Freight market update - 9 October 2025

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• Starting October 14, 2025, U.S. trade policy will impose a new port fee on vessels that are Chinese-owned, operated, or built.

• Consultancy Alphaliner, cited by Splash247, estimated that the top ten container carriers may face $3.2 billion in combined U.S. port fees in 2026.

• Due to their large share in the Trans-Pacific trade, COSCO Shipping and its subsidiary OOCL could face around $1.53 billion in annual U.S. port fees in 2026.

• For shippers, the result is longer transit times, unpredictable schedules, and higher costs across sectors such as automotive and e-commerce.

• The situation is compounded by the imminent USTR port fees on Chinese vessels starting October 14.

Read on for more in-depth updates.

Asia → North America

US/CA

Transpacific Trends and Market Updates

• U.S. importers are facing a dual challenge this month: new port tariffs on Chinese vessels and the ongoing government shutdown.
• Reduced staffing at federal agencies has left fewer inspectors and overstretched air traffic controllers.
• These shortages are already causing delays at airports and affecting international cargo flows.
• Major ports are also experiencing congestion, leading to vessel delays and tighter container availability.
• For shippers, the result is longer transit times, unpredictable schedules, and higher costs across sectors such as automotive and e-commerce.
• The situation is compounded by the imminent USTR port fees on Chinese vessels starting October 14.
• Carriers must prove fees have been paid in advance or risk being barred from unloading at U.S. ports.
• In response, China has announced its own countermeasures.
• The financial impact will fall heavily on operators, with estimates running into billions in added costs.
• Industry leaders have issued urgent calls for mitigation strategies, but responses remain limited so far.
• At present, both the U.S. and China seem prepared to absorb short-term impacts while leveraging regulatory measures as bargaining tools.
• October continues to record falling rates across the trade, extending September’s downward trend.
• Space remains generally available, though congestion pockets persist, particularly at Colombo, leading to intermittent delays.
• MSC has reinstated Karachi as a direct call, offering extended transit options.
• Chattogram is experiencing minor disruption due to berthing congestion.
• Colombo’s high yard density continues to impact terminal operations.
• Bangladesh’s revised tariff schedule will take effect from mid-October.
• Schedule reliability fell slightly by 1.5 percentage points in July/August, averaging 71%.
• Carrier performance varied: MSK/HPL stayed strong above 90%, while MSC recorded notable declines.
• Shippers are advised to book at least two weeks in advance to secure target sailings, given congestion and operational variability.

Central China

• SHA → USWC: Market stable before the holiday; dense cargo space remains constrained at LAX, while SFO is more balanced.
• SHA → USEC: Market hot with tight space following flight cancellations; e-commerce flows lighter pre-holiday, but general cargo bookings are strong and harder to secure.
• NGB: Space remains tight, with all bookings handled on a case-by-case basis.

North China

• TSN: Market hot; KE/OZ/JL freighters offer earlier ETDs; lead times of 4–5 days are required.
• DLC/PEK: Most carriers stable with UA flights fully resumed; dense shipments can access spot space, but high-volume cargo requires 6–7 days’ notice.
• TAO: Market hot, especially to the East Coast where space is very tight; spot bookings still available for dense or urgent cargo.

South China

• CAN: Peak-season pressure building, with further rate increases likely over the weekend; final pricing checked case by case.
• SZX: Market steady but costly, with bookings managed directly with carriers.
• XMN: Space very tight into the holiday, particularly on East Coast lanes (JFK/ORD); carriers expected to raise rates further into October.

