MARITIME BRIDGE · GLOBAL CHARTER MARKET INTELLIGENCE
Charter & Fuel Atlas.
Explore 500 reference ports with vessel-class charter scenarios in USD/day and marine bunker-cost estimates in USD/tonne. All estimates are explicitly modelled from historical inputs and disclosed assumptions.
Select any port and vessel class for an estimated daily charter-hire scenario and three bunker-cost scenarios. All figures are assumption-based models, not live fixtures or port bunker quotes.
500 portsLoading WPI ports…
Editable sensitivity assumptions, not documented regional spot-market movements.
Lower in filtered selection Mid range Higher in filtered selectionColours compare modelled charter values for the selected class, not verified quotations
500 WPI ports, clearly labelled assumption-based vessel charter and marine fuel estimates
Port
Country
Region
Vessel class
Charter model (USD/day)
Selected fuel (USD/mt)
Quality
Modelling and source scope. Historical class anchors (where available): CMB.TECH Q2 2026 company-reported time-charter averages. Other vessel-class rates are plainly labelled planning assumptions. Fuel scenarios use the latest verified EIA/FRED Brent observation refreshed via independent Supabase scheduling twice a day (07:20 and 19:20 UTC), with the source observation date displayed; if verification fails, the model explicitly falls back to the 27 October 2026 historical Brent input ($123.10/bbl). Grade/region/port-size factors remain hypothetical assumptions. They are not observed VLSFO/MGO/HSFO quotations. Maritime Bridge has not surveyed these 500 ports. The port-size classification does not establish vessel compatibility, actual bunkering availability or charter price. The EIA Brent energy input is checked automatically twice daily; vessel charter reference rates and grade/region/port-size modelling assumptions do NOT auto-update. Neither bunker spot prices nor current ship charter rates are provided.
Show charter & fuel model formula, assumptions and limitations
Vessel hire · USD/day
Historical company average (where available) or explicit planning baseline × region factor × WPI port-size factor × user scenario adjustment. Regional charter factors: Asia Pacific 1.00, Europe 1.04, North America 1.06, Latin America & Caribbean 1.01, Middle East 1.08, South Asia 0.98 and Africa 1.03. WPI Major: 1.025; Minor: 0.975. Assumed ±35% sensitivity is not a confidence interval. A selected port does not imply vessel availability, berth suitability or charterparty terms.
Fuel · USD/metric tonne
(Latest validated EIA Brent USD/barrel, or clearly dated historical fallback × assumed 7.1 barrels/tonne × grade factor + grade margin) × region factor × WPI-size factor × user sensitivity. VLSFO: factor 0.89 plus USD 65/mt; MGO: factor 1.06 plus USD 95/mt; HSFO: factor 0.69 plus USD 40/mt. WPI Major fuel factor 0.99; Minor 1.08. Regional fuel factors range from 0.97 to 1.09, applied as assumptions, not observed bunker premia. Assumed ±25% sensitivity. Not a marine fuel dealer quote.
Market context & contractual caveats
Time charter hire is not voyage freight. Oil-based daily fuel budget is separate, with illustrative vessel consumption; actual fuel obligations depend on the charterparty. LNG dual-fuel/boil-off consumption is not estimated. The September 2026 grain freight scenario and the public dry-bulk/container/energy indicators below are different measures, not extra validation of 500 local charter prices.
500Reference port locations
7Economic trade areas
8Cargo vessel groups
500Ports with modelled charter/fuel scenarios
01 · GLOBAL & REGIONAL MARKET COVERAGE
The chartering picture — without false precision.
Time charter hire in USD/day, voyage freight in USD/tonne or USD/voyage, tanker Worldscale assessments and time-charter-equivalent earnings are different market measures. Maritime Bridge keeps those measures separate. The 500 map points are verified port locations; they are not 500 executable vessel quotations. The separate colour-coded port figures are illustrative modelled grain voyage scenarios in USD/tonne to a fixed Japan reference, not observations of daily vessel hire.
GLOBAL / SELECTED REGION · INDEPENDENT INDEX
Maritime Bridge Charter Market Index
Pending verified data
A normalized index will appear only once comparable, rights-cleared observations meet its published methodology and coverage threshold. No synthetic charter rate is substituted for missing market prices.
MARKET METHODOLOGY
Understand the right measure.
Time charter: daily ship hire (USD/day). Voyage freight: cargo movement price (USD/mt or voyage). Tanker spot: Worldscale and TCE. Container spot: USD/FEU; not the same as ship time charter. Actual market indices must compare like-for-like vessels and contracts.
02 · ORIGINAL MARITIME BRIDGE MARKET RESEARCH · VERIFIED WEEKLY DATA
Maritime Bridge Grain Freight Pulse
Our first independent, reproducible dry-bulk freight pressure sub-index, combining two US-to-Japan grain shipping routes. A clear market signal with genuine source movements — not a ship time-charter quote, global dry-bulk index or price for an individual port.
GRAIN OCEAN TRANSPORT · TWO US–JAPAN TRADE LANES
Loading source-dated market observations…
03 · ACTUAL, SOURCE-DATED FREIGHT VALUES
Measured grain voyage freight in USD/tonne.
