Regional Updates in North America

Operational and Customer Service Updates for North America

+++ last updated on June 26, 2022 +++

Terminal Operations

New York Terminal:

• There were 18 container vessels reported at anchorage awaiting a berth at the start of week 25. There were 9 vessels waiting from June 25. Waiting times for berths are running upwards of 19 days depending on terminal. Yard utilization at Maher is at 90%, GCT Bayonne 72% and 70% at APMT. All terminals report high berth utilization, and, in some cases, discharge is metered to maintain yard fluidity. Current import dwell depending on terminal is running at around 5.0 days at APM, 9.0 days at Maher, and 9.0 days at GCT Bayonne. Empty stock surpluses continue to be extremely high and sporadic shutout of empty returns continue at terminals and depots. Maher, APM, and PNCT have planned a Saturday gate on 6/25 to facilitate increased import deliveries.
  

Norfolk Terminal  

• There were 2 ships at anchor as of June 25. Outside waiting time continuing to come down. With the NIT berth opening, this is allowing for maintenance without impacting operations. Wait for smaller ships (i.e. CES) wait 0-2 days, larger ships can wait 0-4 days, ULCVs may wait up to 5 days but some wait little to no time at all. Crane 1 at NITS is back up but is limited to barges for the time being to ensure the repairs are permanent. NITN utilization on the rise as new carriers (Wan Hai, Sea Lead) begin calling. New HLC SSYs have commenced calling (TEX, GM8/MGX), making 13 SSYs with HLC tonnage calling ORF Stack utilization at NIT is at 70% and VIG is running at 65%. Terminal has shortened their ERD window from 7 to 5 days and has increased storage cost as methods to decrease dwell time. VIT has opened-up NIT and VIG to full day gates on Saturdays for both import delivery and export receiving; VIG gates opening at 0300 M-F for additional hours.
  

Charleston Terminal:

• Berth availability ok. No ships at anchor for the Wando-Welch Terminal (WWT), the North Charleston Terminal (NCT), and the Hugh Leatherman Terminal (HLT). Utilization at WWT is at 62%, at NCT is at 74%, and at HLT it is at 74%. Still in effect at the WWT: berth windows have been suspended, match back import volume with exports/empties is required, the weekly services with an export to import ratio of 1:1 or greater for laden cargo will be given berth priority, and the three weekly services with the highest export volume (laden and empty, measured monthly) will be given berth priority. Berth 3 at WWT remains reserved for vessels with a move count of 2,000 moves or less. At NCT berth windows are trying to be accommodated when vessel is on pro forma (PF) and space is available at the terminal. Average truck turn times at the WWT are 27.2 minutes and 28.0 at the NCT. Import dwell time remains biggest issue for terminal capacity. The port wants customers to pick up import loads ASAP to assist with space at the terminals. Long dwelling imports (30 days or more) at the WWT are subject to being barged to the HLT to free up space and improve productivity. Sunday gates have been extended through 25 September 2022 (0800-1700). There will be NO REEFER gates available on these days. The SCPA we will not allow late gates (past published cut-off) for export loads. Vessels will be opened for export containers for seven days only. Chassis pool utilization above 95%.

• South Carolina Port Authority (SCPA) is planning a chassis fleet of approximately 13,000 chassis. Could increase if the market forecast necessitates it. SCPA has received 5,300. They are releasing equipment via direct lease to customers with high demand. Chassis not deploying for lease are being kept in storage on HLT until the SCPA chassis management systems is in place (GO!Chassis, moving into the final production environment). SCPA sees correlation between the number of chassis deployed and a decrease in SACP Utilization (SCPA chassis freeing up pool chassis). The plan is to roll out their pool location by location (SMART Pool™) in a transition with the SACP, culminating in March 2023.

