Rotterdam sunset

Port congestion spreads as delays ripple through global supply chains

Jun 9, 2026 | , , , , , , , , , , , , , , , ,

Port congestion in North Europe and East Asia is increasingly a two-ended problem: weather and capacity issues at origin delay departures, and when those same vessels finally reach port in Europe, they miss their planned berths and are forced to wait again, magnifying disruption throughout supply chains.

Congestion across key container gateways in Asia and Northern Europe is once again creating significant disruption with delays at Shanghai, Ningbo, Rotterdam and Antwerp increasingly feeding into one another and extending transit uncertainty across the entire east-west trade.

While individual delays at a single port are not unusual during peak season, the current challenge is the growing “cascade effect” developing across vessel schedules, inland transport networks and terminal operations.

In simple terms, disruption at one end of the trade lane is now directly increasing congestion at the other.

Weather disruption and vessel bunching hit China exports

Shanghai and Ningbo are both experiencing elevated congestion levels as heavy seasonal demand combines with poor weather, vessel bunching and continued schedule disruption linked to longer Cape routings.

Dense fog and adverse weather conditions around China’s east coast have already caused berth delays ranging from two to seven days at some Shanghai terminals, while Ningbo is also experiencing extended waiting times and increasing yard density pressure.

The knock-on effect quickly spreads through carrier schedules.

When vessels are delayed departing China, they frequently miss planned arrival windows into Northern Europe. Once that happens, carriers can lose their allocated berth slots, forcing vessels to wait offshore for new availability.

That creates a compounding cycle where both origin and destination ports become congested simultaneously.

Container equipment shortages are also worsening across major Asian export hubs as carriers struggle to reposition empty containers back into loading ports quickly enough to meet demand.

Rotterdam and Antwerp under mounting pressure

Northern Europe’s largest container hubs are now facing growing operational strain as delayed vessel arrivals collide with already congested inland transport networks.

Rotterdam and Antwerp are both reporting severe inland barge disruption, with waiting times regularly stretching towards four days. Yard utilisation remains extremely high across several terminals, while reduced crane availability, feeder delays and weather-related stoppages continue limiting operational fluidity.

Strong winds across Northern Europe have added further intermittent disruption, particularly at Antwerp, where terminals are struggling with vessel bunching and rising container dwell times.

The challenge extends far beyond the quayside.

As terminals prioritise delayed deep-sea vessels, inland barges often face secondary status within the operational flow, creating additional delays for hinterland cargo movement. In some cases, containers are remaining on terminals significantly longer than operationally ideal, increasing storage pressure and reducing yard efficiency.

Road and rail networks are also coming under increasing pressure as shippers divert cargo away from delayed barge services to avoid demurrage, detention and missed supply chain deadlines.

Inland transport disruption adds to the congestion cycle

The wider Northern European inland network is also becoming increasingly fragile.

Rail disruption across Germany, including infrastructure works, route closures and operational bottlenecks around Hamburg, is further complicating cargo flows into and out of the ports. Delayed trains, missed vessel connections and network overload are creating additional uncertainty for importers trying to maintain reliable inventory flows during an already volatile peak season environment.

This means delays are no longer isolated to one transport mode.

A weather delay in China can now create missed vessel berthing windows in Europe, which then impacts inland barges, rail schedules, feeder services and final cargo delivery timelines across multiple countries.

What this means for shippers

The current market reinforces how interconnected global container networks have become.

Longer transit times around the Cape of Good Hope have already reduced schedule reliability, while peak season demand and equipment shortages are tightening operational flexibility across both Asia and Europe.

For shippers, this creates growing importance around earlier booking windows, flexible inland transport planning and close coordination across origin, ocean and destination operations.

Importers moving time-sensitive cargo may increasingly need contingency planning around rail, road and barge options as congestion conditions continue evolving across Northern Europe during the summer peak period.

Metro combines global ocean freight expertise, proactive shipment management and integrated inland transport coordination to help customers minimise disruption and maintain cargo flow during volatile market conditions.

To discuss your supply chain planning, routing options or congestion mitigation strategies, EMAIL Managing Director Andrew Smith.

container lorry queue

Capacity tightens and rates surge as peak season pressure builds

Jun 1, 2026 | , , , , , , , , , , , ,

Asia–Europe and transpacific market conditions have shifted sharply in recent weeks, as strong demand tightens available space and enables carriers to push through higher spot rates and surcharges, even on shipments moving under long-term contracts.

