Regional Updates in North America

Operational and Customer Service Updates for North America

Operational and Customer Service Updates for North America

+++ last updated on May 24, 2022 +++


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Terminal Operations

New York Terminal:

  • There were 14 vessels waiting for berth on May 20, 2022. Waiting times for berths are running upwards of 12 days depending on terminal. Yard utilization at Maher is at 95%, GCT Bayonne 74% and 83% at APM.T All terminals report high berth utilization. Current dwell depending on terminal is running at around 6.4 days at APM, 5.9 days at Maher, and 9 days at GCT Bayonne. Empty stock surpluses continue to be extremely high and several terminals and depots have shut out empty receiving until volumes are reduced. 

Norfolk Terminal  

  • There were 6 ships at anchor on May 20. Waiting times vary from 0-1 day (if berth occupied), smaller ships wait 1-4 days, larger ships can wait 6-8 days, ULCVs can wait 10-14 days or longer if back to back arrivals. There is only one ULCV berth with 2 tall cranes at NIT, however 2 more cranes will be placed in service scheduled for May 25th. During the setup and shakedown time for these new cranes, NITS will be a to a two-berth facility until the new cranes are placed in service. A high number of long dwell imports and exports are stressing the terminals operations and equipment. Stack utilization at NIT is at 73% and VIG is at 70%. 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:

  • There are no ships at anchor for the Wando-Welch Terminal (WWT) and the North Charleston Terminal. The minimum waiting time at the WWT is 1 day and the maximum is 2 days, at NCT is 0 and 2, and at the HLT there is presently not wait but two new import service will begin discharging imports on a biweekly basis. Terminal utilization at WWT is at 74%, at NCT is at 97%, and at HLT it is at 64%, 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 For the WWT and NCT vessels with high restow counts are discouraged and ships will not receive priority even when on PF and will wait until the yard can handle the restows. Average truck turn times at the WWT are 32.0 minutes and 29.1 at the NCT. Chassis pool utilization is 90-100% utilization. Import dwell time remains biggest issue for terminal capacity. The port is urging customers to pick up import loads ASAP to assist with space at the terminals. SCSPA has implemented a process to barge long dwelling imports at 30 days from WWT to HLT and assess the cargo a charge of $500 for the diversion. This is being done to free up space at WWT and improve terminal productivity. Sunday gates thru the last Sunday in June (6/26). 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.

Savannah Terminal:

  • There were 18 ships at anchor on May 20. Berth Construction on CB02 has been delaying ships up to 5 days. Several ships bunching and several extra loaders which is adding to the vessel wait time. Prior to this Class 1 Vessels – 2 days wait and Class 2 Vessels – 3-4 days wait. The terminal capacity is at 89% utilization. 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 in 7-8-9 area which is empties for vessels. An additional 15 RTG’s coming to GCT in groups of 5 every 2 months will be complete June 2022. Berth 1 expected to Open June 2023. The U.S. Army Corps of Engineers, Savannah District, announced the deepening portion of the Savannah Harbor, and the associated shipping channel were completed March 8. This project is part of a 23-year effort to deepen the Savannah River from an authorized depth of 42 feet to 47 feet and extend it seven miles further into the Atlantic. New draft is expected to be announced in the next couple of weeks. HL Import dwell time is currently 8.0 days and export dwell is currently 12.6 days. Empties right now 2436 – allocation 2353. Gate is fluid – Record High Gate on Tuesday with 15,400. Rail is 50 hours currently (down from 74 hours). There are system issues with N4 – Gateway / Receiving inaccurate final reports back from Gateway on both imports and exports.
  • Gateway advises with empty allocation being so high they are having to go into areas not normally having to go to in order to get empties for vessels – inexperienced labor (ILA seasonal-green labor) also contributes to major reduction in productivity. RTG’s in stacks prevent shifting – which should improve in next couple of weeks. 

Houston Terminal:

  • There were 6 ships at anchor on May 20th. Barbour’s Cut terminal is currently at 57% utilization. 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 Barbour’s Cut is beginning to be utilized and the ramp space is being adjusted to accommodate for the additional operation. The rail yard is 45% utilized. The terminals continue to experience equipment shortages for chassis due to longer street dwells, Port use-only chassis are slowly being delivered – Port will charge $21.29 per day. The port has advised that refurbishment of C3 will be done by first week of June 2022. The three cranes moved from Bayport to Barbour’s Cut are being installed and delivery now delayed to June 6th. Berth 3 is out of commission while the cranes are installed. Pilots imposed draft restriction for Barbours Cut berth 1 to Maximum 41 ft. FW

Oakland Terminal:

  • Current high volume of imports is causing vessel berthing delays at OICT. The port has seen an overall increase in import volumes of 8% YTD 2021. As space opens, vessels are assigned a berth. There were 7 vessels at anchor or adrift on May 20. Average wait time at OICT is 8-12 days and TRAPAC is 0-1 days. Chassis situation is improving slightly. TRAPAC operating at 67% capacity. Overall operations have improved. OICT continues to have to discharge some Imports into inaccessible areas, till space in accessible areas opens up. Causing delays in Import deliveries (Avg is 9.8 days). OICT operating at 90% capacity. Chassis situation is very similar to TRAPAC issues above.

