Regional Updates in North America

Operational and Customer Service Updates for North America

Operational and Customer Service Updates for North America

+++ last updated on September 24, 2022 +++

Customer service updates

  • Our QSC Peachtree Corners Office, GA office has relocated. The address from September 1, 2022 is:

Hapag-Lloyd (America) LLC
3 Ravinia Drive
Suite 1600
Atlanta, GA 30346
Please ensure that invoice payments and original Bill of Lading remittances are re-directed to the new address from September 1, 2022, and discontinue sending to 5515 Spalding Drive, Peachtree Corners, GA 30092.

  • A new change of destination e-form is available to our customers. From August 8, 2022, change of destination (COD) requests will only be feasible through our e-form here.

Specialized and dedicated team members for your business - see how it works!

Terminal Operations

New York Terminal:

  • At the start of week 38 there were 11 container vessels reported at anchorage awaiting a berth. On September 23, there were 12 vessels waiting. Waiting times for berths are running upwards of 35 days for GCT Bayonne, 14 days for Maher and 3 for APMTl. Yard utilization at Maher is at 94%, GCT Bayonne 68% and 62% at APMT. All terminals report high berth utilization with terminal yard utilization holding steady but still higher than optimal for normal operations. Import dwell depending on terminal is currently running at around 4.7 days at APM, 8.3 days at Maher, and 9.6 days at GCT Bayonne.

Norfolk Terminal  

  • There were 2 ships at anchor on September 23. Outside waiting times remain stable. Rarely more than 1-2 ships waiting outside, usually ULCVs. New Shuttle trucks have replaced old straddle carriers for working vessels at NITN. Strads will continue to support yard and gate at NITN. Stack utilization at NIT is at 55%. 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 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 is not an issue. Terminal utilization at WWT is at 63%, at NCT is at 79%, and at HLT it is at 34%. At the WWT: berth windows are being accommodated and berth 3 is reserved for vessels with a move count of 2,000 moves or less. At NCT berth windows are being accommodated. At HLT there have been no berthing conflicts with the one berth. Average truck turn times at the WWT are 22.6 minutes and 30.9 at the NCT. 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 South Carolina Port Authority (SCPA) has updated their Export Receiving Policy from 26 July. The SCPA will decide the cut-off. The cut-off will be two days before the vessel’s start date. Two days before the vessel opening for receiving, the receiving date will be locked in and published on the SCPA website. Vessels will be opened for export containers for seven days. Late gates past the published cut-off will not be allowed. Only two vessels per service will be open for receiving at one time. The SCPA is building a chassis fleet of approximately 13,000 chassis and have received 5,450 to date. The 2,050 on the road via direct lease to customers with high demand. Chassis not deploying for lease are being kept in storage on HLT. GO!Chassis in place, the SCPA is enrolling motor carriers. They will roll out pools by location (HLT, NCT, WWT, and SCIPs) utilizing SMART Pool™ in a transition with the SACP, all locations are estimated to be complete in March 2023. SCPA will initiate HLT SMART Pool™ as first start/stop location on August 15, 2022, at the HLT. NCT is scheduled for September and the WWT for November. From August 15, 2022 placards are required to be removed from empty containers prior to being returned. Empties with placards still affixed are being turned away at WWT, NCT and HLT.

Savannah Terminal:

  • 42 ships at anchor from September 23. Waiting time is 9 days on Class 1 and 18-20 days on Class 2. Berth CB#1 is undergoing major reconstruction and is a 2-year Project which will complete in June-2023, 6 new Post Panamax Cranes will be installed on this Berth. The terminal capacity is currently 76% utilization. Gate turn times 38 min single / 61 double transaction, Average Dwell for imports 7.5 days – Average Dwell for exports 10.4 days.
  • With new 9 Day Receiving Window, all vessels with End Receive Date 2 days prior ETB at 1600 are locked. Once locked, they cannot be adjusted. ETA’s at last port needs to be correct along with coastals when submitted to GPA.
  • New draft still not decided with USCG as they are still placing buoys.

Houston Terminal:

  • There were 20 ships at anchor on September 23. Barbour’s Cut terminal at 51% utilization. Export allocation 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 35% utilized. The terminals continue to experience equipment shortages for chassis due to longer street dwells. Port use only chassis delivered is on hold. Pilots have imposed draft restrictions for Barbours Cut berth 1 to Maximum 41 ft. FW, this is having a high impact on Vessels having to wait for a berth.

