There is currently no such thing as a unified global freight market. In early September, container spot rates from Asia to the USA remained at high levels. At the same time, prices from Asia to Europe declined.
Freightos reported for the week ending September 8 approximately USD 7,600 per FEU to the US West Coast and about USD 9,500 to the US East Coast. One FEU corresponds to a 40-foot container. For Asia–Northern Europe, rates of around USD 4,500 were reported and for the Mediterranean approximately USD 4,700.
As of September 15: In the following week, the Transpacific route firmed again according to Freightos. The sub-index Asia–US West Coast (FBX01) rose by 3 percent, Asia–US East Coast (FBX03) by 2 percent. Asia–Northern Europe (FBX11) declined by 3 percent, Asia–Mediterranean (FBX13) by 12 percent; for both Europe trades, Freightos last reported daily rates of around USD 3,800 per FEU. The spread between Americas and Europe trades has thus widened further.
An independent index confirms the order of magnitude but deviates in Europe trades: The Drewry World Container Index showed USD 7,352 for Shanghai–Los Angeles and USD 9,726 for Shanghai–New York on September 10, compared to USD 3,997 for Shanghai–Rotterdam and USD 4,216 for Shanghai–Genoa. The differences from Freightos are mainly explained by methodology: Drewry measures individual port pairs, while the Freightos Baltic Index covers entire trade lanes.
These values are spot rates, meaning short-term market prices. They are not automatically comparable with a list rate, a FAK rate, or a long-term contract. FAK stands for "Freight All Kinds" and is a general carrier rate for various types of cargo. The actual final price often still includes surcharges, pre-carriage, on-carriage, and local fees.
The difference between routes has several reasons. On the Transpacific, demand remained strong longer than expected. At the same time, typhoon backlogs are reducing available capacity. On Asia–Europe, demand cooled after the early summer peak. More Suez passages again are releasing additional capacity there: According to Sea-Intelligence estimates, approximately 19 percent of Asia–Europe volumes are running through the Red Sea again.
For shippers this means: A falling global index is no price guarantee for their own route. What matters are the port of departure, destination port, week, equipment, direct service, and actual space confirmation.