2026 Port Cost Benchmark Book: What a “Normal” PDA Looks Like by Vessel Type and Region

November 24, 2025

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Port costs are one of the last big spend areas in shipping that still get approved with too little context. In 2026, with freight margins more sensitive to carbon, fuel spreads, and schedule pressure, a “normal” PDA range is no longer a nice-to-have. It is a control tool. This benchmark book is built to give operators, charterers, and finance teams a fast sanity check on port-call spend by vessel type and region, plus a clear way to spot drift early, ask the right questions, and avoid paying for surprises that could have been caught at the PDA stage.

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Region	Directional cost tone	Main fixed PDA drivers	Common drift drivers	Query-first flags / 2026 watchpoints
1) North America (US/Canada)	Tariff-heavy base Predictable when tariffs apply cleanly, but overruns spike fast in congestion windows.	Port/harbor dues by GT/NT/LOA, strong pilotage and towage packages, berth/wharfage, agency.	Anchorage waiting, shifting between terminals, overtime, inspections and line-handling extras.	Pilot/tug counts vs authority tables, time-based charges without timestamps, “misc extras” without receipts, any policy-layer fees isolated clearly.
2) North Europe & Baltic	High compliance layer Higher fixed stacks, plus winter/ice season surcharges in the Baltic and Skaw corridors.	Port dues and fairway dues, pilotage, towage, mooring, waste and ISPS/security items.	Ice/class requirements, weather delays, berth productivity swings, short-notice shifting.	Ice/seasonal surcharges applied correctly, waste/environment items aligned to port rules, duplicate mooring/line-handling, detention overlapping terminal windows.
3) Mediterranean & Black Sea	Mixed cost profile Wide port-to-port variation with corridor and agency patterns that change quickly.	Pilotage/tugs, port dues, berthage, VTS/conservancy, agency, customs/health.	Corridor/security disruptions, anchorage queues, shifting, overtime and special services.	Security-related add-ons evidenced, shifting justified by berth plan changes, “local services” clearly itemised, Danube/alternate routing costs separated.
4) Middle East & Red Sea	Service-dense hubs Gulf hubs are structured; some Red Sea ports show heavier pilot/tow intensity.	Port dues, pilotage, towage, berthage, mooring, agency; canal/strait related items when applicable.	Waiting, shifting, tug standby, heat/weather work limits, terminal overtime.	Towage intensity vs movement count, standby rates aligned to authority tariffs, Red Sea security/route deviations separated from core PDA.
5) West & South Africa	Largest internal spread South Africa is tariff-published and stable; parts of West Africa can swing sharply.	South Africa: published port dues, pilotage, towage, berth, waste/ISPS. West Africa: similar buckets but less consistent application.	Berth access delays, shifting, ancillary “service bundles,” overtime, informal add-ons in some ports.	Compare line items to published books where available, isolate “misc services,” check tug/pilot duplication, receipts for third-party charges.
6) South Asia (India/Subcontinent)	Tariff logic varies Distinct port trust / terminal tariff structures and congestion sensitivity.	Port dues by GT/NT, pilotage, towage, berthage, shifting/warping, agency, inspection fees.	Congestion waiting, tidal windows, monsoon effects, shifting between anchorages/terminals.	Shifting counts vs actual moves, demurrage-like time charges separated, terminal overtime aligned to published rules, port-trust vs terminal splits clear.
7) North Asia (China/Korea/Japan/Far East Russia)	Scale + dues by GT/NT Big volumes with structured dues; weather/seasonal items appear in specific windows.	Port dues tied tightly to GT/NT, pilotage/towage, berthage, VTS, waste/ISPS, agency.	Typhoon/seasonal delays, quarantine/PSC intensity, shifting, terminal overtime.	GT/NT calculation accuracy, seasonal surcharge windows correct, inspection-driven extras evidenced, duplicate tug/pilot fees flagged.
8) Southeast Asia (Singapore, Indonesia, Vietnam, Philippines, Thailand, Malaysia)	Hub vs secondary split Hubs are predictable; secondary bulk terminals show the widest variance.	Standard port dues, pilotage, towage, berthage, mooring, agency; hub ports often have clearer published stacks.	Waiting, shifting between anchorages, river/traffic restrictions, terminal service add-ons.	Separate hub tariffs from secondary-port extras, verify barging/launch/river-assist items, overtime aligned to terminal windows, receipts for third parties.
9) Oceania & Pacific (Australia/NZ + Pacific export hubs)	Australia = its own cost world Bulk and LNG calls carry a higher structured base with clear tariff logic.	Port dues, pilotage, towage, berthage, mooring, environmental/waste fees, agency; LNG/bulk terminals add published service layers.	Weather and tidal windows, queue-driven waiting, shifting, overtime and livestock/biosecurity timing.	Cross-check pilot/tug rates to authority books, isolate terminal-specific layers, waiting timestamps solid, biosecurity/inspection items correctly scoped.

2026 port cost benchmark book

How To Use This Benchmark

A quick front section so every region uses the same ruler.

📌Benchmark Explained

This report is a practical “normal cost DNA” guide for 2026 port calls. Each regional dropdown explains what a routine PDA typically looks like for common vessel types, what line items dominate the base cost, and which operational factors most often create drift.

It is a planning and approval reference, not a promise of what every call will cost. Unique terminals, project operations, emergencies, strikes, quarantine events, or major diversions should be treated as exceptions outside the benchmark logic.

🧭How To Use This Report In Real Life

Open the dropdown for your trading region.

Match your vessel type and size band.

Compare your PDA structure to the “normal cost DNA” described there.

If the PDA feels “off,” check the drift drivers and query flags before approving.