Oakland Terminal:

  • Current overall high volume of imports and vessels working (5) causes vessel berthing delays at OICT. There were 9 vessels at anchor or adrift from September 23. As space opens, vessels are assigned a berth. Wait time at OICT is up to 15 days and TRAPAC up to 14 days. Chassis situation is limited. OICT has no DCLI chassis on terminal. TRAPAC operating at 68% capacity. OICT operating at 85% capacity. 5000 Import containers are in inaccessible areas for delivery. Import deliveries Avg is 11 days. Import dwell remains high. Additional space has been provided to empties and loaded containers at Howard Terminal (PTSC).

Tacoma Terminal:

  • WUT operates at 32% capacity and HUSKY operates at 70% capacity. Berthing delays in Tacoma are up to 9 days. 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 HL, when needed. Rail car shortage is delaying Import cargo heading Eastbound, out of Tacoma. but is showing some improvement.

Los Angeles/Long Beach Vessel/Terminal:

  • There was 1 container ship at anchor within the 25-mile zone of the port complex plus 5 slow speed steaming or loitering outside the Safety and Air Quality Area (SAQA) on September 23. This is a new record low.

  • All terminal gates are running as published and in line with Pier Pass program.  Port of LAX dwell times for local import cargo at 3.7 days, down from 11 days peak. On-dock rail dwell is at 7,3 days down from 13.4 days peak. Overall volume of on dock rail departures down to 26,485 units total. 17,530 units nine days and over from September 23. Import units on street is averaging 10.1 days. Port of LGB dwell times for local imports steady, Wk. 37, -52%, Vs. Oct 28, 2021, benchmark.

Canadian Terminal Update:


  • All vessels calling Vancouver continue to face significant delays, partly due to terminal congestion but also due to delays departing Asia.
  • Yard utilization at GCT remains high at 95% Daily yard productivity has increased to an average of 38,300ft per day, which is 15% below daily target. Rail dwell is 7.5 days.


  • Due to ongoing construction projects at the Port of Montreal, berth congestion continues to have a negative impact on vessel schedules These projects have been further delayed and impact is expected to last into November. Ships are required to anchor and wait for an available berth. Additional delays of 1-3 days can be expected for all services.
  • Labor availability continues to impact operations at all terminals in Montreal. This situation is expected to continue for the near future, resulting in a further impact on dwell times and vessel schedules. Average import dwell times continue to deteriorate, presently standing at 9.4 days.

Prince Rupert

  • The yard at Prince Rupert is severely congested, however utilization has come down to 96% Import dwell times presently stands at 14.6 days due to inconsistent railcar supply.

Saint John:

  • Vessel operations in Saint John are fluid and ships are not experiencing any delays once alongside. The terminal in Saint John continues to deal with severe congestion, however, import dwell times have improved slightly to 8.9 days. Railcar supply, labor availability, terminal congestion and rail switching delays are primary factors contributing to inconsistent daily productivity


  • The Port of Halifax is preparing for the arrival of Hurricane Fiona. Operations will shut down in the evening of Sept 23 and ships will be held off berth until the situation improves. Overall impact to ship operations is expected to be 48-72HRS. Current dwell time has decreased to 10.8 days however it is expected that this number will increase due to Hurricane Fiona's impact.

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 5.7 days
  • Chicago, IL - average 10.8 days
  • Dallas, TX – average 12 days
  • Detroit, MI – average 9.9 days
  • Houston, TX – average 7.6 days
  • Kansa City, MO – average 11.4 days
  • Long Beach, CA – average 15.9 days
  • Los Angeles, CA – average 21.4 days
  • Memphis, TN – average 14.8 days
  • MMR rail New York – average 6.6 days
  • New York, NY - average 7.2 days
  • Norfolk, VA – average 7.8 days
  • Savannah, GA – average 8.2 days

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)
  • 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.
  • CINCINNATI – Constrained on 40’ and 45’ chassis
  • CLEVELAND - Deficit on 20’and 40’ chassis.
  • COLUMBUS - Deficit on 40’, constrained on 45’ chassis
  • DETRIOT – Deficit on 40’ chassis
  • INDIANAPOLIS - Deficit on 20’, 40’ and 45’ chassis.
  • LOUISVILLE - Constrained on 40’ chassis.
  • MEMPHIS – Deficit on 40’ chassis.
  • NASHVILLE – Constrained on 40’ chassis
  • DALLAS / Ft. WORTH - Deficit on 40’ chassis
  • EL PASO - Deficit on 20’ and 40’ chassis.
  • HOUSTON – Constrained on 40’ chassis
  • BALTIMORE - Deficit on 40’ chassis.
  • NEW YORK/NEW JERSEY – Deficit on 40’ chassis.
  • KANSAS CITY – Deficit on 40’ and 45’ chassis
  • OMAHA - Deficit on 40’ and 45’ chassis.
  • St. LOUIS – Deficit 40’ and 45’ chassis.
  • DENVER - Deficit on 40’ chassis
  • SALT LAKE CITY - Deficit on 40’ chassis.

