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September 2026 Asia to North America Ocean Market Review
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The Asia to North America ocean market continues to face significant operational disruption that is reducing schedule reliability, extending transit times and driving up transportation costs.
For many importers, the challenge is not simply the ocean freight rate. Delays, congestion, inland transportation changes, inventory shortages and routing decisions are all affecting total landed cost.
In this environment, reliability, inventory availability and early routing decisions are becoming increasingly important.
Asia Port Congestion
Congestion at major Asian gateways, particularly Shanghai, Ningbo and Yantian, is causing vessels to fall behind schedule before they begin the transpacific portion of their voyages.
A major contributor has been the unusually active typhoon season. Successive storms have forced temporary port closures, disrupted terminal operations and created vessel backlogs that have been difficult to clear.
The impact goes beyond longer transit times. Congestion is effectively taking vessel capacity out of the market. Ships waiting for berths, skipping port calls or operating significantly behind schedule are not available where and when carriers originally planned to deploy them.
These delays then cascade through carrier networks. Vessels return late, subsequent voyages are disrupted and the result is more schedule slides, port omissions and involuntary blank sailings (sailings that do not take place).
China is also approaching two major holiday periods. The Mid-Autumn Festival runs from September 25 through September 27, followed almost immediately by Golden Week from October 1 through October 7.
These holidays can create additional pressure as factories and shippers work to move cargo before the closures, followed by reduced production and operating activity during the holiday periods.
Blank Sailings and Sliding Schedules
We are seeing a significant amount of schedule sliding and blank sailings across the market.
Unlike traditional blank sailings that may be used by carriers to manage capacity, many of the current disruptions appear to be operationally driven.
Carriers have little incentive to intentionally remove significant capacity while FAK rates remain strong. However, congestion, missed rotations and vessel delays are forcing some sailings to be cancelled, delayed or moved into subsequent weeks.
The result is fewer dependable departures and less predictability around actual delivery dates.
Panama Canal Adds Pressure to East Coast Services
The Panama Canal has become an additional source of uncertainty for Asia to U.S. East Coast routings because of low water levels and below-normal rainfall in the Canal watershed.
What is particularly concerning is the timing. The Canal is already dealing with low-water conditions even though the traditional dry season does not begin until around December.
If conditions continue to deteriorate, further restrictions could place additional pressure on transit capacity and vessel schedules.
The problem becomes greater when vessels arrive late from Asia. Congestion and typhoon-related delays can cause a vessel to miss its scheduled Panama Canal transit window, creating additional waiting time before another transit opportunity becomes available.
A delay that begins in Shanghai, Ningbo or Yantian can therefore compound before the vessel reaches the U.S. East Coast.
Another alternative is routing around the Cape of Good Hope. This is a longer voyage, but as Panama Canal delays become more severe, the Cape routing may provide greater schedule predictability for certain services.
We are beginning to see some carriers consider or shift additional capacity toward Cape of Good Hope routings. The tradeoff is longer transit time and higher operating cost, but a longer planned transit can sometimes be preferable to an uncertain transit with an unpredictable delay.
This is also one of the reasons more importers are considering U.S. West Coast alternatives.
Equipment Availability Emerging as Another Issue
Equipment availability in Asia is also becoming an increasing concern.
When vessels are delayed throughout the network, empty containers do not return to Asian origins on schedule. This slows the equipment cycle and can create shortages at individual origins.
The tighter equipment market is also affecting container quality. We are seeing instances where older or lower-quality containers are being released for export because shippers have fewer alternatives.
Importers should make sure their factories and suppliers inspect containers carefully before loading and reject any equipment that is not suitable for an international ocean move.
Factories should pay particular attention to the floor, doors, seals, roof, sidewalls and any signs of holes, water intrusion or structural damage.
Simply securing a container is not enough. The container also needs to be suitable and seaworthy for the voyage.
Book Early and Pre-Approve Routings
In the current market, booking early is one of the most important steps customers can take.
We are recommending that customers book at least four weeks in advance whenever possible and pre-approve preferred routings before space becomes constrained.
Waiting until cargo is ready can significantly reduce the available options. By that point, the preferred sailing may already be full, equipment may be limited or the most reliable routing may no longer be available.