🧾What Is Inside A Typical PDA

Most PDAs are built from the same core buckets. The prices and scaling rules change by port, but the building blocks stay consistent.

Port dues / tonnage dues

Pilotage

Towage / tugs

Berth / wharfage

Mooring / unmooring

VTS, lighthouse, conservancy dues

Agency fee

Customs / immigration / health

Waste / environmental / sludge

Shifting / warping

Terminal or cargo services (when applicable)

Operation extras (only when evidenced)

⚙️Fixed Costs vs Variable Costs

Fixed (tariff-driven)

Tied to GT or NT, LOA, and mandatory services.
Usually predictable when tariffs are applied correctly.
Main drivers: port dues, pilotage, standard towage.

Variable (drift-driven)

Moves with time, congestion, weather, and terminal practice.
Creates most PDA → FDA overruns.
Main drivers: waiting, shifting, overtime, special services.

🚢Vessel Type Bands Used In Every Region

Each region uses the same vessel bands so you can compare like-for-like trades and recognize true cost drift.

Segment	Benchmark bands	Interpretation notes
Dry bulk	Capesize; Kamsarmax or Panamax; Supramax or Ultramax; Handysize	Assumes routine bulk load or discharge — no heavy-lift or project scope.
Tankers	MR; LR1 or LR2; Aframax; Suezmax or VLCC	Assumes standard terminal operations and routine inspections only.
Containers	Feeder; Panamax; Neo-Panamax; ULCV	Terminal line items can dominate in some hubs; variance is lane-specific.

🧪Methodology And Confidence Grades

“Normal cost DNA” is built from published port and terminal tariffs, then checked against real-world PDAs and FDAs (redacted for confidentiality). Each dropdown reflects the latest visible tariff rules and typical service stacks for 2026.

High confidence: stable tariffs + multiple real PDAs seen Medium confidence: robust tariffs, fewer normal PDAs captured Developing: early coverage where data is still thin

🚫What Is Excluded Or Treated Separately

Extraordinary events such as casualties, major quarantine, strikes, or emergency response.
Heavy-lift or unique terminal project operations outside routine cargo scope.
Canal tolls unless explicitly included in the port PDA dataset.
Charterparty allocations that do not show up in invoices.

🌍Global Cost Tone At A Glance (Directional)

This is not a pricing table — it is a quick “feel” for how cost intensity typically ranks by region. Details and drivers live inside each dropdown.

Typically higher cost regions

Complex service stacks, strong compliance layers, or high mandatory tariffs.

Middle-of-pack regions

Predictable tariffs, but drift depends on congestion and terminal practice.

Typically lower cost regions

Leaner mandatory services, though variance still exists.

⬇️Next: Regional Benchmarks

The sections below are organised by trading region. Each one gives the “normal cost DNA,” top drift drivers, and the query-first checklist your team can use before approving a PDA.

Region #1 • North America (US/Canada) US Gulf • USEC • USWC • Canada

2026 port cost benchmark

North America Cost DNA

North America combines tariff-heavy ports with strong pilotage and towage structures, plus a new policy-driven fee layer that can materially change PDAs for some vessels in 2026.

Big fixed drivers pilotage, towage, port/harbor dues, berthage

Big swing drivers waiting, shifting, terminal overtime, inspections

2026 watchpoint USTR port service fees on China-linked tonnage (scope can vary by call and policy status).

Regional tone

Costs are usually predictable when tariffs are applied cleanly, but PDAs drift quickly when congestion triggers delays, shifting, or overtime.

Tariff logic

Most ports price mandatory items by GT/NT/LOA with separate published tariffs for pilotage and towage, creating a heavier fixed-cost base than many other regions.

Canada distinction

Canadian ports and pilotage authorities publish structured dues and pilotage charges that update annually, including detention/delay components.

Great Lakes note

Great Lakes pilotage rates for 2025 rose on both US and Canadian sides, and remain a meaningful PDA line item for lake trades into 2026.

🗺️Sub-Regions: How North America Breaks Down

🇺🇸 US Gulf

Houston, New Orleans, Mobile, Corpus, Tampa, etc.

Fixed base: strong pilotage and towage tariffs plus port/harbor dues. Example Gulf tariffs show detailed dockage/wharfage structures with mandatory service stacks.
Drift pattern: delays tied to berth lineup, fog/river closures, and shifting between terminals.
Query flags: duplicate tug charges; “miscellaneous” line items without receipts; overtime that doesn’t align to terminal hours.

🇺🇸 US East Coast (USEC)

New York/New Jersey, Savannah, Charleston, Norfolk, Jacksonville, etc.

Fixed base: pilotage + tug packages with port dues often scaled by GT/LOA; security and compliance items are more visible in PDAs on some trades.
Drift pattern: congestion windows, anchorage waiting, extra line handling and shifting for berth changes.
Query flags: standby time that overlaps with known gate delays; add-on services not in the original PDA scope.

🇺🇸 US West Coast (USWC)

Los Angeles/Long Beach, Oakland, Seattle/Tacoma, Vancouver USA, etc.

Fixed base: tariff-driven port dues with high pilotage/towage sensitivity in larger hubs.
Drift pattern: terminal productivity swings create idle time; shifting is common when berth plans move.
Query flags: detention or standby billed as services; overtime blocks that exceed published terminal windows.

🇨🇦 Canada (Atlantic + Pacific + Lakes)

Vancouver, Prince Rupert, Halifax, Montreal, St. Lawrence/Great Lakes.

Fixed base: published harbor dues and pilotage charges updated annually; pilotage authorities also apply detention/delay rates.
Drift pattern: winter/ice-related scheduling constraints in some corridors; shifting for terminal access.
Query flags: delay charges without clear timestamps; pilotage line items not matching authority charge tables.