Savannah Terminal:

• 36 ships at Anchor from June 25. Ships returning to SAV along with ad-hoc calls vessels are bunching and create longer wait times for berthing, currently waiting time is 7 to 10 days. There are more class 1 ships (width 150’ and less) and using Class 2 (width 150’ +) berths as they are available. Expected date of completion for 7-8-9 extended area is early July. The port will be shifting cargo from 4-5-6 due to more space in the 7-8-9 area. They will be moving 2 services out of 1-2-3 into 4-5-6 berths to help fix some of the congestion and issues in berths 1-2-3. There will be 5 more RTG’s coming online Monday in CB3 so this berth will be nonproductive during this time. The terminal capacity currently at 89% utilization. Stevedore advises conditions in facility needs working on. They have additional management each yard set to 12 now i/o 9, by October 1, we should see sizeable improvement. 1-2-3 yard continues with heavy export loaders – no ability to sort properly due to volumes. Skilled daytime labor with seniors and not skilled at night is impacting productivity. With empties growing there are more fail to deck so Gate is 65-minute turn time / Rail is 40 hours. Import Dwell time 13.5 days / Export Dwell time 10.8 / 849 Imports over 7 days and 708 Exports over 14 days for Hapag-Lloyd. Gate hours remain Mon – Fri 0600 – 2300 / meal 1800 - 1900
  

Houston Terminal:

• 10 ships at anchor from June 25. Barbour’s Cut terminal is at 49% utilization. Export allocation is closely monitored based on lead line/shared lines export allocation figures for vessels. Once the respective allocation is met, PHA will no longer accept exports for the respective vessel. 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 and the ramp space at Barbour’s Cut is being adjusted to accommodate for the additional operation. The rail yard is 50% utilized. The terminals continue to experience equipment shortages for chassis due to longer street dwells. Port use only chassis delivered is on hold. Pilots imposed draft restriction for Barbour’s Cut berth 1 to Maximum 41 ft. FW, this is having a high impact on Vessels having to wait for a berth.
  

Oakland Terminal:

• Overall of high volume of imports and vessels working (5) is causing vessel berthing delays at OICT. The port has seen an overall increase in import volumes of 8%+ YTD 2021. As space opens-up, vessels are assigned a berth. There were 7 vessels at anchor or adrift on June 25. Average wait time at OICT is 7-27 days and TRAPAC is 1-3 days. Chassis situation is tight. TRAPAC operating at 62% capacity. Import deliveries (Avg is 9 days). OICT operating at 90% capacity. Chassis situation is very similar to TRAPAC issues above. AL5 service that normally called OICT will now call TRAPAC starting with the NYK Rumina. Additional space has been provided to empties and loaded containers at Howard Terminal (PTSC) - it is at full capacity.
  

Tacoma Terminal:

• No vessels at anchor/drifting awaiting a berth. WUT is operating at 43% capacity and HUSKY is operating at 60% capacity. Berthing delays in Tacoma are between 4-10 days. Berthing relies on space available in rail yards, as there is a shortage of rail cars to take Imports East. HUSKY Import rail staging is still very high and rail departure delays are expected. WUT also reports rail car shortages. Chassis counts in Tacoma are critical, the pool is running 80%+ utilization while street dwell is running 8.4 days for 40’ chassis. Additional space has been provided to hold empty and loaded containers at West Hylebos in Tacoma and T46 in Seattle, allowing some additional empty returns for Hapag-Lloyd, when needed.
  

Los Angeles/Long Beach Vessel/Terminal:

• 3 container ships at anchor within the 25-mile zone of the port complex plus 16 slow speed steaming or loitering outside the Safety and Air Quality Area (SAQA) on Friday June 25. All terminal gates are running as published and in line with Pier Pass program.  

• Port of LAX dwell times for import cargo at 4.6 days, down from 11 days peak. (Slight reduction Vs last Week). On-dock rail continues to climb, 8.1 days. Down from 13.4 days peak. Overall volume of on-dock rail departures is 29,663 units. 16,090 units nine days and over. Import units on street is averaging 9.2 days. Port of LGB dwell times for local imports have decreased 29% since Oct 28, 2021.

• Details can be found on each port's web-site:
  • Los Angeles: click here
  • Long Beach: click here
    
• Chassis pool of pools utilization has been declining in recent weeks, now at 86% with 40’s at the highest demand. 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 has been extended. Please check this FAQ on a regular basis.  It also includes links to the Port of Los Angeles and Long Beach’s websites:
  
  • FAQ: Link
  • Dwell Fee: Link

Canadian Terminal Update:

Vancouver 

• All vessels calling Vancouver continue to face significant delays. Anchorages in the Vancouver area remain full. GCT continues to meter vessel operations based on mode of inland transport and this is resulting in some vessels advancing in the queue, while others continue to be served on a “first come, first serve” basis. This impact to the vessel schedule is expected to continue through the end of July 2022.

