January 7, 2022. Chassis counts in Tacoma have improved, however the pool is running 80%.
To aid in import container availability some T18 import loads are being moved to T5; please check T18’s website for confirmation of availability and which terminal the container is located. LFD will be extended accordingly, please be patient while information is updated:
Appointments are not required for pick-up of “available” containers at T5
There are no chassis available at T5, so secure a chassis prior to arrival
Empty return shutouts at various terminals continue to tie up chassis and slow pace of import pickups
HUSKY LONG STAY REHANDLING SCHEDULE FEE
A) No charge for the first 15 days following discharge
B) $315 charge implemented on Day 16
C) Additional $315 charge applied every 5 days beyond the first 15 on the terminal
a. Days 21 – 25: $315
b. Days 26 – 30: $315
c. Days 31 – 35: $315
LAX/LGB Vessel/Terminal Update:
There are currently 8 container ships at anchor within the 40 mile zone of the port complex and another 95 ships loitering outside of the 40 mile zone awaiting berths in LAX/LGB as of Friday January 21st. Ships are waiting average 4.5 days to catch a berth within the 40 mile zone depending on the terminal. Both ports are seeing record volumes month after month that challenge the existing port infrastructure. Gates are still running as published and in line with Pier Pass program. Port of LAX dwell times for import cargos have no change at 6 days, down from 11 days peak. Import units on street is averaging 11 days.On-dock rail remains at 3 days. Down from 13.4 days peak. Overall volume of on-dock rail departures is 3,604 units, down 12%. Port of LGB dwell times for local imports have also decreased 54% down since October 28, 2021.
Details can be found on each ports web-site:Details can be found on the website of each port
Chassis pool of pools utilization has dropped slightly below 90%. All terminals remain extremely congested and limiting the windows for export cargo acceptance depending their specific situation. Hapag-Lloyd and the industry in general are facing limited single empty return options and many times these are restricted to dual transactions. Local trucking delays have been reduced and are being closely monitored given the lack of chassis affecting the industry. The scarcity of chassis is affecting all types of moves, from local deliveries to terminal moves to/from off dock rail ramps.
The Dwell charge in Long Beach and Los Angeles is under review and meetings are being held Jan 21. Implementation date TBD. Please ensure that you check this FAQ on a regular basis. It also includes links to the Port of Los Angeles and Long Beach’s websites:
Ships are delayed departing Asia and calling USWC ports, resulting in vessel bunching when arriving in Vancouver. Anchorages are full and further delays are experienced once working alongside at GCT. Yard utilization remains high at 98%, negatively impacting productivity & fluidity. As a result of above mentioned issues, daily rail productivity has been impacted. GCT continues to meter vessel operations in order to avoid significant impact to intermodal yard operations. Dwell is presently at 4.0 days.
Terminals in Montreal continue to experience a shortage of labor. Ship and yard operations are significantly impacted. As vessels are still experiencing severe weather on the North Atlantic, there is no backlog of ships. Rail dwell currently stands at 3.6 days.
While vessel operations remain fluid, the terminal is struggling with increasing ground counts. Inconsistent railcar supply and issues impacting timely switching within the terminal are resulting in increased dwell times. Rail dwell is currently 12.5 days.
Capacity limitation in certain markets due to import volume spikes and severe drivers’ shortage. Please find main markets, and estimate lead-time to secure capacity below (Note: Lead time refers to timeframe to secure truck power, it is not dwell time):
Please note details current average dwell times for Hapag-Lloyd boxes at several terminals / ramps. Includes, MH, rail and truck moves:
Charleston, SC – Average 13.4 days
Chicago, IL - Average 6.8 days
Dallas, TX – Average 7.3 days
Detroit, MI – Average 9.0 days
Houston, TX – Average 11.9 days
Kansas City, MO – Average 9.0 days
Long Beach, CA – Average 12.6days
Los Angeles, CA – Average 15.7 days
Memphis, TN – Average 6.5 days
MMR Rail New York – Average 1.56 day
New York, NY - Average 9.7 days
Norfolk, VA – Average 9.4 days
Savannah, GA – Average 8.2 days
Halifax, CAN – Average 10.1 days
Saint John, CAN – Average 12.5 days
Montreal, CAN – Average 4.9 days port; 2.1 days ramp
Vancouver, CAN – Average 3.5 days port; 4.0 days ramp
Please refer to this
document (Week 4'22 Hapag-Lloyd Truck Power Matrix) with the main markets and estimate lead times to secure capacity.
With the recent unprecedented Import volumes, there is currently a historically high demand for chassis throughout the USA. This demand has shown to be persistent on 40ft chassis and intermittent on 20ft chassis.