Early booking gives origin teams more time to secure space, locate quality equipment and protect the desired sailing.
It also allows BOC to evaluate alternative routings in advance rather than reacting after a problem develops.
In this market, the earlier the booking and routing decisions are made, the better the chance of protecting the customer’s required delivery date.
West Coast Routing Becoming More Attractive
For time-sensitive cargo, we are seeing more customers reconsider traditional all-water service to the U.S. East Coast.
Some importers are instead routing freight through U.S. West Coast gateways, transloading the containers and trucking the cargo inland.
Although this strategy can increase inland transportation costs, it removes Panama Canal exposure and can provide greater control over the final delivery schedule.
For customers facing production deadlines, retail commitments or low inventory levels, the additional transportation expense can be significantly less costly than an extended supply chain delay.
IPI Can Eliminate the West Coast Transit Advantage
Traditional IPI rail remains another option for moving West Coast cargo inland, but rail delays can eliminate much of the transit-time advantage.
Recent conditions in Southern California illustrate the issue. Average on-dock intermodal dwell at some terminals is running around 5 days, while off-dock intermodal dwell can exceed 9 days, with some containers waiting significantly longer.
The delays are being driven by a combination of high container volumes, limited rail in-gate capacity, chassis availability, truck power and gate appointments. In some cases, containers are being drayed off-dock to inland rail facilities to help relieve terminal congestion.
When cargo waits this long after vessel discharge, a fast transpacific ocean transit can quickly become a slow overall door-to-door transit.
For urgent shipments, transloading and trucking inland can provide greater predictability than relying on IPI.
The decision should be based on the routing most likely to meet the required delivery date and overall supply chain requirements, rather than simply the lowest transportation cost.
Inventory Is Becoming a Competitive Advantage
The importers that pulled inventory forward earlier in the season are now in a significantly stronger position.
Customers operating with very lean inventories are more exposed to schedule disruptions, equipment shortages, blank sailings and extended transit times.
The pull-forward strategy has paid off for many companies.
Those with inventory will win.
That does not mean every importer should dramatically increase inventory. It does mean companies need to reassess appropriate safety stock when transportation reliability deteriorates.
Additional Risks to Watch
Two additional risks could have a meaningful impact on Asia to North America cargo flows over the coming weeks.
The first is the potential for changes in U.S.-China trade policy following the expected late-September meeting between President Trump and President Xi.
Any meaningful change in tariff policy could quickly influence import volumes. New or higher tariffs could create another rush to move cargo before an effective date, while an easing of tariffs could have the opposite effect.
The second risk is the continuing military conflict in the Middle East and the potential for further disruption to global cargo flows.
Any escalation affecting the Red Sea, Suez Canal or surrounding trade lanes could force carriers to alter routings again, reduce available vessel capacity, increase transit times and add further pressure to transportation costs.
The situation remains particularly difficult to predict because conditions can change quickly. A significant escalation could disrupt the recent progress in returning selected services to the Suez Canal and once again push more vessels toward longer Cape of Good Hope routings.
Some Positive Developments
There are also some positive developments that could eventually help improve capacity and transit times.
Selected vessels and services have begun returning to the Suez Canal following carrier security assessments. If this trend continues, shorter vessel rotations could gradually release some capacity that has been tied up by the much longer Cape of Good Hope routing.
However, we would not view this as a significant market shift yet. Security conditions in the Middle East remain fluid, and renewed attacks or broader regional escalation could quickly cause carriers to reverse course and move vessels back around the Cape.
We are also seeing additional capacity and routing options developing from the Indian Subcontinent to North America.
India continues to grow as an important sourcing market for North American importers, and increased carrier attention to this trade should provide customers with more alternatives.
These are encouraging developments, but they should be viewed cautiously given the continuing volatility across the global transportation network.
Near-Term Outlook
We expect conditions to remain challenging through September and potentially worsen around the Mid-Autumn Festival from September 25 through September 27 and Golden Week from October 1 through October 7.
Asian port congestion, reduced effective vessel capacity, equipment shortages and Panama Canal restrictions should continue to pressure transit times, transportation costs and schedule reliability.