These are real published voyage freight observations, unlike ship time-charter hire in USD/day. They apply only to the stated US–Japan bulk grain trades and must not be extrapolated to other ports, cargoes or ship classes.
Maritime Bridge Container Throughput Activity Index
Our independent normalisation of published container port traffic in TEU: 2019 = 100. Choose the world or a World Bank economic region. Figures use the source's annual reporting year, not simulated daily container charter prices.
Data: World Bank World Development Indicators / UNCTAD, indicator IS.SHP.GOOD.TU, CC BY 4.0. Geographic aggregations match World Bank reporting definitions; the seven Charter Atlas map regions are a different classification. This is an activity indicator, not a freight or charter-rate assessment.
05 · TANKER & LNG · OFFICIAL TRADE-FLOW SIGNALS
Liquid bulk and LNG: measured export activity.
Government-source snapshots help explain the shipping-demand environment. These are U.S. export volumes, not VLCC, MR or LNG carrier charter prices, and they are not global demand indices. Observations are historical and carry their original reporting dates.
EIA · CRUDE OIL · WEEKLY
U.S. crude oil exports
4,854 thousand barrels/day
Week ending · reported EIA observation. This is an energy trade-volume signal; vessel supply and freight costs are not measured.
Last reviewed: 31 October 2026 · Numbers are attributed historical government observations, not live quotes. Revised or more recent figures are available through the official source links. A genuine market charter index still requires rights-cleared contract/rate data.
06 · COMMERCIAL CARGO VESSEL TAXONOMY
Choose the cargo. Explore the fleet.
Eight broad cargo-focused groups cover dry-bulk vessels, liquid-bulk tankers, container ships, LNG and LPG carriers, general cargo, roll-on/roll-off, offshore logistics and specialised cargo. Individual charter markets depend on vessel specification, route, laycan and employment terms.
08 · CHARTER & FREIGHT RESEARCH FAQ
Freight rates, cargo activity and ship hire — explained.
What do the charter and bunker figures at each port mean?
They are Maritime Bridge planning scenarios, not quoted or executable charter/bunker prices. Where comparable, Q2 2026 vessel-type time-charter figures reported by CMB.TECH are the historical starting point; other vessel classes have clearly stated planning assumptions. Region and WPI port size adjustments are assumptions, not evidence of locally available freight.
How are the VLSFO, MGO and HSFO values estimated?
The model converts historical Brent crude to an assumed per-metric-tonne energy cost using a 7.1 barrels/tonne proxy, grade coefficients, illustrative margins and region/port-size factors. These are not local supplier quotations; the Brent date, grade and scenario assumptions are disclosed.
Why are there USD/tonne freight rates, but not prices for all 500 ports?
USDA publishes grain voyage freight on certain trade lanes. A commercial vessel charter is priced against a ship class, route, laycan and contract; a port location alone does not establish a rate. Only legally publishable, source-dated port or route evidence enters a price display.
Is Maritime Bridge's Container Throughput Activity Index a container charter rate?
No. It is an independently calculated index derived from annual World Bank/UNCTAD TEU, normalized to 2019=100. It measures cargo handling activity, not USD/day ship hire or USD/FEU container freight.
How often are the global and regional figures updated?
Maritime Bridge checks the World Bank data endpoint each time the dashboard is loaded, but the underlying traffic observations are published annually. USDA grain freight is monthly; the separate grain-cost pulse is weekly. The actual source observation year or date is displayed.
Why is the World Charter Index still pending for some vessel types?
Dry bulk, tankers, gas carriers, general cargo and other segments require genuinely comparable, rights-cleared market observations. Maritime Bridge will not present an arbitrary mark-up on protected broker data as independent current vessel hire quotations.
09 · DATA PROVENANCE & INDEX POLICY
Sources, prices and international port coverage.
Port geography · reference catalogue
The port catalogue uses the National Geospatial-Intelligence Agency World Port Index (Publication 150), curated through the MIT-licensed Worldwide Maritime Ports Dataset. Dataset source year 2019, compiled May 2026. View dataset attribution & MIT licence ↗. These are reference coordinates, not current berth positions, ship sizes or voyage conditions.
Charter price vs simulated scenario · evidence first
Only separately licensed, government-public-domain or independently originated assessments with an explicit vessel class, observation date, unit, route or port and source may appear as a numeric rate. A country average, broad index or port location alone cannot establish a local fixture. No broker report is adjusted by an arbitrary percentage to create prices.
Economic trade areas group countries for exploration; they are not IMF regional aggregates. A Maritime Bridge normalized index requires comparable observations and a stable documented base period. Until coverage is adequate, the score remains unavailable rather than misleading. Country and port selections do not imply any particular trade flow.
No. This is a geographically verified research catalogue. Container throughput rankings require a separate consistent annual TEU dataset and cannot be derived from WPI size labels.
Can I see the daily charter rate at every port?
Not without a valid port/route-specific market assessment or owner-originated quote. Charter rates are often for routes and ships rather than the individual port. When an eligible assessment is available, we label its unit and date.
Which cargo markets are covered?
Dry bulk, crude and product tankers, chemical cargo, container ships, LNG/LPG, general cargo, breakbulk, Ro-Ro, heavy lift, offshore cargo and specialist vessel markets.
