A fixed record. This is how conditions stood when the board was checked on Sunday 27 September 2026, kept unchanged so it can be cited. For the current read, see this week's conditions.
Global trade conditions
What’s making chemical shipments slow or smooth, worldwide. Tap a card to read what’s going on.
causing delaysworth watchingrunning clear
Egypt · Suez Canal
43% downDelays
Suez transits vs 2023 · 7-day averageMost ships still avoid the Suez Canal
About 42 ships a day are using the canal, against roughly 74 before the Red Sea attacks. Traffic is about the same as this time last year.
Since late 2023, attacks on ships in the Red Sea have pushed most Asia-to-Europe traffic away from the Suez shortcut and around southern Africa instead. The detour adds roughly 10 to 14 days and burns about a third more fuel, on the order of $200 to $400 extra per container. Carriers have been testing the route again as conditions shift, so the traffic count moves week to week. The ships missing here have not vanished: they show up on the Cape of Good Hope card beside this one. The number above is actual ships per day through the canal, against 2023, the last year before the attacks.
Kpler · UN Global Platform · IMF PortWatch · to 20 Sep 2026Read moreShow less
Africa · Cape of Good Hope
89/dayWatching
ships rounding the Cape · ~49/day before the Red Sea attacksThe detour around Africa is in full swing
About 89 ships a day are rounding southern Africa, roughly 81% more than before the Red Sea attacks. Traffic is about 9% lower than this time last year.
This is where the ships avoiding Suez actually go: down and around the southern tip of Africa. The detour adds roughly 3,000 nautical miles and 10 to 14 days against the canal route, burns about a third more fuel, and ties each vessel up longer, so the same fleet completes fewer round trips and effective capacity shrinks worldwide. Carriers accept that because war-risk insurance and crew danger in the Red Sea can outweigh the fuel bill. South Africa's ports have been busy bunkering and resupplying the traffic. When Suez recovers, this number falls back toward its old normal, so read this card and the Suez card as two halves of one story.
Kpler · UN Global Platform · IMF PortWatch · to 20 Sep 2026Read moreShow less
Americas route
26/dayWatching
ships through Panama · low-30s is normalPanama is running below normal
The canal is running a bit below normal. Traffic is about 10% lower than this time last year. The canal's constraint is fresh water, so dry seasons are the thing to watch.
The Panama Canal links the Pacific and Atlantic and runs on fresh water from lakes that rain has to refill. When water runs short, the canal's levers are how deep ships may sit and how many may pass: in the 2023 drought it cut daily transits to the low twenties and capped depth, which backed up cargo for months. Fewer feet of depth means less cargo per ship, not fewer ships. The number above is ships through per day, averaged over the past week.
Kpler · UN Global Platform · IMF PortWatch · to 20 Sep 2026Read moreShow less
Asia · Malacca Strait
230/dayClear
ships through the strait · ~226/day is normalMalacca is flowing normally
About 230 ships a day are passing through, against roughly 226 in a normal year. Traffic is about 13% lower than this time last year.
The Malacca Strait is the narrow water between Malaysia and Indonesia that connects the Indian Ocean to the South China Sea. Almost everything moving between the Middle East or Europe and East Asia goes through it, including most of the crude that fuels China, Japan and Korea. It is shallow, crowded and in places under three kilometres wide, with no practical detour: going around Indonesia adds days. Traffic here is a steady heartbeat, so a real dip means something worth knowing.
Kpler · UN Global Platform · IMF PortWatch · to 20 Sep 2026Read moreShow less
Gulf · Strait of Hormuz
97% downDelays
Hormuz transits vs before the closureHormuz has all but shut
About 3 ships a day are passing through, against roughly 90 before the closure. Traffic is about 95% lower than this time last year.
Hormuz is the mouth of the Gulf: the only sea route out for Kuwait, Iraq, Qatar and Bahrain, and for the Gulf-coast ports of Saudi Arabia and most of the UAE. Around a fifth of the world's oil and a large share of its LNG passes through a channel a few kilometres wide, and there is no alternative route for most of it. That is why tension here moves energy prices worldwide within hours, and why it matters for chemicals: the Gulf is a major producer of ammonia, urea, methanol and polymers. The number above is ships per day against the 2023-25 average of about 90, before the closure. Some Gulf cargo can land instead at ports on the open sea, such as Fujairah, Khor Fakkan, Sohar and Salalah, and finish the journey by road, but those ports can take only part of what normally passes through the strait.
