Daily International Freight News Brief: Air Cargo Demand, Ocean Surcharges and Brazil Port Capacity

Maersk issued an August 31 update for its Congestion Fee Destination covering Durban, indicating that congestion-related costs at the South African gateway continue to be passed through on some import flows. Durban remains a key gateway for Southern Africa, where vessel waiting time, yard fluidity and inland pickup can materially affect both FCL and LCL delivery. For cargo into South Africa or distributed via Durban, DH Logistics recommends separating destination congestion, local port charges and inland waiting costs in the quote, and checking free time, pickup appointments and consignee customs documents early.

Maersk announced an August 31 Peak Season Surcharge adjustment from Far East Asia to India, Pakistan, Sri Lanka, the Middle East and the Red Sea. These PSS updates usually reflect combined pressure from capacity, equipment positioning, diversions, port operations and demand swings. For China and East Asia exporters, South Asia, Middle East and Red Sea quotes should use shorter validity windows. Sales contracts should also state when surcharge changes take effect, whether the trigger is sailing date or gate-in date, and who absorbs the difference if the carrier updates charges after the commercial quote.

Maersk announced on August 31 that its new container terminal at Suape in Pernambuco, Brazil, has started operations. Suape is positioned in Northeast Brazil, and additional container-handling capacity can improve regional imports, exports and feeder connectivity. For China, Asia and Europe cargo moving to or from Northeast Brazil, the new terminal should be included in routing comparisons. The real advantage will depend on carrier calls, feeder networks, customs processing, cold-chain capability and inland trucking availability. Project cargo, consumer goods and temperature-controlled shipments should each check operating windows separately.

Shanghai Customs published an August 31 update on a rail-sea intermodal customs model built around one declaration and one through bill. The model is intended to reduce repeated declarations and handoff costs for shippers. For Yangtze River Delta exporters, rail-sea intermodal value is not only lower inland transport cost; it also improves schedule certainty before port cut-off. Orders involving inland factories, rail terminals, port areas and carrier bookings should align container numbers, seals, arrival events and customs milestones early, so the rail leg does not miss terminal cut-off windows.

Ship.sh reported on August 31, citing Shanghai International Port Group's interim report, that the group completed 74 LNG bunkering operations totaling 388,000 cubic metres in the first half, plus 17 methanol bunkering operations totaling 51,200 tonnes, up 57.5% year on year, including 14,700 tonnes of green methanol. Green fuel supply is moving from demonstration into port service competition, affecting carrier calls, low-carbon ocean products and shipper Scope 3 emissions accounting. Exporters with low-carbon transport requirements should include fuel type, route product, emissions-data methodology and surcharge transparency in carrier evaluations.

The Pearl River Administration of Navigational Affairs under China's Ministry of Transport published its July 2026 waterway and Qiongzhou Strait ro-ro transport operating summary on August 31. Monthly waterway data matters to foreign-trade shippers because it indicates throughput trends across South China inland waterways, coastal links and ro-ro corridors, all of which affect port collection and distribution resilience. For South China exporters, the connection between Pearl River waterways, seaports, trucking and rail can determine whether factory-to-port legs meet cut-off times. Before peak season, shippers should confirm barge space, trucking, terminal cut-offs and customs documents together.