Customer Service

Please click on this document for further on COVID-19 Terminal information.


Vessel updates and port changes per service

  • Pacific North Loop 4 (PN4) - Prince Rupert, Canada updates
    • No sailings from Qingdao, CN on weeks 36 and 37.
  • Pacific South Loop 5 (PS5) - Change of terminal at Los Angeles (US) from Yusen Terminal to TraPac for the following vessels. The Estimated Time of Arrival (ETA) at Los Angeles is provided next to the vessel:
    • MV Argus V. 119W, ETA September 16, 2022
    • MV NYK Themis V. 082W, ETA September 24, 2022
  • Pacific South Loop 6 (PS6- Change of terminal at Los Angeles (US) from TraPac to Yusen Terminal for the following vessels. The Estimated Time of Arrival (ETA) at Los Angeles is provided next to the vessel:
    • MV YM Trophy V. 003W, ETA September 29, 2022
    • MV Aristomenis V. 018W, ETA October 5, 2022
    • MV YM Tutorial V. 002W, ETA October 12, 2022
    • MV YM Target V. 009W, ETA October 19, 2022


  • East Coast Loop 4 and 5 (EC4) (EC5)
    • The East Coast Loop 4 will omit New York, US on its Westbound rotation, starting with MV Monaco Bridge V. 0019E/W, ETA at New York October 11, 2022.
    • The East Coast Loop 5 has the following plan:
      • Omit Halifax, CA on its Westbound rotation with MV Hyundai Force V. 0095E/W with ETA October 18, 2022
      • Ad-hoc call at New York, US starting with MV Hyundai Force V. 0095E/W with ETA October 20, 2022

Railway Labor updates - strike has been called off - September 2022

Here's an update of the most recent developments on the ongoing rail vendors' labor negotiations. We will continue to update this section with the latest developments. With your cargo planning in mind, we would like to highlight that the situation remains very fluid and you can find more detailed information here

  • Please scroll to the table below to follow the services and cargo types affected.

Update September 16, 2022 - The strike has been called off. No further action has been taken. Please use the below table as a reference, in case there have been changes to your cargo planning.

Update September 15, 2022 - A set of guidelines have been issued to assist your cargo planning. This includes processes for containers on vessels, at port of discharge, on rail, grounded at rail yard for import and export cargo. You will find this information updated in our CustomerNEWS site here.

Update September 14, 2022 - A tentative agreement has been reached with 10 out of the 12 unions. Negotiations continue during the ‘cooling off’ period which ends September 16, 2022 at 12:01 AM. Our rail vendors have been preparing for a potential shut down while of course remaining hopeful that any impact to rail transport can be avoided.

The table below outlines the cargo or rails impacted as of September 15, 2022 - please note that this table will continue to be updated periodically.

Rail Dry Temperature Controlled Hazardous RSSM Hazardous Other
NS Shut down 9/14 17:00 Shut down 9/14 17:00 Shut down 9/14 17:00 Shut down 9/14 17:00
CSXT Continued Operation Restricted effective 9/14 Shut down 9/12 Shut down 9/12
CP MTR/St. Johns import stop MTR/St. Johns import stop MTR/St. Johns import stop MTR/St. Johns import stop
CN Stop - Import 9/15, Export 9/14 Stop - Import 9/15, Export 9/14 Stop - Import 9/15, Export 9/14 Stop - Import 9/15, Export 9/14
KCS Continued Operation Continued Operation Continued Operation Continued Operation
BNSF Continued Operation Continued Operation Restricted Continued Operation
UP Continued Operation Continued Operation Restricted Continued Operation

Please find below the definitions for Rail Security-Sensitive Materials (RSSM):

  1. A rail car containing more than 2,268 kg (5,000 lbs.) of a Division 1.1, 1.2, or 1.3 (explosive) material, as defined in 49 CFR 173.50;
  2. A tank car containing a material poisonous by inhalation as defined in 49 CFR 171.8, including anhydrous ammonia, Division 2.3 gases poisonous by inhalation as set forth in 49 CFR 173.115(c), and Division 6.1 liquids meeting the defining criteria in 49 CFR 173.132(a)(1)(iii) and assigned to hazard zone A or hazard zone B in accordance with 49 CFR 173.133(a), excluding residue quantities of these materials; and
  3. A rail car containing a highway route-controlled quantity of a Class 7 (radioactive) material, as defined in 49 CFR 173.403.
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