• Yard utilization at GCT has increased again to 90% Daily yard productivity has dropped to 30,700ft per day, partly due to ongoing congestion issues at various inland rail ramps. Average rail dwell has increased to 4.1 days.

Montreal 

• Vessels continue to arrive in Montreal off schedule because of previous voyage delays. Once alongside, vessel operations at all terminals are fluid. Rail operations continue to improve at most marine terminals, with a positive impact on average dwell times. Rail car supply has stabilized, and there is a reduction to the average dwell time to 4.8 days.
  

Prince Rupert

• Vessel operations are fluid, with average productivity at 28mph. The yard is heavily utilized at 113%, and average rail dwell presently stands at 17.0 days. The increased dwell is due to lack of available railcars.
  

Saint John 

• Vessel operations in Saint John are fluid and ships are not experiencing any delays while alongside. Daily yard productivity remains strong because of consistent railcar supply. Current dwell is 4.4 days.
  

Halifax

• Due to a sharp increase of import dwell on terminal, some vessels are experiencing minor berthing delays. The marine terminals are heavily congested because of heavy congestion on the rail network. Current dwell is 12.3 days and is expected to remain high for the next 2 weeks.
  

Intermodal Operations

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 9 days
• Chicago, IL - Average 10.7 days
• Dallas, TX – Average 10.6 days
• Detroit, MI – Average 9.5 days
• Houston, TX – Average 5.7 days
• Kansas City, MO – Average 11.9 days
• Long Beach, CA – Average 11.5 days
• Los Angeles, CA – Average 12.1 days
• Memphis, TN – Average 8.4 days
• MMR rail New York – Average 3.2 days
• New York, NY - Average 8.0 days
• Norfolk, VA – Average 7.0 days
• Savannah, GA – Average 11.8 days
• Halifax, CAN – Average 12.3 days
• Saint John, CAN – Average 4.4 days
• Montreal, CAN - Average 4.8 days port; 8.9 days ramp
• Vancouver, CAN – Average 4.1 days port; 5.0 days ramp
• Prince Rupert, CAN – Average 17.0 days
  

Please refer to this document ( Week 26 2022 Hapag-Lloyd Truck Power Matrix) with the main markets and estimate lead times to secure capacity.

For updated information on ramps, please visit our Rail provider websites for service updates, embargo, and any restriction details. 

• Canadian Pacific RR (CP) – link here
• Canadian National RR (CN) - link here
  
• Union Pacific RR (UP)
  
  • System map here
    
  • Index here 
    
• CSX RR – link here
  
• Norfolk Southern RR (NS) – link here
  
• Burlington Northern Sante Fe RR (BNSF) –
  
  • Locations small map here
    
  • Locations large map here   

Chassis pools

• MINNEAPOLIS / St. PAUL – Deficit on 40’ and 45’ chassis.
• CHICAGO - Deficit on 40’ chassis.
• CLEVELAND - Deficit on 40’ chassis
• COLUMBUS - Deficit on 20’ and 40’ chassis.
• DETROIT - Constrained on 40’ chassis.
• INDIANAPOLIS - Deficit on 40’ chassis.
• LOUISVILLE- Deficit on 20’ and 40’ chassis.
• MEMPHIS - Deficit on 40’ chassis.
• DALLAS / Ft. WORTH - Deficit on 40’ chassis
• EL PASO - Deficit on 40’ chassis.
• BALTIMORE - Deficit on 40’ chassis.
• NEW YORK/NEW JERSEY – Deficit on 40’ chassis.
• PHILADELPHIA - Constrained on 40’ chassis.
• KANSAS CITY – Deficit on 20’, 40’ and 45’ chassis
• OMAHA - Deficit on 40’ and 45’ chassis.
• St. LOUIS – Constrained on 20’ and deficit on 40’ and 45’ chassis.
• LOS ANGELES/LONG BEACH – Constrained on 20’ ,40’ and 45’ chassis.
• TACOMA - Constrained on 40’ chassis.
• DENVER - Deficit on 40’ chassis.
• SALT LAKE CITY — Constrained on 20’ chassis

Customer Service

Please click on this document for further on COVID-19 Terminal information
Please refer to this document for Terminal Gate Closures week 26 2022.