In order to minimize any negative impact on supply chains, customers are asked to take immediate steps to reduce container and chassis off terminal dwell time. This includes all inland terminals as well as port terminals. Without a significant reduction in the dwell times, truckers may face serious challenges and delays in securing good order chassis as long as this surge in imports continues. The chassis providers have exhausted all efforts to deploy their chassis fleets. There are not readily available chassis to be injected and therefore turning import cargo expeditiously is one of the only ways to help the chassis supply.
NASHVILLE – Deficit on 40’ chassis.
HOUSTON – Deficit on 40’ chassis.
BALTIMORE – Deficit on 40’ chassis.
NEW YORK/NEW JERSEY – Deficit on 40’ chassis.
KANSAS CITY – Constrained on 40’ chassis.
OAKLAND – Constrained on 20’ and 40 chassis.
SEATTLE –Deficit on 40’ chassis.
TACOMA – Deficit on 40’ chassis.
LOS ANGELES/LONG BEACH – Deficit on 20’ and 40’ chassis.
Southern California Port Update
The Ports of Los Angeles and Long Beach are still postponing the application of the import Dwell Fee. The new revision date to evaluate the application is January 17, 2022.
Recent press releases are reporting that slowness of the Trans Pacific cargo move. It can now take over three months to get a cargo from origin to its destination. According to multiple sources, average transit times have risen to double pre-COVID levels, and they’re still increasing. Methodologies and data sources differ, so time estimates vary, but each dataset shows the same trend: With every passing month, more vessels, container equipment and goods inventories are getting waylaid in the Pacific.
This information is reinforced by recent statement from Gene Seroka, Port of Los Angeles Executive Director. He stated that the long dwelling containers will keep pilling up since port capacity remains at 100%. He says that for efficient container transport, port capacity should be on the 70%.
Vessel’s at Anchor:
As of January 14, there are currently more than 105 container vessels awaiting berth at LAX/LGB including the ones transiting in slow steaming.
Current average dwell times in our Los Angeles / Long Beach terminals at January 14, 2022 is:
Off Dock rail: 15 calendar days
On Dock rail: 06 calendar days
Local door: 16 calendar days
Off Dock rail: 15 calendar days
On Dock rail: 06 calendar days
Local door: 09 calendar days
Rail Units over 50 Calendar Days:
Today: 93 days average
Previous Report: 81 days average
Local door moves is keeping same dwell time levels. The congestion at the terminals and the chassis shortage remain our biggest challenges and there is no sign of change in a near future.
On the rail moves, we have been able to maintain the average dwell time in the past month for both on dock and off dock moves. We successfully reduced the units with more than 50 days dwell time in December and kept the positive trend. The increase of the On-dock moves are subject to the terminals operations that we see a considerable improvement, as well.
Terminal Empty Returns:
TRAPAC and YTI terminals are accepting empties in single and dual transactions.
Important: The LGB Empties mailbox ([email protected]) is the daily informative for empty return location update.
We invite our customers to use our e-tools (Web-Booking and EASI) for submitting bookings and Shipper Instructions.
For customer inquiries, we encourage customers to use email as the primary method of contact with our Customer Service teams. We are monitoring emails and answering them as expeditiously as possible.
For urgent escalations only, you can still use phone calls. However please note that we are experiencing high call volumes and longer than normal waiting times.
For vessel/container/booking status and sailing schedules information, customer should visit our Online Business section at our Hapag-Lloyd website.
For Dangerous Good Cargo terminal gate acceptance, we strongly recommend customers to send us electronic copies of their Export Hazardous Declarations to be uploaded in their DG bookings.
For faster BL release at destination, under the current COVID-19 conditions, we encourage customers to switch from OBL to SWB, if any assistance is needed please reach out to your customer service documentation team.
For payments, we encourage customers to use our online payment option:
PayCargo- For single invoice, demurrage and detention payments - quickest release of cargo.
ACH/Wires - Suggested for USA when paying multiple invoices, please expect 24-48 hours for processing and cargo release.
Reach out to your local customer service representative here.
In answer to customers request to receive Motor Carriers contact details: The process is to allow the motor carriers to confirm the appointments directly with the loading facility. It is the role of the motor carrier and the supplier to make the necessary connection to schedule loading. Any customers wishing to remain informed of the loading details should remain in direct contact with the supplier/loading-unloading facility to confirm if/when the activity has been scheduled. For exports: in general appointments are scheduled within 5-7 days of the requested loading and is further guided by the ERD of the rail/port. For imports, appointments are scheduled once all import requirements have been met (Customs clearance, OBL or SWB submitted, payment of freight and delivery order instructions received), 5 days prior to last free day. If the supplier has not heard from the trucker within 72 business hours of the cutoff, or for imports all receipt of 5days - 4 requirements rule, or if the driver has missed the scheduled appointment please contact us directly.
Please click on this
document for further on COVID-19 Terminal information