Kpler · UN Global Platform · IMF PortWatch · to 20 Sep 2026Read moreShow less
Gulf · Oman + UAE east coast
+27%Watching
cargo ships outside the strait vs this time last yearCargo is going round Hormuz by road
About 13 cargo ships a day are calling at Fujairah, Khor Fakkan, Sohar, Salalah and Duqm, about 27% more than this time last year. From there the cargo goes on by road.
With Hormuz shut, the Gulf's cargo has not stopped moving so much as changed shape. Ships now discharge at ports on the open-sea side of the strait — Fujairah and Khor Fakkan on the UAE's east coast, Sohar, Salalah and Duqm in Oman — and the boxes finish the journey by truck, over the Hajar mountains into Dubai and Abu Dhabi, or across the peninsula to Saudi Arabia, Bahrain, Kuwait and Qatar. Hapag-Lloyd, Maersk and MSC all run these land bridges; DP World bought 700 trucks in July to feed the Fujairah leg. For a buyer this is the practical picture: Gulf material is still reachable, but it arrives later and costs more, because a road leg has been added to a sea route. The number above counts cargo ships calling at those five ports against the same weeks this time last year.
Kpler · UN Global Platform · IMF PortWatch · to 18 Sep 2026Read moreShow less
causing delaysworth watchingrunning clear
Europe · Antwerp + Hamburg + Amsterdam
+3%Clear
cargo leaving vs this time last yearEurope's export hub is shipping normally
About 544 thousand tonnes a day are leaving, about 3% more than this time last year.
Antwerp is Europe's front door and the continent's chemical cluster in one: refineries, crackers and tank farms sit alongside the berths, so a large share of Europe-made chemicals leaves through it. Hamburg and Amsterdam round out the northern range. Their outflow is a fair read on whether European plants are running and clearing product. Strikes, low water on the Rhine and energy costs all show up here first. Rotterdam is deliberately absent: PortWatch lists the port but has never published a single day of figures for it, and a card should not name a source it cannot actually read. The number is estimated tonnage leaving the three ports, from satellite ship tracking, against the same four weeks this time last year.
Kpler · UN Global Platform · IMF PortWatch · to 18 Sep 2026Read moreShow less
North America · Houston + New Orleans + LA
0%Clear
cargo leaving vs this time last yearNorth America's export coast is shipping normally
About 778 thousand tonnes a day are leaving, about the same as this time last year.
The US Gulf coast is the export engine of the Americas: Houston for petrochemicals and plastics, New Orleans for grain and fertilizer moving down the Mississippi. Cheap American gas is what makes this material competitive abroad, so this flow is the physical side of the US energy advantage. Hurricane season is its own recurring risk, and a big storm can shut the whole coast for days. The number is estimated tonnage leaving both ports against the same four weeks this time last year.
Kpler · UN Global Platform · IMF PortWatch · to 18 Sep 2026Read moreShow less
South America · Santos + Paranaguá
−10%Watching
cargo leaving vs this time last yearSouth America's export coast has slowed
About 398 thousand tonnes a day are leaving, about 10% less than this time last year.
Brazil's ports are the farm side of world trade: soy, sugar, coffee and orange juice leave here in volume, and the same berths handle the chemicals that serve that agriculture. Outflow peaks with the harvest, roughly February to July, when queues of ships wait days for a berth and inland trucking gets tight. What leaves is bulk and what returns is often fertilizer, which is why this coast reads as a mirror of the import card in the section below.
Kpler · UN Global Platform · IMF PortWatch · to 18 Sep 2026Read moreShow less
Africa · Durban + Lagos + Alexandria
−21%Watching
cargo leaving vs this time last yearAfrica's export trade has slowed
About 107 thousand tonnes a day are leaving, about 21% less than this time last year.
Africa exports raw material and imports finished goods, and these three ports are where both directions concentrate: Durban for South Africa's minerals and industry, Lagos for Nigerian oil and the west's trade, Alexandria for Egypt's fertilizer and Mediterranean traffic. Egypt in particular is a serious urea exporter, so a slowdown here is felt by fertilizer buyers worldwide. Volumes are smaller than the Asian hubs, so weekly swings look larger.