Turkey → North America

• October rates decreased across most lanes, though carriers have hinted at possible increases in the second half of the month as demand picks up post-Golden Week.
• FAK contracts remain below long-term deals, and no PSS has been applied to LT contracts.
• Overall demand stayed muted in early October, with no significant holiday-driven peak.
• Carriers increased blank sailings to align supply with softer demand ahead of Golden Week.
• Capacity dropped by up to 28% on the U.S. West Coast in weeks 40 and 41.
• The U.S. East Coast saw a temporary 46% rise in capacity during the same period.
• Capacity is expected to rebound quickly after Golden Week, with space generally remaining accessible.
• Port congestion is currently manageable on both U.S. coasts.
• Despite reduced sailings, subdued demand has kept space availability strong.
• New U.S. measures targeting Chinese-built or Chinese-operated vessels will take effect from October 14.
• The fees start at $50 per net ton or $120 per TEU and will increase annually.
• Each vessel will be capped at five voyages per year under the new fee structure.
• Additional tariffs on Chinese goods such as furniture and lumber will also begin mid-October.
• The temporary U.S.-China trade agreement is set to expire on November 10.
• Without renewal, tariffs on Chinese imports could revert to 145%, adding to uncertainty.
• New U.S. port charges on Chinese-built and Chinese-operated vessels will take effect on October 14, adding both regulatory and cost pressure to carriers.
• The market remains stable but oversupplied, with steady demand between Europe and the U.S.
• Carriers continue to deploy additional tonnage and larger vessels, creating oversupply relative to demand.
• To rebalance capacity, blank sailings are being implemented.
• MSC has replaced its NEWUSEC1 service with the Albatros rotation.
• The change maintains USEC coverage but removes London Gateway from the loop.
• This reduces capacity for European shippers and limits alternative sailing options.
• Congestion at both European and U.S. East Coast ports is prolonging transit times, even when vessels depart on schedule.
• Global air cargo demand remained resilient in August, with cargo tonne-kilometers (CTK) rising 4.1% year-on-year, according to IATA.
• While slightly below July’s 5% growth, August marked the sixth consecutive month of year-on-year expansion.
• IATA Director General Willie Walsh highlighted that changes in global trade patterns have benefited air cargo.
• Some high-value goods have shifted from sea to air to minimize tariff risk.
• Volume has been diverted away from North America due to changes in the de minimis rule, which slowed low-value shipments from China.
• This shift has boosted growth on Europe–Asia, Within Asia, Africa–Asia, and Middle East–Asia trade lanes.
• The Loadstar reported that e-commerce flows into Europe are expected to accelerate.
• IATA data showed Europe–Asia air cargo demand grew 13% year-on-year in August.
• The European Commission stated that 91% of low-value e-commerce shipments (under €150) to the EU in 2024 originated from China.
• To support customs operations and ensure product safety, the Commission has proposed a €2 handling fee per shipment entering the EU.
• If implemented, this fee could introduce new uncertainties to global air cargo flows.

North America → Turkey

• U.S. Census Bureau data shows a sustained decline in import volumes from China since the start of the year.
• July was an exception, with import volumes rising due to tariff-driven frontloading.
• In response, China has redirected exports toward markets with stronger demand.
• Maersk’s July market update first noted this shift, which has supported China’s overall export momentum.
• According to Maersk’s October update, China’s share of global exports has now risen to 37%.
• Latin America and Africa have emerged as key growth regions for Chinese exports.
• Between 2019 and the first half of 2025, China’s share of exports to Latin America increased by 11%, reaching 38%.
• Container volumes to Africa grew by 7% over the same period, lifting China’s share to 39%.
• In the first half of 2025, China accounted for 40% of total containerized imports into Europe, up five points from 2019.
• Despite China’s continued dominance as a manufacturing hub, sourcing activity is increasing in Southeast Asia.
• Vietnam, Cambodia, and the Philippines are seeing growing demand as businesses diversify to reduce tariff exposure and geopolitical risks.
• Several measures have driven higher tariff levels globally.
• A U.S.–EU framework agreement introduced a 15% import tariff on a wide range of EU-origin goods starting in July.
• The U.S. has imposed a 50% tariff on imports from India.
• U.S.–China negotiations have delayed implementation of a proposed 145% tariff on bilateral shipments, with a decision deadline set for November 10.
• These shifts have sharply increased tariff payments for U.S. importers.
• As of September 30, Maersk calculated that importers were paying an average effective tariff of 25% per container load.
• One year earlier, the average tariff cost stood at only 5%.
• Starting October 14, 2025, U.S. trade policy will impose a new port fee on vessels that are Chinese-owned, operated, or built.
• The fee structure is reportedly tied to China’s dominant role in global maritime trade.
• Consultancy Alphaliner, cited by Splash247, estimated that the top ten container carriers may face $3.2 billion in combined U.S. port fees in 2026.
• This projection is based on the current fleet deployment patterns to the U.S. market.
• Due to their large share in the Trans-Pacific trade, COSCO Shipping and its subsidiary OOCL could face around $1.53 billion in annual U.S. port fees in 2026.
• In a September customer advisory, COSCO acknowledged the fees could create “operational challenges.”
• The carrier also pledged to maintain service quality in its U.S. operations despite the added costs.
• Alphaliner highlighted in a March post on X that more than half of the container vessels serving U.S. ports were built in South Korea (54.5%).
• China accounted for 20.9% of the vessel builds, while Japan contributed 12.3%.
• In response, Chinese authorities have moved to protect domestic shipping interests.
• Premier Li Qiang signed a decree revising international maritime transport rules, according to the State Council’s official English-language site.
• The decree stated that China will take countermeasures against countries or regions that impose or support discriminatory restrictions on Chinese vessels, operators, or crew.
• Chinese shipping companies have begun adopting mitigation strategies.
• As reported by gCaptain, these include partnering with non-Chinese carriers through alliances.
• They are also rerouting cargo via transshipment hubs in Canada, Mexico, or the Caribbean.
• Another strategy is delaying the retirement of older vessels built outside China.
• Non-Chinese operators have adjusted their fleet deployment by shifting Chinese-built vessels away from U.S. trade lanes.