👀2026 North America Watchpoints That Can Move PDAs

USTR port service fees: new US port-entry fees targeting Chinese-owned/operated/built vessels started in Oct 2025, with scope and any suspensions directly affecting PDAs for impacted ships. Treat as a separate “policy layer” when benchmarking.
Pilotage inflation: rates are updated annually in both countries (example increases in 2025 Great Lakes pilotage), so fixed bases drift upward year-to-year even with similar operations.
Congestion sensitivity: North American ports routinely price time-related items clearly (standby, detention, overtime). When ports tighten, those time lines dominate FDA overruns.

📍Reference Ports To Anchor The Benchmarks

Once we load verified PDA datasets, North America will include 6–8 reference ports with their own p25–p75 bands and drift fingerprints.

US Gulf anchors: Houston, New Orleans, Corpus Christi
USEC anchors: New York/New Jersey, Savannah, Norfolk
USWC anchors: Los Angeles/Long Beach, Oakland, Seattle/Tacoma
Canada anchors: Vancouver, Prince Rupert, Halifax, Montreal/St. Lawrence

🧰North America “Query First” Checklist

Does every tug/pilot line match the applicable authority tariff and movement count?
Are standby, detention, or overtime hours timestamped and consistent with known terminal windows?
Any “misc sundries / extras” without receipts, third-party invoices, or clear scope?
For US calls, is any USTR/Section 301 fee applicable to the vessel and correctly isolated?

Region #2 • North Europe & Baltic UK/Continent • Skaw • Baltic Ice Season

2026 port cost benchmark

North Europe & Baltic Cost DNA

This region mixes high, tariff-transparent port services with a winter “ice layer” in the Baltic and a growing EU climate-compliance layer that starts to show up directly in PDAs by 2026.

Big fixed drivers pilotage, towage, fairway/port dues, berthage, waste

Baltic winter layer ice class-based fairway dues + port icebreaking surcharges (when applied)

2026 compliance layer EU ETS allowance/admin costs; CH₄ & N₂O enter ETS scope from 2026.

Regional tone

Published tariffs make “normal” PDAs defensible. Actual drift usually comes from time: waiting, shifting, or ice delays.

Tariff logic (UK/Continent)

Pilotage and towage are typically mandatory and charged via detailed district/port tariffs, often scaling by GT/LOA and movement type.

Baltic ice season

Fairway dues and pilotage in Finland/Sweden are ice-class sensitive, and some Baltic ports add explicit icebreaking surcharges in winter.

Higher compliance line items

EU ETS costs now apply to voyages involving EU/EEA ports and at-berth emissions; by 2026 coverage is effectively full for CO₂ with extra gases entering scope.

🗺️Sub-Regions: How North Europe & Baltic Breaks Down

🇬🇧 UK & Irish Sea / North Sea UK Ports

London, Southampton, Tees/Humber, Felixstowe, Liverpool, etc.

Fixed base: compulsory pilotage in many districts plus tug/line-handling packages, all tariff-published and often movement-based.
Drift pattern: waiting at anchorage, tidal windows, and terminal overtime are the usual break points.
Query flags: pilot detention/standby blocks not aligned to pilot orders; tugs billed beyond required movements.

🇪🇺 North Continent Range (Benelux / Germany / N. France)

Rotterdam/Antwerp, Hamburg/Bremerhaven, Le Havre/Dunkirk, etc.

Fixed base: structured port dues + compulsory pilotage systems with detailed national or district tariffs (e.g., Germany publishes annual pilotage dues tables).
Drift pattern: berth queues, shifting for terminal sequence changes, and extra surveys for cargo/condition.
Query flags: “misc services” without tariff references; overtime not tied to terminal windows.

🇩🇰 Skaw / Norwegian-Danish Gateways

Skagen/Skaw area, Oslofjord approaches, Denmark-Norway transits.

Fixed base: pilotage and towage are still the anchors, with relatively clear tariff logic.
Drift pattern: weather-driven waiting and shifting; seasonal peaks in traffic through North Sea approaches.
Query flags: standby time billed without corresponding VTS or pilot logs.

🇫🇮🇸🇪 Baltic Proper & Gulf of Bothnia

Finland, Sweden, Baltics, Polish/German Baltic ports.

Fixed base: fairway dues and pilotage are formal and often ice-class sensitive (Finland publishes unit prices by ice class; Sweden publishes fairway/pilot fees and icebreaking tariffs).
Winter layer: some ports add explicit icebreaking surcharges (example Luleå applies an icebreaking surcharge during the port’s icebreaking season), while Finland’s national winter navigation assistance in fairways is generally funded through dues.
Drift pattern: ice restrictions, convoy/icebreaker scheduling, and slower port turnarounds in peak winter.
Query flags: ice fees billed outside declared ice season; standby/delay hours not tied to icebreaker/pilot records (Finland has published standby fee rules).

👀2026 Watchpoints That Move PDAs Here

EU ETS cost visibility: voyages involving EU/EEA ports require allowances for CO₂ (including at-berth emissions), and additional greenhouse gases enter the maritime ETS from 2026, increasing compliance/admin line items.
Ice class economics: in the Baltic, lower ice class ships face higher dues or operational constraints, while some ports levy winter icebreaking surcharges.
Published standby/detention rules: several authorities price delays explicitly (e.g., Finland standby fees; UK pilot detention), so time overruns quickly dominate FDAs.