There are some encouraging signs, including selected services beginning to use the Suez Canal again and additional capacity serving India to North America.
Overall, however, we believe the market may get worse before it gets better.
Our current expectation is that more meaningful operational relief could begin in late October as post-holiday volumes moderate and vessel networks have an opportunity to recover.
BOC Perspective: Intelligence Through Strategic Planning
In a disrupted market, intelligence is about using information early enough to make better decisions.
Customers need visibility into origin congestion, vessel schedules, Panama Canal conditions, equipment availability, rail delays and inland capacity so they can evaluate alternatives before disruption affects their supply chain.
That may mean continuing to move cargo all-water to the East Coast when schedules are reliable.
It may mean shifting selected shipments through the West Coast to avoid Panama Canal delays.
It may mean considering a Cape of Good Hope routing where a longer planned transit provides greater predictability.
For more urgent cargo, it may mean transloading on the West Coast and trucking inland rather than relying on IPI rail.
The right solution can vary by shipment, destination, inventory position and required delivery date.
BOC’s role is to help customers see risks earlier, understand the alternatives and make better routing decisions before delays become problems.
Please reach out when you are making critical supply chain decisions. Whether you are evaluating alternative routings, deciding when to ship, determining where to position inventory or trying to avoid a potential delay, our team can help you assess the options and make the best decision for your supply chain.
Early planning and informed decisions can make a meaningful difference.
BOC is here for you as your intelligent logistics partner for companies who expect more than transportation. We combine technology, market intelligence, and exceptional people to build stronger supply chains. Let’s succeed together. Thank you for all your support.
Best, Patrick Fay
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Please find our newest Space and Equipment report, below.
Please note: regardless of the status showing on the report, please reach out to your BOC Representative to discuss existing status. Space availability changes daily, even multiple times per day. This report is just a general guideline. We will always do everything we can to help you move your freight.
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Please find our newest Space and Equipment report, below.
Please note: regardless of the status showing on the report, please reach out to your BOC Representative to discuss existing status. Space availability changes daily, even multiple times per day. This report is just a general guideline. We will always do everything we can to help you move your freight.
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Please find our newest Space and Equipment report, below.
Please note: regardless of the status showing on the report, please reach out to your BOC Representative to discuss existing status. Space availability changes daily, even multiple times per day. This report is just a general guideline. We will always do everything we can to help you move your freight.
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Long Beach Container Terminal –
Container Dwell Time Update 8/13/26
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The overall average import intermodal dwell at LBCT (Long Beach Container Terminal) is 10.33 days which is an increase from last week’s 8.03 days (WED August 5th). Today’s overall number of dwelling OOCL on-dock intermodal containers at LBCT is 2350 down by 2152 containers from last week’s 4502. The longest dwelling intermodal container at LBCT today is 24 days (last week it was 23 days) LBCT continues to focus on ramping and departing the longest dwelling containers first.
BNSF reported a derailment on Monday evening near Needles, CA which closed BNSF’s mainlines 1 & 2 in both directions. This derailment caused over 50 BNSF trains to be held, both tracks are now open and trains are moving. Because of this derailment, LBCT had no flatcars to load, two rail shifts were lost waiting for westbound trains to arrive.
The terminal is continuing to dray import intermodal containers from LBCT to BNSF Hobart. This is improvement allows containers to flow on the rail to Houston, St Louis, and Kansas City. This week some Ohio Valley destinations are also being drayed to Hobart. These off-dock drays will continue until the number of dwelling containers is drastically reduced.
The terminal continues to emphasize that longer dwelling containers for individual customers will not be prioritized, as previously mentioned, it will only delay the movement of all containers.
All westbound trains arriving in Southern California for LBCT have delivered to LBCT upon arrival, this means export misconnects should be minimal if any.
Additional information an be found on the Port of Long Beach’s dashboard (https://polb.com/cargo-nav/port-operations#operations-dashboard).
The below graphs and the above data are OOCL’s intermodal numbers only (does not include other OA partner lines or LBCT’s 3rd party customers):
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Please find our newest Space and Equipment report, below.