Terminal Updates

Vessels heading to North America via the North Atlantic Sea are expected to have a change in schedule due to severe weather conditions.

New York:

• Waiting time: 6 hours at APMT (Gemini and non-Gemini vessels), 9 hours at Maher Terminals.
• Average gate turn times: 39 minutes (single) and 64 minutes (double) at APMT; 40 minutes at Maher.
• Average import rail dwell: 0.49 days at APMT, 0.5 days at Maher.
• APMT: Last new crane on East berth expected operational by end of summer.
• Gate demand at APMT is high; limited availability on vessel cut-off days.
• Customers are encouraged to deliver export cargo early in the acceptance window.

Norfolk:

• Waiting time: Up to 6 hours for Gemini and non-Gemini vessels.
• Average gate turn times: 29 / 41 minutes (single/double) at Norfolk International Terminal; 34 / 52 minutes (single/double) at Virginia International Gateway.
• Average import dwell: 3.6 days.
• Four new cranes arriving in September; commissioning set for January 2026.
• North NIT expected to be operational in late September.

Charleston Terminal:

• Waiting time: Up to 3 hours at Wando Welch; no wait at North Charleston Terminal.
• Average truck turn times: 19 minutes (Wando Welch), 18 minutes (North Charleston), 15 minutes (Leatherman).
• Import dwell: 6.9 days at Wando Welch, 3.5 days at North Charleston.

Savannah:

• Waiting time for berth: Up to 2.3 days for both class 1 and class 2 vessels.
• Average gate turn times: 33 minutes (single) and 48 minutes (double).
• Import dwell: 4.9 days; Rail dwell: 1.1 days.

Houston:

• Waiting time: Up to 3 hours for Gemini and non-Gemini vessels at Barbours Cut and Bayport.
• Average gate turn times: 35 minutes (single) and 55 minutes (double) at both terminals.
• Import dwell: 3.6 days at Barbours Cut, 3.5 days at Bayport.
• Equipment: 1 crane down at Barbours Cut, 2 cranes down at Bayport.
• Yard utilisation at Barbours Cut remains high; receiving days and cut-off times adjusted on short notice.

Oakland:

• No waiting time for Gemini and non-Gemini vessels.
• Average import deliveries: Up to 4 days.
• Average gate turn time: 90 minutes.
• Equipment: 2 cranes out of service at Oakland International Container Terminal.

Seattle-Tacoma:

• No waiting time at Husky Tacoma or Seattle.
• Import rail dwell: 2.3 days at Husky, 3 days at Terminal 18 (T18).
• Average gate turn times: 49 minutes at T18; 45 minutes (single) and 71 minutes (double) at Husky.
• Husky will not offer Saturday or hoot gates in week 39.

Los Angeles/Long Beach:

• All terminal gates operating per Pier Pass program.
• Port of Los Angeles dwell times: 3.1 days (local imports), 3.7 days (on-dock rail), 3.8 / 6.7 days (20 ft / 40+ ft containers on street).
• Port of Long Beach dwell times: 4–8 days (local imports).
• Average terminal gate turn times at Long Beach Container Terminal: 45–50 minutes, depending on shift.

Chassis Pools

All pools are operating as normal except:

1. Chicago – Constrained on 20’ chassis.
2. El Paso – Deficit on 40’ chassis.
3. Baltimore – Constrained on 20’ and 40’ chassis.

Intermodal Operations

Truck power can be secured within 1-3 days for the majority of locations, including marine terminals, rail ramps, and depots.

Port Status

Final Thoughts

In light of the latest updates and trends, the market is currently in the course of showing robust performance and is equipped with ample capacity and resources. Individuals and businesses involved in import/export activities must stay well-informed about market dynamics and strategies to make informed decisions.

To ensure a smooth and hassle-free experience with your import/export operations, it is recommended to seek guidance from industry experts. Taking proactive measures and staying proactive in your approach will help you navigate the market effectively. We greatly appreciate your continued readership and encourage you to subscribe to our weekly market updates to stay abreast of the latest developments and insights.