📍Reference Ports To Anchor The Benchmarks

UK anchors: London, Southampton, Tees/Humber, Felixstowe
North Continent anchors: Rotterdam/Antwerp, Hamburg/Bremerhaven, Le Havre
Baltic anchors: Helsinki/Kotka/Hamina, Stockholm/Norrland ports, Gdańsk/Gdynia, Klaipėda/Riga/Tallinn
Skaw/approach anchors: Skagen area + Oslofjord gateways

Region #3 • Middle East & Red Sea Arabian Gulf hubs • Gulf of Oman • Red Sea/Suez corridor

2026 port cost benchmark

Middle East & Red Sea Cost DNA

A region where marine services (pilotage, towage, mooring) are often a bigger PDA share than in most basins, and Red Sea corridor security can swing FDAs sharply versus initial estimates.

Gulf export intensity VLCC/LNG/terminal safety rules drive tug + pilot stacks

Hub & feeder mix Jebel Ali/Khalifa, Dammam/Jubail, Ras Laffan, Sohar/Duqm

Red Sea layer Suez/Red Sea risk & routing choices affect waiting + insurance

Marine services are the core

Many Gulf energy and industrial ports mandate multiple tugs/pilots for approach, berthing and unberthing, making pilotage/towage a primary cost driver.

Tariff clarity, drift variability

Base tariffs are usually published and predictable, but cost drift comes from waiting, shifting, inspections and overtime windows.

Red Sea corridor risk

Security conditions in the Red Sea/Bab el-Mandeb can add war-risk insurance, convoy timing, or diversions that break “normal” PDA logic.

Suez fees can be a swing factor

Canal dues and incentives (temporary discounts, category surcharges) change net voyage economics for trades routing via Suez.

🗺️Sub-Regions: How This Area Breaks Down

🛢️ Arabian Gulf Hubs (UAE / Saudi / Qatar / Bahrain / Kuwait / Iraq)

Jebel Ali, Khalifa, Fujairah (bunkering), Jubail, Dammam, Ras Tanura/Juaymah, Ras Laffan, Shuaiba/Umm Qasr, etc.

Fixed base: pilotage and towage are often the largest single PDA blocks, especially for tankers and gas carriers.
Why so high: narrow/controlled approaches, terminal safety rules, and large-ship escort requirements mean more tugs/pilots per move.
Drift pattern: berth queues at export terminals, shifting between jetties, plus safety or cargo inspections.
Query flags: tug/pilot “extra services” not aligned to movement logs; standby time billed without timestamped justification.

🌊 Gulf of Oman & Arabian Sea (Oman / East UAE)

Sohar, Duqm, Salalah, Khor Fakkan, east-coast terminals and offshore STS zones.

Fixed base: port dues plus pilotage/tugs (typically lighter than core Gulf energy ports, heavier than EU basins).
Drift pattern: STS operations, weather-related waiting, and terminal slot timing.
Query flags: duplicated VTS/security lines across agent and terminal invoices.

🚢 Red Sea & Suez Corridor (Egypt / Saudi / Jordan / Horn of Africa)

Port Said / Sokhna / Suez, Jeddah, Yanbu, Aqaba, Djibouti, plus Bab el-Mandeb approaches.

Fixed base: port dues, pilotage/towage, waste/security, and in Egypt, canal/approach services tied to Suez routing.
Corridor quirks: security conditions can add war-risk insurance, route changes, convoy timing, or diversions that blow out FDAs.
Drift pattern: waiting outside canal/ports, inspection timing, and high service demand peaks when traffic clusters.
Query flags: “special corridor services” without pre-approval; delay charges missing traffic/queue evidence.

👀2026 Watchpoints That Move PDAs Here

Pilotage/towage rule changes: Gulf energy ports periodically revise marine service matrices; small changes in tug count or category can move PDAs quickly.
Red Sea security normalization vs relapse: any sustained return to Bab el-Mandeb/Suez transits cuts war-risk and waiting; renewed disruption does the opposite.
Suez fee incentives/surcharges: temporary discounts or category-specific surcharges affect whether ships route via Suez or Cape, altering corridor-linked cost exposure.
Export terminal slot tightness: crude, refined products, LNG and petrochem exports are schedule-sensitive; slot drift becomes cost drift.

📍Reference Ports To Anchor The Benchmarks

Arabian Gulf anchors: Jebel Ali, Khalifa, Fujairah, Jubail, Dammam, Ras Tanura/Juaymah, Ras Laffan
Gulf of Oman / Arabian Sea anchors: Sohar, Duqm, Salalah, Khor Fakkan
Red Sea anchors: Port Said/Sokhna/Suez, Jeddah, Yanbu, Aqaba, Djibouti

Region #4 • West & South Africa Wide spread by port • “services opacity” risk

2026 port cost benchmark

West & South Africa Cost DNA

South Africa runs on published, formula-based tariffs, while many West African gateways show high variance by port, terminal, and service stack. “Normal” PDAs are therefore port-specific, not one regional average.

Big fixed drivers port dues, pilotage, towage, berth/mooring

Big swing drivers waiting/standby, shifting, security layers

2026 watchpoint congestion + multi-provider extras keep FDA risk elevated in WA

South Africa pattern

Tariff-clean and predictable. For given GT and movements, PDAs typically cluster tightly unless waiting time builds.

West Africa pattern

High variance by port. “Extras” and third-party services are the usual source of benchmark drift.

Port choice matters

Neighboring ports can differ sharply in total call cost, so operators benchmark by gateway, not geography.

🧾What a “normal” PDA includes here

Port/harbor dues: GT/NT-based in most ports; extremely clear in SA, less uniform in WA.
Pilotage and towage: large mandatory items, scaling strongly with size and draft.
Berth/mooring/launch: stable in SA; often multi-provider billed in WA.
ISPS/security adders: routine in some WA ports and terminals.
Waste/slops/environmental fees: predictable in SA, terminal-specific in WA.

