Typhoons have struck East China’s ports in quick succession, leaving over 2.4 million TEU of capacity delayed and stranded, with schedule disruptions likely to persist for several weeks.

Recently, the Asian container shipping market has been hit by a series of typhoons, severely disrupting operations at major ports in East China. Following Typhoons Bavi and Higos, Typhoon Pakhar has further exacerbated congestion at the Port of Shanghai and the Ningbo–Zhoushan Port. According to the latest report from shipping data provider Linerlytica, ongoing tropical storms have resulted in delays or vessel rejections for approximately 2.4 million TEU of container capacity across Asia, with ports in China bearing the brunt of the impact.

The terminal has been shut down for over 60 hours, with backlog cargo volumes potentially exceeding 400,000 TEUs.
         The impact of this round of typhoons on East China’s ports began with “Bavi,” and the subsequent arrival of “Bailu” only compounded the already strained port operations. Typhoon No. 13, “Bailu,” formed on July 27 and made landfall along the coast of Yuhuan, Zhejiang, at around 5:30 p.m. on August 9, with maximum sustained winds near the center reaching Force 14. It then struck again along the coast of Yueqing, Wenzhou, at approximately 6:40 p.m. Zhejiang raised its typhoon emergency response to Level II, while coastal ports suspended production activities and all ferry services were canceled.

         Since 6:00 p.m. on August 7, the Port of Ningbo–Zhoushan has been fully closed, while the Port of Shanghai entered a lockdown starting August 8. From suspension to resumption, some terminals experienced more than two days of halted operations. During this period, loaded export containers were unable to enter the terminals as usual, some container trucks could not complete pickup and delivery tasks, and scheduled transport plans were forced to be postponed.

         According to monitoring by logistics industry experts, prior to the shutdowns at the two ports, average waiting times at Shanghai’s major terminals had already reached 4.4 to 8 days, with some terminals reporting as long as 8 to 12 days, while yard utilization rates generally ranged from 75% to 90%. At the Ningbo–Zhoushan Port, average berth‑waiting times were approximately 2 to 3 days, and yard utilization at the Meishan Terminal approached 90%. Based on an assessment of the two ports’ normal throughput capacity and the duration of the operational disruptions, this round of typhoon activity could result in more than 400,000 TEUs being concentrated in waiting for processing.

Following the resumption of work, “unsealing shockwaves” have erupted across the board, and the risk of container dumping and port congestion is on the rise.
         As weather conditions improved, the two major ports have resumed operations in stages. At the Port of Ningbo–Zhoushan, starting at 16:00 on August 10, key terminals—including North Container Terminal No. 1, North Container Terminal No. 2, North Container Terminal No. 3, Meidong Company, Daxie Container Terminal, and Yongzhou Terminal—have gradually resumed handling loaded containers for both inbound and outbound shipments. At the Shanghai Port’s Waigaoqiao Port Area, loaded container operations resumed at 02:00 on August 11, with empty container operations resuming at 08:00; the Yangshan Port Area officially reopened on the morning of August 11.

         However, the resumption of port operations is only the first step in addressing the backlog; with large numbers of containers still awaiting release and a surge of vessels arriving simultaneously, the system is experiencing widespread late sailings, port omissions, container rejections, and severe land‑transport congestion—a “post‑lockdown shock.” According to industry reports, once the Donghai Bridge resumes full traffic, daily truck‑container throughput is expected to reach approximately 30,000 trips, while peak periods could see as many as seven international vessels calling at the port in a single slot. Following Shanghai Port’s restart, waiting times for berthing may extend to 7–10 days or even longer. Some truck drivers report that typhoon‑induced flooding has left terminal storage yards severely waterlogged, with significant water pooling inside containers upon retrieval. Meanwhile, at ports such as Beilun, Daxie, and Meishan, the resumption of operations has led to a concentrated influx of trucks, markedly lengthening turnaround times—from queuing for a pickup number to completing container pick‑up and drop‑off. Over the coming days, port areas will enter a phase of clearing accumulated cargo, during which vehicle appointment systems, terminal operating efficiency, and vessel scheduling are likely to remain under sustained pressure.

         The ripple effects of port congestion are spreading throughout the entire supply chain. To make up for missed schedules, some shipping lines have begun adjusting their operations—cancelling calls at certain ports and rerouting vessels—resulting in missed port calls and cargo being left behind at terminals. At the end of July, Maersk issued three separate notices on a single day canceling calls at Shanghai Port. Industry insiders note that, following the resumption of work, the combined impact of “ships piling up” and a surge in truck traffic has led to recent delays in vessel arrivals, skipped port calls, vessel swaps, and even the cancellation of scheduled port calls. Meanwhile, port congestion is driving up additional costs: demurrage fees have soared to several thousand yuan, while truck‑waiting charges, storage fees, and document‑change fees have all risen as well. For exporters, the current challenges extend beyond slower transit times to include the pressing issue of higher transportation costs.

Freight rates remain at high levels, with the U.S. East Coast route notably affected.
         Although port congestion is putting pressure on the supply chain, it has also provided some support for freight rates. The Shanghai Containerized Freight Index (SCFI) rose for two consecutive weeks, closing at 3,276.14 points on August 7, up 2.19% from the previous week. On the U.S. West Coast route, the rate per FEU stood at $6,484, a weekly increase of 4.09%; on the U.S. East Coast route, the rate per FEU was $9,290, up 2.61% week over week. On the U.S. East Coast, the Panama Canal’s dry season has constrained vessel transit and loading capacity, thereby limiting available capacity and further bolstering freight rates.

         According to Drewry’s capacity‑analysis data, over the past two weeks, 10 sailings per week on transpacific routes have been canceled, with an additional seven sailings scheduled for cancellation next week. Industry observers note that, as the traditional peak season continues, if port turnaround times lag behind expectations, carriers may further stabilize market rates by curtailing available capacity and adjusting space allocations.

Recommendations for Export-Oriented Enterprises
         At present, the Port of Shanghai and the Port of Ningbo–Zhoushan are in a critical phase of clearing backlogs and restoring vessel schedules. Relevant enterprises are advised to pay close attention to the following areas:

         In the early stages of resuming operations, container deliveries should be scheduled appropriately based on terminal appointment slots, port opening hours, and road conditions, to avoid indiscriminate clustering and minimize unnecessary waiting and congestion.

         For shipments currently in transit, maintain close communication with overseas buyers, promptly update shipment status, manage delivery expectations, and retain port notices, carrier announcements, vehicle tracking information, and relevant expense receipts for future verification. For orders that have not yet been shipped, we recommend allowing ample logistics buffer time and booking space well in advance to avoid delivery delays caused by vessel schedule disruptions.

         At the same time, maintain frequent communication with our company to verify in real time the vessel’s estimated berthing time, the terminal’s opening time, the CY cut‑off deadline, and the VGM submission deadline, rather than relying solely on the original ETD for decision‑making. Until the current port congestion is fully resolved, continuously monitoring adjustments to shipping lines’ calling schedules, changes in available space, and equipment availability will help your company effectively manage uncertainties in the peak season market. For shipments with stringent time‑sensitive requirements, we recommend informing overseas customers in advance of potential transportation delays caused by typhoons and port backlogs, negotiating a buffer period for delivery, and adjusting delivery expectations accordingly.