Recent index data shows steady week-on-week gains, but forward indicators suggest a much steeper rise ahead. Pricing for early June shipments is already high and market signals indicate that rates could climb as high as $6,000–$7,000 per 40ft in the coming weeks, particularly as space tightens in the second half of June.

This demand spike is being driven by large-volume shippers accelerating shipments ahead of new bunker adjustment factors (BAFs) due to take effect from 1 July. These revised fuel charges are expected to increase significantly, prompting a surge in June volumes that is now placing further strain on capacity.

At the same time, carriers are increasing peak season surcharges (PSS) and signalling ongoing reviews. Initial increases are already being implemented in early June, with further upward revisions likely through the summer. Importantly, these surcharges are not being capped, creating continued upward pressure.

On the transpacific, the situation is following a similar trajectory. Capacity reductions, most notably the withdrawal of a key Asia–US East Coast service, have tightened supply, while carriers are taking a more aggressive stance on rate increases. Although recent index movements have been moderate, multiple general rate increases (GRIs) have been announced for June, pointing to a much firmer market ahead.

Contract conditions are also shifting. Previously available rate offers are being withdrawn or replaced with higher-priced agreements, and in some cases, revised terms are becoming commercially unviable. Across both major east–west trades, current expectations are that elevated rate levels and constrained space will persist through June and July, with the potential to extend into August.

For shippers, this creates a highly compressed and competitive freight environment. Securing space is becoming increasingly dependent on rate acceptance, and delays in booking or pricing decisions are likely to result in higher costs or missed sailings.

Metro’s Advice

If you have upcoming shipments, early planning and rapid booking decisions are critical.

  • Expect continued upward pressure on both spot and contract rates through June and into July
  • Allow for additional surcharges, particularly PSS and revised fuel costs
  • Plan for reduced flexibility, with limited space availability on key sailings
  • Anticipate further volatility as carriers adjust pricing in line with demand

Metro’s teams are actively monitoring capacity, pricing movements, and carrier strategies to secure the best possible options for our customers.

Contact your Metro account manager today to review your shipping forecast, secure space, and minimise cost exposure in an increasingly constrained market.

This story was first reported in The Loadstar and can be viewed HERE

China flag and ship

China’s New 2026 Supply Chain Laws: What You Need to Know

May 27, 2026 | , , , , , , , , , , , , , , ,

China is rewiring the legal framework around its ports and supply chains and that matters for every UK shipper moving goods to, from or via China. 

Two new sets of rules in 2026 change who controls disputes, how far you can probe your supply chain, and how China may respond to Western sanctions and due‑diligence demands.

Below we set out what’s changing and what Metro’s customers should be thinking about.

New maritime law puts China’s courts in the driving seat

From 1 May 2026, China’s revised Maritime Code gives Chinese law a much stronger role in contracts of carriage linked to Chinese ports. Where the port of loading or discharge is in China, Chinese courts can apply Chapter IV of the Code to carriage contracts even if the bill of lading or sea freight agreement points to English law.

Law firm HFW has called this a “substantive change”, noting that “chapter four of the Chinese Maritime Code will apply to a contract of carriage regardless of whether or not another law has been incorporated or chosen by the parties”. In effect, if governing‑law and jurisdiction clauses are unclear, Chinese courts now have more room to assert jurisdiction over disputes involving cargo moving through their ports.

Trading agreements often choose English law and London arbitration, while the carrier’s bill of lading may point a different way. The question is whether, in a dispute, a Chinese court will treat the bill of lading as the main contract and apply Chinese law, despite what the trade agreement says.

Some industry experts see this as part of a broader strategic move, to encourage a switch from FOB to CIF terms so that Chinese exporters control freight, insurance and crucially litigation on home turf.

However, any FOB to CIF shift is commercial, not legal, and Incoterms are an international standard which means that FOB remains fully available for China–UK trade, where the buyer wants to control the main–carriage contract and freight costs.

So, China’s legal changes don’t cancel FOB, and UK buyers can still insist on FOB terms and book their own freight, provided the contracts and practical behaviour match that intention.

