The Port of Hamburg reported lower cargo throughput in the first nine months of the year compared to the same period in 2021. Specifically, the German port handled 6.3 million TEUs from January to September 2022, a decrease of 2.7% compared with the same period last year.
Both imports and exports at the port of Hamburg fell 2.7% to 3.2 million TEU and 3.1 million TEU, respectively. During the first nine months of the year, the Port of Hamburg reported handling 5.6 million TEUs of cargo containers and 726,000 TEUs of empty containers.
Meanwhile, the total volume of goods transported by sea through German ports was 91.8 million tons, down 4.3% year-on-year.
Axel Mattern, CEO of HHM (Port of Hamburg Marketing), points out: “Due to prolonged congestion off the coast of Hamburg, among other ports, global supply chain disruptions are the leading cause to a decrease in output."
He went on to add: "In other European ports, this trend became evident in the middle of the year. While we still performed well when compared in Europe, in 3nd quarter, the global trend was affected the port of Hamburg."
Furthermore, in the first nine months of 2022, the number of container ships arriving at the Port of Hamburg decreased by 7.4% compared to the same period last year. However, the arrival of Megamax ships with container capacity from 18,000 to 24,000 TEU increased by 5.5%. Overall, 172 ships of this capacity called at the Port of Hamburg.
“The larger increase in the number of Megamax vessels clearly shows that we really need to adjust the channel. Now the Federal government tends and perpetuates this. Mattern emphasized that any decrease in new draft would be counterproductive for the Port of Hamburg.
The port noted that the market will remain volatile for the rest of the year due to the Ukraine war, inflation in Europe and supply chain disruptions caused by port congestion.
For many years, logistics was viewed primarily as a back-end support function. Today, amid increasing global trade volatility, logistics has become a strategic factor directly influencing business growth, risk management capability, and long-term competitiveness.
Amid ongoing global supply chain restructuring, Vietnam is emerging as a key manufacturing and sourcing hub in Asia. The “China+1” strategy and the need for risk diversification are driving multinational corporations to expand their presence in Vietnam.
Entering April 2026, escalating tensions in the Strait of Hormuz have triggered a systemic disruption across global logistics networks. However, for Vietnamese import-export enterprises, the immediate risk is no longer confined to the Middle East. The critical pressure point has shifted to Asia’s transshipment hubs-most notably Singapore-where congestion is now constraining regional cargo flows at scale.
From May 19–22, 2026, GLOTRANS is honored to participate in the PPL Networks Conference, one of the world’s leading networking events for international Freight Forwarding and Logistics companies.
At VSCN Conference 2026, Mr. Vo Minh Phuc Thien, representative of GLOTRANS, shared valuable insights on the global landscape of the Logistics & Supply Chain industry amid rapid transformation driven by AI, geopolitics, and sustainable development trends.
May 18, 2012 – May 18, 2026 marks a proud journey of establishment and development. Today, Glotrans HCM officially celebrates its 14th anniversary. Fourteen years is more than just a number—it represents a journey of ambition to shape the flow of the logistics market, of shipments crossing oceans, and of trust nurtured through the companionship of valued customers, partners, and all employees.
The shipment of food additives was transported in container No. FCIU3301688 (20’), under B/L MPRSMUM1806, on the voyage from Nhavasheva Port (India) to Dinh Vu Port (Hai Phong, Vietnam) on 29/04/2017.
Company T (Plaintiff – the Insured) entered into an insurance contract with Company B (Defendant – the Insurer). After the insured event occurred, the Insurer alleged that the Insured had violated its obligation to prevent and mitigate losses. The Arbitral Tribunal acknowledged that such an obligation exists but concluded that the Insured did not breach it.
Under the insurance contract, the premium was to be paid in three installments, and in all three, the insured party was late in payment. When a dispute arose, the insurer (Defendant) argued that the insurance contract had terminated before the insured event occurred due to the late premium payment and therefore refused to make an insurance payout. However, the Arbitral Tribunal held a contrary view.