Kpler · UN Global Platform · IMF PortWatch · to 18 Sep 2026Read moreShow less
China · Shanghai + Ningbo
−25%Delays
cargo leaving vs this time last yearChina's export machine has dropped sharply
About 1.3 million tonnes a day are leaving, about 25% less than this time last year.
Shanghai and Ningbo, an hour apart on China's east coast, are the two busiest ports on earth, and a large share of the world's chemicals and chemical raw materials starts its journey there. When the outflow slows it usually means holidays (the big dip every Chinese New Year is normal), typhoons, or policy getting in the way, and buyers feel it a few weeks later as delayed shipments and tighter allocations. The number is estimated tonnage leaving both ports against the same four weeks this time last year.
Kpler · UN Global Platform · IMF PortWatch · to 18 Sep 2026Read moreShow less
India · Mundra + Kandla
+126%Clear
cargo leaving vs this time last yearIndia's west coast is shipping well above last year
About 114 thousand tonnes a day are leaving, about 126% more than this time last year.
India's west-coast ports handle the country's chemical and agricultural trade in both directions: India is a major exporter of generic chemicals and dyes, and simultaneously one of the world's biggest fertilizer importers. Mundra and Kandla sit closest to the industrial belt of Gujarat, so their flow tracks both sides. This is a smaller tonnage than the Chinese or US hubs, so its percentages swing more from week to week. The number is estimated tonnage leaving both ports against the same four weeks this time last year.
Kpler · UN Global Platform · IMF PortWatch · to 18 Sep 2026Read moreShow less
Middle East · exports
−76%Delays
cargo leaving the region's ports vs this time last yearThe Middle East is shipping out less than a quarter of last year's cargo
About 706 thousand tonnes a day are leaving the region's ports, about 76% less than this time last year. The Strait of Hormuz is shut: ports inside the Gulf are down 86%, ports on the open sea down 38%.
BusierSalalah (Oman) up 24%, Qalhat LNG (Oman) up 140% and Bandar-e Pars (Iran) about 4 times last year.
QuieterJuaymah (Saudi Arabia) down to almost nothing, Basrah Oil Terminal (Iraq) down 94% and Jebel Ali (UAE) down 88%.
By cargoTankers (oil, gas and chemicals) 330 thousand tonnes a day, down 84%. Containers 129 thousand tonnes a day, down 72%. Dry bulk 232 thousand tonnes a day, down 43%.
The Middle East's exports are mostly energy and what is made from it: crude oil and refined fuels, LNG, and the ammonia, urea, methanol and polymers made from the region's gas. In a normal year most of it leaves from ports inside the Gulf — Saudi Arabia's east coast, Kuwait, Iraq, Qatar, Bahrain, most of the UAE and Iran's main terminals. The ports on the open sea are Oman's Sohar, Salalah and Duqm, Fujairah and Khor Fakkan on the UAE's east coast, Saudi Arabia's Red Sea coast, Aqaba in Jordan, Yemen's ports and Chabahar in Iran; when the Gulf is cut off, they are the only way out by sea. The figures are estimated tonnage from satellite ship tracking at about fifty ports across the Gulf states, Iraq, Iran, Jordan and Yemen, against the same four weeks last year.
Kpler · UN Global Platform · IMF PortWatch · to 18 Sep 2026Read moreShow less
causing delaysworth watchingrunning clear
Europe · imports
−5%Clear
cargo arriving vs this time last yearEurope's imports are landing normally
About 600 thousand tonnes a day are landing, about 5% less than this time last year.
What Europe cannot make at current energy prices, it imports, and most of it lands on this northern stretch of coast: Antwerp, Hamburg and Amsterdam. A container from East Asia currently takes around five weeks going the long way around Africa; the Suez shortcut, when carriers trust it, saves about ten days. Freight into Europe runs dearest in the autumn run-up to Christmas stocking and softest after Chinese New Year, and when arrivals surge, empty boxes pile up in Europe and get cheap to reship out. The number is estimated tonnage arriving at the three ports against the same four weeks this time last year.
Kpler · UN Global Platform · IMF PortWatch · to 18 Sep 2026Read moreShow less
North America · imports
−6%Clear
cargo arriving vs this time last yearNorth America's imports are landing normally
About 657 thousand tonnes a day are landing, about 6% less than this time last year.
