DP World’s London Gateway port is under an ongoing congestion issue. That situation has prompted carriers to alter schedules and, in at least one prominent case, to re-route calls to neighbouring English port Southampton, also operated by DP World. In the run-up to Christmas, it has underlined how even the UK’s newest deep-water hub is vulnerable when yard density, vessel bunching and surging imports collide.
French carrier CMA CGM has temporarily adjusted its SAFRAN rotation to call at Southampton instead of London Gateway. The shipping line initially adjusted a small number of voyages in the Summer, but has since extended the arrangement as the disruption persisted. Although framed as a temporary measure, the number of occurrences makes the switch more than a one-off contingency. It has now issued an update to shippers, saying the switch will continue throughout Q1 2026.
Supply-side congestion
Industry analysis points to multiple factors behind the slowdown. High yard density and quay bottlenecks have lengthened berth waiting times and delayed vessel turnarounds, potentially contributing to missed windows and schedule interruptions. Port call switches are a part of maritime life, and can be instigated by any number of factors. Port congestion is merely one of them.
In this instance, the blame appears to lie with a surge in exports from China. That has prompted a wider Asia–Europe trades review for increased call frequency. The supply-side pressure has pushed carriers to adjust port sequences and divert tonnage to safeguard schedules across Northern European hub ports, and London Gateway has been no exception. This particular South America – Europe rotation appears to have been affected as collateral to that situation.
CMA CGM diversion shows practical mitigation
The diversion of CMA CGM’s SAFRAN calls is a practical example of how carriers are responding. By switching to Southampton, operators gain predictability and avoid arrivals into a congested terminal. However, diverting a call introduces complications ashore. There are different port handovers, altered hinterland connections, and the possibility of additional onward transport legs.
These adjustments can create friction for shippers, particularly for those seeking consistency of routing and last-mile logistics. Carriers and ports have been directing customers to alternative inland solutions to manage the disruption.
Rail connection blurs the gap between ports
One mitigating factor is the increasingly robust rail link between the two DP World terminals in England. The inter-port rail service between Southampton and London Gateway has recently been stepped up to five departures per week, allowing timetabled port-to-port intermodal transfers along the corridor. DP World promotes the service as a greener and more predictable alternative to road haulage, and as a mechanism to rebalance capacity between the facilities.
This strengthening of the rail connection reflects the way the operator manages its UK assets. DP World has repeatedly stated that Southampton and London Gateway are operated as a single business unit (see our feature in the October edition of WorldCargo News magazine), with logistics parks, rail, inland connectivity and storage capacity coordinated across the two terminals rather than in competition.
Integrated approach reshapes how congestion is managed
That structure gives the operator a degree of flexibility when disruption emerges. Containers can be repositioned between terminals to avoid blockages, and carriers can maintain windows by switching ports, as demonstrated in this switch by CMA CGM. Shippers also gain access to more routing options than if the terminals functioned in isolation.
For importers and freight forwarders, the episode is a reminder that concentrated capacity — even in modern deep-water ports — can become a pressure point when international volumes surge. Diverting to Southampton protects marine schedules but transfers risk onto inland logistics and modal availability.
London Gateway is in the midst of an expansion programme designed to increase throughput and resilience. Yet in the near term, carriers are likely to continue adjusting their rotations to maintain reliability, while DP World leans on inter-port rail and coordinated operations to relieve pressure. Market attention will continue to focus on yard density, vessel waiting times and the frequency with which lines opt for call swaps between the two ports.