Please note: regardless of the status showing on the report, please reach out to your BOC Representative to discuss existing status. Space availability changes daily, even multiple times per day. This report is just a general guideline. We will always do everything we can to help you move your freight.
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Please find our newest Space and Equipment report, below.
Please note: regardless of the status showing on the report, please reach out to your BOC Representative to discuss existing status. Space availability changes daily, even multiple times per day. This report is just a general guideline. We will always do everything we can to help you move your freight.
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Import Dwell Times at Long Beach Container Terminal Worsen
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Following is an update from OOCL regarding latest LBCT situation (Long Beach Container Terminal) (and Rail)
Today’s overall average import intermodal dwell at LBCT is 7.57 days which is an increase of just over one day from last week’s 6.45 days (WED July 15th). Today’s overall number of dwelling OOCL on-dock intermodal containers at LBCT is 5,954 up by 1,065 containers from last week’s 4,889.
The longest dwelling intermodal container at LBCT today is 26 days (last week it was 24 days) LBCT continues to focus on ramping and departing the longest dwelling containers first.
LBCT advised all SSLines last Thursday that import intermodal containers to Houston, St Louis, and Kansas City would need to be changed from on-dock to off-dock (trucked to BNSF Hobart). This applied to new arriving vessels on/after July 18th. This will continue until the number of dwelling containers subside. As of this morning, we had 101 of these containers discharged from vessels waiting to be drayed to BNSF Hobart. (the 101 is not counted in the above dwell numbers).
We continue to emphasize that longer dwelling containers for individual customers will not be prioritized, as previously mentioned, it will only delay the movement of all containers.
Many of you are aware that LBCT has an expedited rail product, this product will not be offered until intermodal dwell returns to a normal level.
All westbound trains arriving in Southern California for LBCT have delivered to LBCT upon arrival, this means export misconnects should be minimal if any.
The below graphs and the above data are OOCL’s intermodal numbers only (does not include other OA partner lines or LBCT’s 3rd party customers):
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US Trade Representative Office Imposes 10-12.5% Tariffs on Imports
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CSMS # 69326983 – GUIDANCE: Section 301 Forced Labor Import Duties
The purpose of this message is to provide guidance regarding the Office of the United States Trade Representative’s action imposing 10 percent to 12.5 percent tariffs on imports from sixty economies with certain exemptions, under section 301 of the Trade Act of 1974, effective July 24, 2026. This action was announced by the United States Trade Representative on July 23, 2026. See USTR Section 301 Forced Labor Action.
GUIDANCE
This guidance provides instructions for importers, brokers, and filers on submitting entries to U.S. Customs and Border Protection (CBP) on imports from the sixty economies specified below entered for consumption, or withdrawn from warehouse for consumption, on or after 12:01 a.m. Eastern Standard Time on July 24, 2026.
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USTR Takes Action in Forced Labor Section 301 Investigations
WASHINGTON – Today, Ambassador Jamieson Greer is taking final action, at President Trump’s direction, under Section 301 of the Trade Act of 1974 by imposing tariffs on 60 economies for their failure to impose and effectively enforce a prohibition on the importation of goods produced with forced labor. Today’s action comes after the Office of the United States Trade Representative’s (USTR) investigations, which included two rounds of public hearings, more than 2,100 public comments, and engagement with our trading partners to remedy these longstanding concerns.
“President Trump recognizes that decades of moral suasion have not eradicated forced labor from global supply chains. The United States has had a forced labor import ban for nearly a century, and rigorously enforces it; it’s well past time for our trading partners to do the same,” said Ambassador Greer. “Today’s action will begin to correct what is both a human rights abuse and distortive trade practice to improve the welfare of workers everywhere. I am encouraged by the trading partners who have moved quickly to adopt forced labor import prohibitions, and look forward to ensuring their effective enforcement.”
To view the pre-publication version of the Federal Register Notice, click here.
To read USTR’s Fact Sheet, click here.
Background
Section 301 of the Trade Act of 1974, as amended (Trade Act), is designed to address unfair foreign practices affecting U.S. commerce. Section 301 may be used to respond to unjustifiable, unreasonable, or discriminatory foreign government acts, policies, or practices that burden or restrict U.S. commerce. A Section 301(b) investigation examines whether the acts, policies, or practices are unreasonable or discriminatory and burden or restrict U.S. commerce.