📌Where PDAs jump above “normal”

Standby from congestion: pushes overtime, extra tugs, and additional pilot windows.
Unplanned shifting: resets towage and mooring assumptions.
Stacked “extras”: small fees across multiple vendors can snowball in WA.
Security escalation: occasional sudden adders for particular cargo or ship profiles.

⚓Directional “normal” PDA profile by vessel type

Vessel type	Typical “normal” PDA level	Why it sits there
Handy / Supra bulker	Medium (SA) → Medium-High (WA)	Tariffs are manageable, but WA variance comes from waiting and service stacks.
Panamax bulker	Medium-High	Higher GT increases dues and tug packages; standby dominates FDAs in WA peaks.
MR / Aframax tanker	High (WA) / Medium-High (SA)	Tanker calls carry heavier towage/security and waste/slops layers.
Suezmax / VLCC	High → Very High	Towage and pilotage scale steeply with size and approach constraints.

🧰West & South Africa “Query First” checklist

Benchmark by specific port and terminal (WA is not one cost curve).
Confirm mandatory providers and services before arrival.
Any “misc sundries / extras” without receipts or clear scope?
Are standby/overtime hours timestamped and aligned to real delays?

Region #5 • South Asia (India/Subcontinent) India • Pakistan • Bangladesh • Sri Lanka

2026 port cost benchmark

South Asia Cost DNA

South Asia mixes large tariff-published gateways with strong “time-and-service” cost sensitivity. PDAs are anchored by GT-based port dues and compulsory pilot/tug packages, but congestion, shifting and berth productivity can create wide FDA drift.

Big fixed drivers port dues, pilotage, towage, berth/mooring

Big swing drivers waiting, shifting, overtime, draft/river constraints

2026 watchpoint congestion + weather windows keep time-cost lines material

Regional tone

Benchmark spread is moderate at major Indian hubs, but wider across smaller bulk and river-influenced ports where berth time and ancillary use vary.

Tariff logic

Core marine charges are usually published and GT/NT-linked, with separate pilotage/tug schedules and terminal handling layers.

Operational risk

Waiting and shifting can quickly dominate FDAs on bulk and tanker calls during peak import/export windows.

🗺️Sub-Regions: How South Asia Breaks Down

India — West Coast

Kandla/Deendayal, Mundra, Mumbai/JNPT, Hazira, Goa, etc.

Fixed base: GT-based port charges plus compulsory pilot/tug packages at most gateways.
Drift pattern: anchorage queues and berth rotation trigger standby, overtime, and extra line handling.
Query flags: shifting billed without matching movement logs; multiple tug line items for single evolutions.

India — East Coast

Paradip, Visakhapatnam, Chennai, Krishnapatnam, Haldia/Kolkata, etc.

Fixed base: published port dues, pilotage, towage, and berth charges by ship size and draft.
Drift pattern: monsoon/sea-state windows, channel constraints, and cargo-side delays.
Query flags: “weather standby” overlaps with clear sailing windows; add-on services not in PDA scope.

Pakistan / Bangladesh / Sri Lanka

Karachi, Port Qasim, Chittagong, Mongla, Colombo, Hambantota, etc.

Fixed base: compulsory pilots/tugs and berth dues, often with port-specific scaling rules.
Drift pattern: berth productivity swings and shifting between terminals raise time-based charges.
Query flags: duplicated harbor craft/vessel hire; security or “facilitation” lines without receipts.

🧾What a “normal” PDA includes here

Port/harbor dues: typically GT/NT-based with published schedules at main hubs.
Pilotage + towage: mandatory for most movements; scales with size and draft.
Berth/mooring/line handling: stable in a “clean” call, but rises with shifting.
Channel/draft constraints: can add pilot windows, tugs, and waiting.
Waste/slops/environmental: terminal or port-specific, heavier for tankers.

📌Where PDAs jump above “normal”

Congestion and waiting: standby and overtime lines grow quickly in peak seasons.
Unplanned shifting: resets towage/line-boat assumptions and adds movement fees.
Monsoon or sea-state limits: extend pilotage windows and berth time.
Terminal delays: slow cargo rates translate directly into time-based cost overruns.

⚓Directional “normal” PDA profile by vessel type

Vessel type	Typical “normal” PDA level	Why it sits there
Handy / Supra bulker	Medium	Published tariffs anchor costs, but waiting and shifting create variance by port.
Panamax / Kamsarmax bulker	Medium-High	Larger GT pushes dues and tug packages up; berth productivity drives FDA drift.
MR / Aframax tanker	High	Heavier towage, safety/security, and waste/slops stacks in many terminals.
Suezmax / VLCC	High → Very High	Approach and draft constraints plus steep towage scaling dominate the PDA.

🧰South Asia “Query First” checklist

Do pilot/tug movements and unit counts match the port’s published schedule?
Are waiting, standby, and overtime hours timestamped and tied to real delays?
Any shifting or harbor-craft charges without clear movement logs?
Any “misc sundries / extras” lacking third-party invoices or receipts?

Region #6 North Asia (China / Korea / Japan / Far East Russia)

2026 port cost benchmark book

North Asia: Tariff-Clear, Seasonally Spiky

North Asia ports are generally transparent and rules-based on published tariffs. Most variability in a “normal” PDA comes from seasonal weather, berth-time exposure, and terminal-specific service intensity rather than surprise add-ons.

How base port dues are set

China, Korea and Japan lean heavily on GT or NT formulas for port-entry, tonnage and berth-related dues, with clear published schedules and rounding rules.

