Maersk is launching a No Shipping Instruction, No Load policy

A PAUSE in rates fluctuations in Asia-Australia trades suggests some kind of equilibrium has been reached between supply and demand.

The SCFI mean for spot rates from Shanghai to Sydney for Week 41 was 3% down on the prior week, to USD 5,524/FEU, taking the cumulative slippage over the last fortnight to 7% - but that simply cancels out Week 39’s 7% increase.

Carriers sources told DCN rates ex China have eased, but haven’t necessarily dropped too aggressively either.

“They’re still sitting quite high suggesting the market’s found a good balance for now. It feels like ongoing scheduling challenges should keep them there: any blankings that are happening are really cascadings or “catch-ups”.

“Lines may declare them otherwise, but in reality, all ships are arriving 4-5+ days late into Australia and suffering further delays here too” – a verdict confirmed by a continuing flow of port omission notices in China, and port rotation changes in Australia.

“Some lines may choose the Golden Week blanking narrative over admitting their schedule is 7+ days behind,” the source said.

Other sources say carriers are managing to fill the ships on extra peak season services, larger vessels deployed on year-round services, and ad hoc sailings, “so cargo flow seems normal” for this time of year. There is no indication of any underlying deterioration or any sort of cliff coming, DCN was told.

On South East Asia-Australia routes, Xeneta recorded the spot mean, main port to main port, as USD 4,607/FEU for Week 41.

There have been variations of only +/- 2% since Week 37. Hub congestion continues, however, meaning schedules continue to chase their tails.

Maybe carriers are savouring a degree of stability as there have been few rates or other notifications since our last update.

ANL has announced that due to increased operational complexities, stowage constraints and additional handling costs associated with hazardous cargo during the peak shipping season, it will be introducing a peak season hazardous surcharge (PSHS) for all hazardous cargo shipments loading from Melbourne and Sydney to New Zealand, effective from 15 October 2026.

The PSHS from each port will be USD 150/TEU and will apply to all cargo classified as hazardous/dangerous goods in accordance with the IMDG Code.

MSC has advised that on 20 October a rate restoration will be implemented on all cargo moving from China, Hong Kong, Taiwan, Japan, Korea, Cambodia, Thailand, Vietnam, Malaysia, Myanmar, Singapore, Philippines and Indonesia to Australia, at USD 500/TEU.

Hapag-Lloyd has advised that due to continued congestion and constraints on depot and empty-container return capacity, the acceptance of new bookings to Manila, Batangas and Subic Bay has been suspended across all origins and trade lanes.

The suspension is currently scheduled to remain in place through 31 December 2026.

Finally, Maersk on 6 October announced the implementation of a no shipping instruction, no load policy for applicable export shipments from Australia “to support the timely movement of your cargo and help prevent shipment delays.

Late or incomplete submission of shipping instructions may delay the issuance of the verify copy (draft copy) of the bill of lading.

This can result in cargo being rolled, held, returned or delayed at origin, destination or a transshipment location, Maersk said.


What does the policy mean?

Under the no shipping instruction, no load policy, customers must:

o Submit complete and accurate shipping instructions by the deadline shown on Maersk.com and the shipment documentation.

o Review the verify copy (draft) of the bill of lading as soon as it is issued.

o Request any required amendments promptly.

o Ensure the verify copy process is completed no later than 38 hours before the vessel’s estimated time of arrival at the applicable load port.

The shipping instruction and verify copy deadline for this policy is currently set at 38 hours before vessel ETA at the 1st load port.

What happens if the requirement is not met?

If the Verify Copy process has not been completed by the required deadline, Maersk may be unable to confirm the shipment as ready for vessel planning. The cargo will therefore not be eligible for inclusion in the final load list and may be rolled to the next available vessel.

For shipments containing split Transport Documents, all applicable Verify Copies must be completed. If one or more verify copies remain incomplete, the entire shipment may be affected.

Any resulting costs, including applicable storage, detention, demurrage, terminal handling, rehandling or other additional charges, may be charged in accordance with the applicable terms and conditions.

When will the policy take effect?

The ‘no shipping instruction, no Load policy’ will have its soft launch on 2 November 2026. A hard stop starting 30 November 2026 and will apply to eligible shipments loaded on this date.


What do you need to do?

To minimise the risk of cargo being rolled or delayed, please:

1. Submit complete Shipping Instructions as early as possible.

2. Check the Shipping Instruction deadline shown for each shipment on Maersk.com.

3. Review the Verify Copy immediately after receiving it.

4. Provide amendment instructions or approval without delay.

5. Contact your local Maersk Customer Experience representative if assistance is required before the deadline.

“By implementing this policy, we aim to improve documentation readiness, reduce avoidable shipment delays and support more reliable cargo connections. This policy also supports the international convention for the Safety of Life at Sea (SOLAS) by ensuring there is advanced notification of all cargo being loaded onboard at the planning and execution phase,” Maersk said.