At the specific direction of the President, on March 12, 2026, the U.S. Trade Representative initiated 60 investigations related to the failure of various economies to impose and effectively enforce a prohibition on the importation of goods produced with forced labor. On April 28 and April 29, 2026, USTR and the Section 301 Committee convened public hearings regarding these investigations. Pursuant to Section 303(a) of the Trade Act, USTR also held consultations with more than 45 of the governments of the economies subject to the investigations.
On June 2, 2026, the U.S. Trade Representative determined under Section 301 of the Trade Act that the acts, policies, and practices of the 60 investigated economies related to the failure to impose and effectively enforce a prohibition on the importation of goods produced with forced labor is unreasonable and burdens or restricts U.S. commerce, and are thus actionable under Section 301(b) of the Trade Act. As a result of this determination, the U.S. Trade Representative proposed responsive action and invited the public to provide written comments on the proposed action by July 6, 2026. USTR received, reviewed, and analyzed over 1,600 written comments on the proposed responsive action. From July 7 to July 9, USTR also held public hearings regarding proposed responsive action in the investigations, at which over 100 witnesses provided testimony and responded to questions.
Consistent with the specific direction of the President, the U.S. Trade Representative has made the following determinations:
- 10 percent is the appropriate rate of Section 301 duties for investigated economies that (i) impose a forced labor import prohibition; (ii) have committed to impose and enforce such a prohibition through an Agreement on Reciprocal Trade; or (iii) have imposed a partial regime with the effect of preventing the importation of certain forced labor goods. These economies are: Argentina, Bangladesh, Cambodia, Canada, Ecuador, El Salvador, Guatemala, Honduras, India, Indonesia, Jordan, Malaysia, Mexico, Pakistan, Sri Lanka, Trinidad and Tobago, and the United Kingdom;
- 10 percent or 12.5 percent, net of Most-Favored-Nation (MFN) rate is the appropriate rate of Section 301 duties for certain products of the European Union, Taiwan, Japan, Korea, and Switzerland that are not otherwise exempted, as explained in greater detail in the Federal Register Notice; and
- 12.5 percent is the appropriate rate of Section 301 duty for all other investigated economies.
The U.S. Trade Representative has also determined, in accordance with the specific direction of the President, that product exemptions are appropriate for: (a) raw materials that if subject to these tariffs could lead to the unavailability of domestic supply; (b) products that could cause economy-wide disruptions if subject to these tariffs; (c) products that cannot be grown or produced in sufficient quantities or at reasonable prices in the United States or obtained from other sources; (d) certain products of Argentina, Bangladesh, Cambodia, Ecuador, El Salvador, the European Union, Guatemala, Indonesia, Jordan, Malaysia, Switzerland, Taiwan, or the United Kingdom that would encourage these economies to fulfill commitments regarding forced labor import prohibitions or to enact and effectively enforce a forced labor import prohibition; or (e) articles for which these tariffs may not contribute substantially to the elimination of the acts, policies, and practices of found to be actionable in the investigations.
To read the full press release, click here:
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Trump to slap ‘sweeping’ new tariffs on 60
trade partners as global duties expire
Published Thu, Jul 23 20265:05 PM
(excerpted from cnbc.com)
Key Points
- President Donald Trump will impose a broad tariff regime on countries around the world plus the European Union as temporary tariffs expire.
- The new tariffs on dozens of countries will take effect at 12:01 a.m. Friday, senior administration officials said.
- The 10% to 12.5% duties will effectively replace Trump’s expiring 10% global tariffs.
The Trump administration will impose new tariffs just after midnight ET Friday on dozens of countries over alleged forced-labor violations, according to a notice in the Federal Register.
The duties, set between 10% and 12.5%, will effectively replace President Donald Trump’s temporary 10% global tariffs, which are set to expire at the same time as the new ones take effect.
The forthcoming tariffs will apply to 60 trade partners and cover 99.4% of U.S. trade, the Office of the U.S. Trade Representative said in a fact sheet Thursday afternoon. The office separately told CNBC that it could not provide an estimate of how much revenue the new tariffs will generate.
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