Tacoma Terminal:

  • There were no vessels at anchor/drifting awaiting a berth on May 20th. WUT is operating at 49% capacity and HUSKY is operating at 60% capacity. Berthing delays in Tacoma are between 1-9 days. Berthing relies on space available in yards. HUSKY Import rail staging is at 85% rail car supply is improving. At WUT rail car continues to be lower than demand, 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.

Los Angeles/Long Beach Vessel/Terminal:

  • There were 5 container ships at anchor within the 25-mile zone of the port complex plus 27 slow speed steaming or loitering outside the Safety and Air Quality Area (SAQA) on May 20. Both ports are seeing record volumes month after month that challenge the existing port infrastructure.  All terminal gates are running as published and in line with Pier Pass program.  
  • Port of LAX dwell times for import cargo at 4.4 days, down from 11 days peak. On-dock rail at 6.2 days down from 13.4 days peak. Overall volume of on-dock rail departures is 25,311 units. 10,945 units nine days and over. Import units on street is averaging 8.5 days. Port of LGB dwell times for local imports have also decreased 46%, down since October, 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. 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:

Canadian Terminal Update:

Vancouver, CAVAN

  • 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. Yard operations resulting in delayed vessels will continue through June.
  • Inconsistent railcar supply by CP Rail has also resulted in higher dwell times at GCT. Average rail dwells are currently 5.2 days and is expected to remain high until we see an improvement in car supply.

Montreal, CAMTR

  • Vessels continue to arrive at Montreal off schedule as a result of previous voyage delays. Once alongside, vessel operations at all terminals are fluid. Rail operations continue to be negatively impacted due to inconsistent rail car supply by all railways. All terminals at the Port of Montreal are experiencing high dwell times, with the average presently at 6.8 days.

Saint John, CASJB

  • Vessel operations in Saint John are fluid and ships are not experiencing any delays while alongside. Rail operations are not experiencing any significant delays and dwell times are currently at 2.1 days.

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 9.7 days
    • Chicago, IL - Average 10.1 days
    • Dallas, TX – Average 4.1 days
    • Detroit, MI – Average 7.8 days
    • Houston, TX – Average 10.8 days
    • Kansas City, MO – Average 10 days
    • Long Beach, CA – Average 10.4 days
    • Los Angeles, CA – Average 6.9 days
    • Memphis, TN – Average 7.9 days
    • MMR Rail New York – Average 1.6 day
    • New York, NY – Average 8.5 days
    • Norfolk, VA – Average 8.0 days
    • Savannah, GA – Average 8.9 days
    • Halifax, CAN – Average 5.7 days
    • Saint John, CAN – Average 2.1 days
    • Montreal, CAN – 6.8 days port; 2.5 days ramp
    • Vancouver, CAN – Average 5.2 days port; 2.2 days ramp

Please refer to this document (Week 21 2022 Hapag-Lloyd Truck Power Matrix) with the main markets and estimate lead times to secure capacity.


Important: 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

To minimize any possible 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 challenges and delays in securing good order chassis. 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 ways to help the chassis supply.

  • MINNEAPOLIS / St. PAUL – Constrained on 20’ and Deficit on 40’ chassis.
  • CHICAGO - Deficit on 40’ chassis.
  • MEMPHIS – Deficit on 40’ chassis.
  • DALLAS / Ft. WORTH - Constrained on 40’ chassis
  • EL PASO – Deficit on 40’ Chassis.
  • HOUSTON – Deficit on 40’ chassis.
  • NEW ORLEANS - Deficit on 40’ chassis.
  • SAN ANTONIO – Deficit on 40’ chassis.
  • BALTIMORE - Deficit on 40’ chassis.
  • NEW YORK/NEW JERSEY – Deficit on 40’ chassis.
  • OMAHA – Deficit on 40’ chassis.
  • LOS ANGELES/LONG BEACH – Constrained on 20’, 40’ and 45’ chassis.
  • TACOMA – Constrained on 40’ chassis.
  • SALT LAKE CITY —Deficit on 40’ 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 21 2022.

Related CustomerNEWS

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