Los Angeles and Long Beach are one giant gateway for Asian cargo into North America, and Houston adds the chemical side. The Pacific crossing takes roughly two to three weeks, against a month or more to the east coast through Panama, which is why the west coast feels changes in Asian supply first. Peak season runs August to October, when boxes get scarce and surcharges appear; the quietest, cheapest window follows Chinese New Year. The number is estimated tonnage arriving against the same four weeks this time last year.
Kpler · UN Global Platform · IMF PortWatch · to 18 Sep 2026Read moreShow less
South America · imports
+8%Clear
cargo arriving vs this time last yearSouth America's imports are landing normally
About 203 thousand tonnes a day are landing, about 8% more than this time last year.
Santos and Paranaguá are Brazil's front door, and Paranaguá in particular is where the fertilizer lands: Brazil imports most of what its farms use, and those cargoes peak through the middle of the year ahead of southern planting, exactly as the fertilizer tracker below describes. A ship from Asia takes four to five weeks, from Europe two to three. Containers can run short around harvest, when everything leaves full and comes back slowly. The number is estimated tonnage arriving at both ports against the same four weeks this time last year.
Kpler · UN Global Platform · IMF PortWatch · to 18 Sep 2026Read moreShow less
Africa · imports
−25%Watching
cargo arriving vs this time last yearAfrica's imports have thinned
About 221 thousand tonnes a day are landing, about 25% less than this time last year.
Durban, Lagos and Alexandria are gateways to three different Africas: the industrial south, the west's consumer giant, and the Mediterranean north. Much of the continent's cargo arrives via transshipment hubs, which adds days or weeks to headline transit times, and empty containers are chronically scarce inland, so availability bites harder here than on the main lanes. Rates firm toward year-end when consumer stock arrives. The number is estimated tonnage arriving at the three ports against the same four weeks this time last year.
Kpler · UN Global Platform · IMF PortWatch · to 18 Sep 2026Read moreShow less
China · imports
−30%Delays
cargo arriving vs this time last yearChina's imports have dropped sharply
About 1.5 million tonnes a day are landing, about 30% less than this time last year.
China is the world's biggest importer of raw material: crude oil, gas, iron ore, potash and phosphate all land here in volume, and they are what its chemical industry runs on. Shanghai and Ningbo handle the containerised half of that. Arrivals dip hard around Chinese New Year every year, when the country stops for a fortnight and factories restart slowly, and that lull is also when freight is cheapest. A sustained drop in arrivals means Chinese plants are running thinner, and export offers firm a few weeks later.
Kpler · UN Global Platform · IMF PortWatch · to 18 Sep 2026Read moreShow less
India · imports
+53%Clear
cargo arriving vs this time last yearIndia's imports are running well above last year
About 234 thousand tonnes a day are landing, about 53% more than this time last year.
India is the world's largest fertilizer importer, and Mundra and Kandla in Gujarat are where much of it lands, alongside the crude and intermediates its chemical industry runs on. Buying is tightly seasonal: cargoes arrive ahead of the two sowing seasons, before the summer monsoon around June and the winter crop around October, and government tenders can swing world urea prices when they land. Gulf suppliers are normally only a few days' sail away, but cargo from ports inside the Strait of Hormuz depends on the strait being open; from Europe it is two to three weeks.
Kpler · UN Global Platform · IMF PortWatch · to 18 Sep 2026Read moreShow less
Middle East · imports
−57%Delays
cargo arriving at the region's ports vs this time last yearThe Middle East is taking in less than half of last year's cargo
About 652 thousand tonnes a day are landing at the region's ports, about 57% less than this time last year. The Strait of Hormuz is shut: ports inside the Gulf are down 75%, ports on the open sea down 24%.
BusierKhor Fakkan (UAE) about 19 times last year, Aqaba (Jordan) up 54% and Salalah (Oman) up 14%.
QuieterJebel Ali (UAE) down 79%, Jeddah (Saudi Arabia) down 76% and Shuaiba (Kuwait) down 97%.
By cargoTankers (oil, gas and chemicals) 171 thousand tonnes a day, down 60%. Containers 207 thousand tonnes a day, down 60%. Dry bulk 250 thousand tonnes a day, down 54%.