What drives swings

Winter ice and sea fog in the north plus typhoon disruption in East and South China expand time-based charges and add standby for pilots and tugs.

Ship-size sensitivity

Larger bulkers, LNG and crude tankers feel GT/NT dues most. Mid-size trades feel berth-time and cargo-service packages more.

🧾What North Asia PDAs Usually Contain

Simple Summary

Most calls follow a predictable core: port dues (GT/NT), pilotage, towage, berth or anchorage, linesmen and documentation. The differences between ports show up mainly in service rules, seasonal surcharges, and how quickly the berth clock runs.

PDA line item	Typical basis in North Asia	What moves it in 2026
Port entry / tonnage dues	Published GT or NT rates per call, sometimes stepwise by time or vessel class.	Highly predictable year to year; biggest driver for high-GT ships. Japan and Korea publish clear NT/GT frameworks.
Pilotage	GT-linked base plus adders for draft, night, holiday moves, or extra legs.	Extra legs and weather delays raise totals. Korea and Japan explicitly charge adders for night/holiday and certain moves.
Towage	Tug number and class set by terminal rules, with hour blocks and LOA/GT tiers.	Berth geometry and terminal safety rules matter more than tariff level. Standby can appear during closures.
Berth / anchorage dues	GT/NT per hour or per 12/24h block for time alongside or at anchorage.	Congestion or slow cargo operations expand the berth clock and become the main cost swing.
Linesmen / mooring	Fixed gang fees with overtime multipliers for night or holidays.	Stable at large hubs, more variable at smaller terminals where staffing patterns differ.
Waste, environmental, security	Flat per-call fees or GT-scaled items, usually published.	Slightly more documentation in 2026, but still auditable rather than ad-hoc.
Icebreaking / winter navigation (north China, northern Korea/Japan, Far East Russia)	Seasonal or ice-assistance dues where officially required or provided.	Severity of winter sets the bill. Russia’s Far East ports list regulated icebreaker-related dues and can index fees.
Agency & documentation	Standard agency fee plus port paperwork, immigration and health clearances.	Mostly stable; re-clearance after long weather delays adds small extras.

🌦️Seasonal Items That Change a “Normal” PDA

North China & Bohai Rim

Sea fog and winter cold snaps can slow pilot boarding and extend anchorage time.
When ice measures are declared, assistance or winter dues may appear.

East & South China

Typhoon season closures create time-based cost stacking (berth, anchorage, tug standby).
Re-opening surges can push waiting time into the PDA even with fixed tariffs.

Korea / Japan / Far East Russia

Korea and Japan are tariff-clear, but night and holiday adders matter on tight windows.
Far East Russia is the most winter-sensitive sub-basin due to ice and regulated dues structure.

🛰️Extra Note For Transpacific Operators

What to watch

Not a North Asia port charge, but relevant to the full round-voyage PDA picture: from late 2025 into 2026 the US is rolling out net-ton-based service fees on certain China-owned, China-operated or China-built vessels calling US ports. Operators running North Asia to US trades should carry a contingency line on the US call side of estimates.

Region #7 Southeast Asia (Singapore, Indonesia, Vietnam, Philippines, Thailand, Malaysia)

2026 port cost benchmark book

Southeast Asia: Short-Haul Density, Big Port Spread

Southeast Asia is a high-call, short-haul basin where “normal” PDAs differ sharply between global hubs and secondary bulk terminals. Published tariffs cover most core marine services, but terminal packages, waiting time, and seasonal disruption create the real variance.

Tariff clarity split

Hubs like Singapore run on highly published GT-based port dues and tightly defined pilot/tow tariffs, while smaller Indonesian, Philippine and Vietnamese bulk terminals can show wider service-package differences by port and operator.

What really moves costs

Berth and anchorage time, tug intensity, and “per-move” pilotage adders drive most swings, especially on multi-berth calls and river/archipelago ports.

2026 volatility layer

Monsoon disruptions, typhoon closures in the South China Sea/Philippines corridor, and periodic transshipment congestion at major hubs are the main seasonal risk multipliers.

🧾What Southeast Asia PDAs Usually Contain

Simple Summary

Most calls include a predictable core (port dues, pilotage, towage, berth/anchorage, linesmen, waste/security, documentation). The “hub vs secondary port” gap in 2026 is mainly about how much service is bundled by terminals and how long the clock runs.

PDA line item	Typical basis in SE Asia	What moves it in 2026
Port dues / tonnage dues	Usually GT or NT-linked tariffs, published by port authorities. Singapore explicitly uses GT bands and day-rates.	Stable tariff structures at hubs; more variability at secondary ports when local authorities adjust schedules or apply special-terminal rules.
Pilotage	GT or movement-based fees with adders for night/holiday, extra shifts, or intra-port moves. Singapore’s pilotage is tariff-controlled with defined caps.	Weather waits and multi-leg moves raise totals; local adders matter more in Vietnam/Indonesia than base rates.
Towage	Tug number/type per terminal rules, often billed per job + time blocks; clearer at hubs, more port-specific outside them.	High tug intensity at some river, refinery, or constrained bulk berths; standby climbs during closures.
Berth / anchorage dues	Time-alongside or anchorage billed per GT/NT hour or per block.	The main swing item in busy seasons: waiting on tide windows, draft restrictions, or congestion drives bills more than tariff changes.
Linesmen / mooring	Fixed gang fees with overtime multipliers; common across the basin.	Higher at terminals with strict mooring rules or frequent shifting; night/holiday multipliers add up on tight windows.
Terminal / cargo service packages	Often the largest non-marine block outside hubs: loading gear, stevedoring standards, weighing, sampling, or security packages.	Bigest variability between high-efficiency hubs and smaller bulk ports. Service scope differs by terminal operator and cargo type.
Waste / environmental / security	Flat per-call or GT-scaled items, usually published for major ports.	Gradual tightening in documentation and segregation rules, but still tariff-visible at the main hubs.