Supply chain security rules: due diligence under pressure

Alongside the maritime reforms, China has introduced its first comprehensive Regulations on Industrial and Supply Chain Security, effective 31 March 2026. These rules treat supply chains as part of national security rather than a purely commercial matter, bringing them under the oversight of economic, security and cyber authorities.

The most sensitive provision for Western companies is Article 13, which restricts “information gathering activities” related to industrial and supply chains where these are found to breach Chinese law. The language is broad and undefined, creating uncertainty about whether standard due‑diligence activities, which can include supplier questionnaires, ESG audits, human‑rights assessments or on‑site inspections, could fall within the scope.

This sits uneasily alongside emerging Western rules such as the EU Corporate Sustainability Due Diligence Directive and US forced‑labour legislation, which expect companies to map supply chains and scrutinise suppliers in detail. Legal commentators warn that “the new law creates a direct and unresolved conflict between Chinese law and Western due diligence obligations”, with companies potentially facing legal risk in China for work they are required to do under EU or US law.

The regulations also give authorities wide powers to respond to perceived threats to supply‑chain stability. Investigations can target foreign organisations and individuals where there is a “risk or threat” of harm, not just proven damage, and can lead to restrictions on trade, investment and cooperation in China, along with travel or work limits for individuals.

Counter‑measures against foreign sanctions

A companion set of rules – the Regulations on Countering Foreign Improper/Unjustifiable Extraterritorial Jurisdiction, in force from early April – strengthens China’s ability to push back against foreign sanctions, export controls and data‑disclosure demands applied extraterritorially.

These sit alongside the Anti‑Foreign Sanctions Law, blocking rules and the “unreliable entities” regime, creating what one firm describes as an “integrated counter‑sanctions system”. Authorities can investigate and penalise organisations and individuals who implement or even “promote” foreign measures seen as discriminatory towards China, with tools ranging from import and export restrictions to asset seizures and visa bans.

This framework has emerged against a backdrop of heightened geopolitical tension, including Western tariffs and probes into China’s exports, secondary‑sanctions risks around Iran and disputes over strategic assets like the Panama Canal.

What shippers should do

None of this means that trading with China will suddenly stop or that every UK shipper is about to be investigated. But the risk environment has clearly changed, and it is worth taking some practical steps:

  • Check bills of lading, trade agreements and framework contracts to see where Chinese ports are involved, what law and jurisdiction are specified.
    Strengthen English‑law and arbitration provisions and clarify that higher‑tier agreements take precedence.
  • Talk to your insurers about how the revised Maritime Code might affect liability, claims handling and cover for China‑linked moves.
    Consider obtaining Chinese‑law input on key routes or contracts where your exposure is greatest.
  • Map which parts of your ESG and human‑rights due diligence involve Chinese suppliers or sites.
  • For higher‑risk work, such as auditing sensitive regions or investigations linked to sanctions, seek specialist advice on how to stay compliant with both Western obligations and Chinese restrictions.
  • Be mindful of public statements about “decoupling from China” or “boycotting” particular regions. These may be read as aligning with foreign measures and may increase regulatory attention in China.
  • Align messaging between compliance, procurement and communications so that necessary changes to your supply chain are framed around resilience, quality and legal compliance, not politics.

For Metro’s customers, the key takeaway is that China is now using law as an active tool of supply‑chain strategy. Understanding how these new rules work, and adjusting contracts, due‑diligence programmes and communication strategies accordingly, will help keep goods moving while managing a more complex risk landscape.

If you have questions or concerns about any of the developments outlined here EMAIL our Managing Director, Andrew Smith.

HKG port

Peak season uncertainty grows as shippers front-load inventory and freight demand diverges

May 13, 2026 | , , , , , , , , , , , , , , , ,

Container shipping markets appear to be entering an earlier and increasingly fragmented peak season, as geopolitical disruption, rising fuel costs and tighter carrier capacity management reshape freight demand across major trade lanes.

Bookings on several east-west corridors strengthened earlier than normal during May, with carriers maintaining upward pressure on rates as many importers accelerate shipments ahead of the traditional third-quarter peak season period.