The region imports much of its food, along with machinery, vehicles and consumer goods, most of it in containers. Jebel Ali has long been the hub: cargo lands there and fans out across the Gulf by feeder ship and truck, while grain and other bulk land at each country's own ports. The ports on the open sea are Oman's Sohar, Salalah and Duqm, Fujairah and Khor Fakkan on the UAE's east coast, Saudi Arabia's Red Sea coast, Aqaba in Jordan, Yemen's ports and Chabahar in Iran; when the Gulf is cut off, they are the only way in by sea. The figures are estimated tonnage from satellite ship tracking at about fifty ports across the Gulf states, Iraq, Iran, Jordan and Yemen, against the same four weeks last year.
Kpler · UN Global Platform · IMF PortWatch · to 18 Sep 2026Read moreShow less
causing delaysworth watchingrunning clear
Worldwide · fertilizer
Peak southWatching
the fertilizer year · southern fields being fedThe south is feeding its fields
Peak season in the southern hemisphere, while the north does its autumn round on winter crops.
NorthAutumn round on winter wheat and rapeseed, then the fields close down for the year.
EquatorThe wet season winds down. Dry-season crops go in across the tropics, from the Americas to Southeast Asia.
SouthPeak application across Brazil, Argentina and Australia. The southern year's biggest pulse.
Fertilizer runs on three calendars at once. The north feeds its fields around March to May, the south around September to November, and between them sits the equator belt, where the driver is rain rather than spring: the tropical Americas, West and East Africa, India and Southeast Asia feed their rice, maize, palm and vegetable crops around the wet seasons, several times a year. The months between the big peaks are when ships reposition and buyers restock. Most fertilizer crosses an ocean before it reaches a field. Russia and the Middle East ship much of the nitrogen, Canada the potash, Morocco the phosphate, and China swings in and out of exporting, while India and Brazil are the world's big buyers, with Brazil importing most of what its farms use. Roughly half the people alive are fed by crops grown with synthetic fertilizer, and our agricultural additives travel on the same calendar, blended in before the product heads for the field.
Season calendar · September 2026Read moreShow less
Week 39 · Sunday 27 September 2026
6 delays7 watching8 clear
Biggest movers this week: India · imports (+73% to +53% vs last year) and Americas route (-4% to -16% vs its own normal).
Week 38 · Thursday 17 September 2026
6 delays4 watching11 clear
Biggest movers this week: Africa · Cape of Good Hope (+60% to +85% vs its own normal) and South America · imports (-17% to -3% vs last year).
Week 37 · Wednesday 9 September 2026
7 delays6 watching8 clear
Changed how the flow cards are measured this week: each one now runs against the same four weeks a year earlier, instead of against its own previous month. Comparing a region to its own recent weeks let a collapse count as normal, which is why the Gulf cards read close to normal while the Strait of Hormuz was shut. Week-to-week movements start again from here.
Week 35 · Saturday 29 August 2026
2 delays6 watching12 clear
Biggest movers this week: South America · Santos + Paranaguá (-22% to +39% vs its own normal) and China · Shanghai + Ningbo (-39% to +21% vs its own normal).
Week 34 · Wednesday 19 August 2026
9 delays2 watching9 clear
Biggest movers this week: Middle East · imports (-35% to +50% vs its own normal) and Europe · Rotterdam + Antwerp (-19% to +17% vs its own normal).
Week 33 · Tuesday 11 August 2026
7 delays6 watching7 clear
Could not check India's exports, India's imports this time.
Week 32 · Friday 7 August 2026
6 delays1 watching13 clear
Week 31 · Wednesday 29 July 2026
1 delays3 watching2 clear
US gas down about 6%. Oil up about 6%. Full picture on the cards.
Week 30 · Thursday 23 July 2026
1 delays2 watching3 clear
First week on the board. The record starts here.
One line a week: how the board stood and what moved. Each bar shows the share of indicators in each state, so reading down the weeks shows conditions tightening or easing. Weeks from before the board tracked all 21 indicators show fewer. A week marked ↗ has a saved copy at its own address. Open it to read that week in full, or link to it when you need a page that will not change.
A general read on conditions. Figures are indicative, from the public sources named on each card, and are not price quotes or offers.