🌏Hub Ports vs Secondary Bulk Terminals

Global hubs

Highly standardized marine dues and pilot/tow rules.
Fast turnaround, but congestion spikes can still stack time-based costs.
Best predictability for liners, LNG, and regular parcel trades.

Industrial and refinery ports

More tug and pilot intensity due to berth geometry and safety rules.
Shifting and hose/inspection delays increase berth-time exposure.

Secondary bulk terminals

Wider spread in terminal service packages and documentation.
Draft, tide, and channel windows are common cost multipliers.
Highest variability for coal, nickel ore, bauxite, and agri bulks.

🌦️Seasonal Items That Change a “Normal” PDA

Monsoon & swell seasons

Heavy rain and swell slow pilot boarding and cargo work, extending berth and tug time.
Most visible in Indonesia, Vietnam, Thailand and the Philippines.

Typhoon corridor risk

Vietnam and the Philippines feel the sharpest closure events.
Costs show up as anchorage and marine-service standby rather than new tariff lines.

Transshipment congestion waves

Major hubs can run hot and create multi-day waits even when tariffs are stable.
That pours straight into time-based PDA items.

🔎Operator Takeaways for 2026 Calls

Practical read

If budgets are drifting above “normal” in Southeast Asia, it is usually not because tariffs changed. It is because time expanded (waiting, shifting, weather) or because a secondary terminal’s cargo-service scope differed from last call. Treat hubs as tariff-predictable but time-volatile, and secondary bulk ports as scope-volatile as well as time-volatile.

Region #8 Oceania & Pacific (Australia/NZ + Pacific export hubs)

2026 port cost benchmark book

Oceania & Pacific: Australia’s High-Rule System, NZ’s Clean Tariffs, Pacific Port Spread

This basin is dominated by Australian bulk and LNG gateways, New Zealand’s smaller but tariff-transparent ports, and a long tail of Pacific mining and agri export hubs where limited marine resources and bundled terminal services can swing costs sharply.

Australia stands alone on cost logic

Australian PDAs are highly rules-based: port dues and navigation charges are GT-linked, pilotage and conservancy are structured by state/port authority, and national levies plus biosecurity inspections are routine for foreign arrivals.

NZ is cleaner and more uniform

New Zealand marine charges are generally GT (or GRT) based with published pilotage/berthage schedules. Variance is more about time and terminal scope than hidden fees.

Pacific export hubs = widest spread

Smaller Pacific mining/export ports tend to have fewer tugs/pilots, tidal or channel limits, and more terminal-bundled packages, so “normal” PDA bands are the least stable in this basin.

🧾What Oceania & Pacific PDAs Usually Contain

Simple Summary

Australia and NZ are tariff-forward, but Australia adds more layers: national navigation levies, tighter pilotage regimes in several states, and standard biosecurity/quarantine cost recovery. Pacific hubs add variability through marine resource scarcity and terminal packages.

PDA line item	Typical basis in AU/NZ/Pacific	What moves it in 2026
Port dues / navigation dues	Australia and many NZ ports calculate core dues from GT/GRT in published tariff schedules.	Tariffs are usually stable year-to-year, but AU ports may update schedules by state or terminal. The bigger swing is how many movements and how long the ship stays.
Pilotage	GT-based plus per-movement logic. Queensland and other Australian states publish structured pilotage with calculators and area rules.	Adds stack quickly on shifting, river/channel transits, night/holiday multipliers, and on some reef or constrained-approach ports where compulsory pilotage applies.
Towage	Tugs billed per job and time blocks, usually tariff-visible in Australia and NZ, but tug numbers are berth-specific.	Higher tug intensity at LNG and deep-draft bulk jetties, and when wind/swell requires extra standby.
Berthage / anchorage time	Time along berth or at anchorage, charged per GT/GRT block, typically published.	The main volatility driver: bulk queues after weather events, tidal windows, or rail/terminal interruptions.
National / state levies	Australia applies national navigation levy user-pays charging to commercial ships that call ports.	Typically predictable but still a required PDA layer for foreign ships.
Biosecurity / quarantine	Australia charges cost-recovery fees for vessel biosecurity services and inspections at first port of entry.	Costs rise if paperwork is late or inspections are extended; otherwise this is a stable “normal call” item.
Terminal / cargo service packages	Especially in Australia, bulk and LNG terminals have defined operating rules and service menus that sit on top of marine dues.	Variation comes from terminal scope, shifting requirements, and demurrage-driven extra time rather than tariff surprises.

⚓Australia vs New Zealand vs Pacific Hubs

Australia (bulk + LNG heavy)

Most predictable tariff disclosure, but more stacked layers per call (national levy, pilotage areas, biosecurity).
Highest sensitivity to berth time, shifting, and tug intensity at export jetties.
Operators treat Australia as its own cost model in budgets, not a generic “Asia Pacific” line.

New Zealand

Clean GT/GRT-based marine tariffs and published schedules.
Variance mostly from time in port and terminal service scope.
Less layered regulatory charging than Australia, so PDAs tend to be simpler.

Pacific mining/export ports

Lower call frequency and fewer marine assets mean higher risk of standby and delay costs.
Terminal-bundled service packages can differ between operators and cargoes.
Draft, tide, and channel constraints often drive extra movements.