Spot rates on Asia–US west coast services have continued to outperform other major trades, rising around 4% week on week and remaining significantly above levels seen before the escalation of Middle East disruption. Asia–Europe pricing has also strengthened modestly, with rates to North Europe and the Mediterranean increasing as carriers attempt to restore margins through capacity reductions and surcharge increases.

However, broader market conditions remain difficult to interpret. What appears to be an early peak season may ultimately reflect precautionary inventory positioning and front-loading activity rather than sustained end-user demand growth.

Front-loading and disruption are reshaping traditional shipping patterns

A growing number of importers are moving cargo earlier amid concerns that operational disruption, congestion and capacity shortages could intensify later in the year.

The continuing closure and instability surrounding the Strait of Hormuz is adding further pressure to global freight markets, with around 1.5% of global shipping capacity estimated to be affected directly by disruption linked to the region.

At the same time, higher oil prices are increasing carrier operating costs across both ocean and airfreight markets, while blank sailings are continuing to tighten effective capacity on key trades.

Capacity reductions on Asia–Europe services have become increasingly aggressive in recent weeks, with shipping lines reducing available space to North Europe and the Mediterranean while also introducing additional blank sailings beyond traditional holiday periods.

The result is a more volatile market where shipment rollovers, reduced allocations and short-notice schedule changes are becoming increasingly common, even where bookings are technically available.

On transpacific trades, carriers have also maintained relatively firm control over available capacity following post-Lunar New Year service adjustments, helping sustain pricing despite ongoing uncertainty around underlying consumer demand.

Additional surcharges introduced on Asia–US services suggest carriers expect demand to remain comparatively elevated through the summer period.

Many importers remain cautious about underlying demand, particularly in Europe where economic conditions remain comparatively weak and pressure on household spending continues to affect purchasing behaviour.

This creates the possibility that some businesses could be holding elevated inventory levels later in the year, potentially resulting in a delayed, compressed or weaker traditional peak season across certain sectors.

Metro survey highlights cautious but stable demand expectations

Early findings from Metro’s ongoing customer survey reflect this more balanced outlook.

Around 38% of respondents currently expect freight volumes to remain broadly stable over the next 12 months, while a similar percentage expect volumes to increase slightly. Less than 1/8 anticipate a significant decrease, while none expect a significant increase in activity.

The findings suggest that many businesses are not currently anticipating a dramatic peak season surge, but instead expect relatively stable trading conditions alongside continued disruption and cost pressure.

At the same time, respondents indicate that ongoing instability across global supply chains is continuing to influence inventory planning, shipping schedules and freight costs.

The divergence between Asia–US west coast and Asia–Europe markets highlights how uneven global freight conditions have become. Rather than moving in a single direction, pricing and demand are increasingly being shaped by regional economic performance, inventory strategies and trade lane-specific operational risks.

Sea–air solutions gaining attention as airfreight costs surge

The disruption is also influencing modal shift decisions.

With the average airfreight rate out of Asia-Pacific over 40% higher than last year shippers are increasingly exploring sea–air solutions to balance cost, speed and reliability.

Airfreight rates have risen sharply as fuel surcharges, restricted airspace and tighter capacity continue to affect global networks. At the same time, ongoing Red Sea diversions are keeping some ocean transit times above 50 days on Asia–Europe services.

For many retail, fashion, e-commerce and consumer goods shippers, sea–air services are becoming an increasingly valuable tactical solution where traditional airfreight costs are difficult to absorb but ocean transit times remain commercially challenging.

For shippers, the key challenge may now be timing. If front-loading activity continues through the early summer period, demand on some corridors could remain firmer for longer than normally expected. However, weaker consumer demand and elevated inventory levels could also limit the scale of any traditional late summer or autumn rebound.

Metro’s survey remains open, and businesses are encouraged to share their expectations and experiences, together with insights into current market conditions, operational pressures and changing supply chain requirements. The survey also provides an opportunity for customers to share feedback on Metro’s performance and highlight where additional support or solutions could help strengthen supply chain operations. 

GO TO THE 2 MINUTE SURVEY

Through proactive capacity planning, multimodal air, sea and sea-air routing options and contingency-focused supply chain support, Metro helps customers respond more effectively to disruption, changing demand patterns and ongoing peak season uncertainty. EMAIL Managing Director, Andrew Smith, to learn more.

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