🌊2026 Watchpoints for “Normal” Calls

Weather and swell windows

Bulk export queues can expand fast after cyclones or heavy swell periods in Australia and the Pacific.
Costs show up as anchorage time, extra pilot/tug blocks, and shifting.

Terminal logistics friction

Rail, conveyor, or stockpile interruptions at large Australian export hubs extend berth time.
These are bigger PDA movers than tariff edits.

Biosecurity compliance

Australia remains strict on pre-arrival and inspection regimes, so paperwork timing protects “normal” cost expectations.

🔎Operator Takeaways for 2026 Calls

Practical read

In this basin, Australia budgets should be built as a separate playbook with tariff layers and pilotage areas mapped per port. NZ calls are less layered but still time sensitive. Pacific export hubs need the widest contingency for standby and terminal scope, because a “normal” call can flip to abnormal when marine assets or weather windows tighten.

Region #9 Mediterranean & Black Sea

2026 port cost benchmark book

Mediterranean & Black Sea: Dense Call Network, Wide Service Mix, Corridor Risk

This region is one of the most “tariff-visible but operationally unpredictable” basins. Mediterranean hubs serve boxes, tankers and bulks with high pilot/tug/terminal activity, while the Black Sea adds security-driven routing, corridor uncertainty and occasional war-risk layers that can tilt PDAs away from “normal” quickly.

High port-call density

Med trades often involve multiple short sea legs, transshipment hubs, and frequent shifting. “Normal” cost is therefore very time-and-move sensitive.

Straits & chokepoint charging

Turkish Straits and approaches remain a meaningful cost line for many Black Sea voyages, with fees adjusted upward in 2024–2025 and billed on NT/GT-linked logic.

Black Sea corridor quirks

Ukraine’s “temporary maritime corridor” continues to function but is exposed to attacks and disruptions, creating insurance, routing and port-time volatility.

🧾What “Normal” PDAs Usually Contain Here

Simple Summary

Mediterranean PDAs are built from standard dues, pilotage/towage, berth time, and terminal service scope. Black Sea calls add two extra variables: (1) chokepoint and straits charges on the way in/out, and (2) corridor/security-related cost layers that can appear with little notice in 2026.

PDA line item	Typical basis in Med / Black Sea	What moves it in 2026
Port dues / light dues	Tariff-published in most Med hubs, commonly GT/NT-based with per-call or per-day elements.	Usually stable; the big swing is the number of movements and time alongside.
Pilotage	Often compulsory in Med approaches and inner harbors; billed per movement with GT/NT tiers.	Shifting and congestion/call sequencing can double pilot movements on “normal” calls.
Towage	Per job/per tug hour tariffs; higher intensity at narrow-basin refineries, LNG jetties, and older bulk terminals.	Weather, port rules, and deep-draft limitations drive extra tugs or standby.
Berthage / anchorage time	Charged by time band (often GT-linked).	Key volatility driver: berth queues, daylight windows, terminal productivity, and shifting.
Turkish Straits transit fees	Lighthouse/rescue/straits transit elements charged on NT/GT logic for Bosphorus/Dardanelles passages.	Fee level is tariff-set and recently increased; add-ons appear if stoppage, waiting, or special services are needed.
Security / war-risk layers (Black Sea)	Not always in the PDA, but may appear as insurance endorsements, security services, or special routing requirements.	Corridor disruptions and attacks can trigger sudden premium hikes and longer port/anchorage time.
Terminal/cargo service packages	Refineries, petrochemical jetties, container hubs, and grain terminals all have distinct service menus.	Scope creep (extra lab tests, hose connections, draft surveys, cleaning, or re-handles) is a common reason PDAs drift above “normal.”

⚓Med Hubs vs Black Sea Ports

Mediterranean hubs

Tariffs are usually published and predictable, but bills are sensitive to time and number of moves.
High mix of vessel types means very different “normal” service scope by port and berth.
Box hubs add re-handle and window-driven shifting; refinery/chemical ports add tug/pilot intensity.

Black Sea (Bulgaria/Romania/Turkey/Ukraine/Russia/Georgia)

Same tariff fundamentals, but corridor/security context can add layers fast.
Straits fees are a routine voyage-cost input for many trades.
Agency patterns vary more widely, especially on grain and minor bulk calls where bundled services are common.

Black Sea grain lanes (special note)

Ukraine exports via the maritime corridor have stabilized versus 2023 but remain attack-exposed.
Routing via Danube alternatives still shifts cost between river logistics and sea calls.

🌡️2026 Watchpoints for “Normal” Calls

Corridor and security headlines

An escalation can push war-risk insurance and port delays higher overnight.
Operators should treat Black Sea PDAs as “normal + contingency,” not a single number.

Straits throughput and waiting

Higher straits fees are tariff-known; unexpected cost comes from queuing and stoppages.

Short-sea congestion waves

Med hubs can see sharp berth-time spikes during alliance re-strings, refinery maintenance, or seasonal bulk rushes.

🔎Operator Takeaways

Practical read

For Mediterranean calls, benchmark by berth type and movement count; that is where “normal” costs diverge. For Black Sea calls, build two baselines: a tariff-normal PDA and a corridor-risk overlay tied to routing, insurance and expected port-time buffers in 2026.

Across these nine regions, “normal PDA” is less about one magic number and more about understanding which items are tariff-fixed versus time- and scope-driven. The big pattern going into 2026 is that published dues stay fairly stable, but volatility shows up in berth/anchorage time, shifting, tug intensity, and terminal service packages. If you benchmark your PDAs by region and vessel profile, you can spot when a call is drifting for real operational reasons versus weak quoting discipline, and you will be in a much stronger position to challenge surprises before they become precedent.

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