Can I use a CW container for shipping cargo to the port of Tokyo?

Highly not recommended. Japanese shipping lines and port inspectors require compliance with the IICL standard. A CW container is highly likely to be rejected at the terminal gate (gate-in), leading to shipment delays and penalties.

Which Japanese ports are best suited for exporting cars in containers?

The ports of Nagoya and Yokohama are the largest hubs for automotive logistics. They feature specialized areas for pre-delivery inspection (PDI) and convenient access roads for loading vehicles into 40HC containers.

How does the Truck Appointment System work in Japanese ports?

To enter the terminal, the carrier must book a specific time slot in advance via the port's online system. Arriving earlier or later than the assigned time may result in denied access and rescheduling the delivery to the next day.

Are there gross weight limits for 40-foot containers in Japan?

Yes, Japanese roads and port infrastructure have strict limits. The maximum gross weight for a 40-foot container during domestic road transport is usually limited to 25–26 tons (including the tare weight), which is lower than the global standard of 30.48 tons.

Can I rent a specialized container (Open Top or Flat Rack) for shipment from Japan?

Yes, but the fleet of such equipment in Japan is limited and tightly controlled by the lines. Booking must be made at least 3–4 weeks before the departure date, and MyContainers helps secure such units through partner networks.

How does customs clearance work for container imports into Japan?

The process is strictly regulated and requires the involvement of a licensed Customs Broker. All documents (invoice, packing list, bill of lading) must be submitted to the NACCS (Nippon Automated Cargo and Port Consolidated System) before the vessel arrives.

What should be done if a container arrives at the port of Yokohama with a damaged seal?

Japanese port authorities and lines are extremely sensitive to seal integrity violations. The cargo will be quarantined until a joint inspection is conducted with customs authorities and a line representative. Having photographic evidence of the seal at the time of loading is critical to protect the cargo owner's interests.

Do Japanese ports offer long-term container storage services?

Yes, but storage costs at Japanese marine terminals are very high, and free time periods are minimal. We recommend using inland dry ports (ICDs) or MyContainers partner sites for more cost-effective long-term storage.

What documents are required to lease a container from a Japanese line or provider?

An active contract with the line or provider, a payment guarantee (or deposit for new clients), and exact details about the route and cargo type are required. MyContainers simplifies this procedure by working under flexible One-Way Lease agreements.

Does the typhoon season affect the operation of container terminals in Japan?

Yes, the typhoon season (usually from August to October) can lead to temporary suspension of crane operations and shifts in vessel schedules. Forwarders are advised to build in an additional time buffer (2–4 days) when planning shipments during this period.

Can container repairs be carried out directly at the terminal in Japan?

Repair work inside the marine terminal zone is highly restricted due to safety requirements. Typically, a defective container is moved to an external M&R (Maintenance and Repair) depot, which incurs additional costs and delays. Therefore, the initial supply of sound equipment is critical.

What are the main return cargoes (from Japan to Russia/CIS)?

In addition to automobiles and auto parts, these include high-tech equipment, electronics, optical instruments, chemical products, and specialized materials. For such cargo, we recommend using only new or flawless IICL-condition containers.

Do Japanese ports operate on weekends and holidays?

Major container terminals (e.g., in Tokyo or Kobe) operate 24/7, including weekends. However, terminal handling charges (THC) may be higher during night shifts, weekends, and national holidays due to overtime surcharges.

Is it possible to track a container's movement within Japan after it is unloaded from the port?

Yes, when using MyContainers services and integrating with line systems, we provide container status updates, including its movement to an inland dry port (ICD) or delivery to the client, ensuring complete supply chain transparency.

Useful materials

Back to knowledge base

Container Ports and Dry Terminals in Japan: Infrastructure, Cargo Throughput, and Equipment Requirements

A comprehensive overview of Japan's major container ports (Tokyo, Yokohama, Nagoya, Kobe) and inland container depots (ICDs). Specifications, TEU throughput, and container requirements of Japanese shipping lines.

Japan is one of the key logistics hubs in the Asia-Pacific region. The country boasts highly developed port infrastructure, characterized by deep-water berths, a high level of automation, and the strictest safety standards.

For freight forwarders and cargo owners, working with Japan requires flawless compliance with logistics regulations. Below is a detailed overview of the main seaports, inland container depots (ICDs), and the specifics of handling container fleets in this region.

Major Container Ports of Japan: Characteristics and Cargo Throughput

Japanese ports are united in strategic alliances (e.g., the Hanshin Port, combining Kobe and Osaka) to enhance global competitiveness.

Port	Key Terminals	Max. Berth Depth	Estimated Annual Throughput (TEU)	Specialization and Features
Tokyo	Ohi, Aomi, Shinagawa	15–16 m	~4,800,000	Main hub for importing consumer goods and exporting high-tech products. High degree of automation.
Yokohama	Honmoku, Daikoku, Minami-Honmoku	16–18 m	~3,000,000	Japan's largest port by area. Specializes in automotive exports (Ro-Ro) and container shipping.
Nagoya	Port of Nagoya International Container Terminal	16 m	~2,800,000	Leader in total cargo tonnage in Japan. The main port for exporting automobiles and industrial equipment from the Chubu region.
Kobe	Rokko Island, Port Island	16–18 m	~2,500,000	Part of the mega-port of Hanshin. Known for advanced "smart" terminals with automated stacking cranes (ASC) and traffic optimization systems.
Osaka	Nanko, Yumeshima	15–16 m	~2,300,000	The second port of the Hanshin alliance. An important hub for chemical cargo and container shipping in western Japan.
Hakata (Fukuoka)	Hakata Bay	14–16 m	~1,000,000	Japan's main "gateway" to Asia. A key transit node for feeder lines to South Korea, China, and Southeast Asia.

(Note: Throughput data is approximate and reflects average annual figures from recent years. Exact numbers vary depending on the global market situation).

Dry Ports and Inland Container Depots (ICDs) in Japan

Unlike some countries where dry ports are located hundreds of kilometers from the sea, Japanese logistics is characterized by high infrastructure density. Inland terminals are mainly concentrated around major metropolitan areas and are closely integrated with the JR Freight (Japan Freight Railway Company) rail network.

Key Inland Terminals:

Tokyo Freight Terminal and Shinagawa: Main nodes for consolidating and deconsolidating containers arriving from the ports of Tokyo and Yokohama. They allow seaports to be unloaded and cargo to be delivered directly to the industrial zones of Kanto.
Osaka Freight Terminal: The largest railway container hub in the Kansai region, serving the Hanshin port.
Logistics parks in Chiba and Saitama prefectures: Private high-tech dry ports (e.g., "Logistics Town" complexes) equipped with automated sorting systems, temperature control, and direct rail links to seaports.

Features of Japanese ICDs:

High-density development: Terminals are area-optimized, often utilizing multi-story warehouse complexes.
Eco-friendliness: Active use of electric forklifts and energy recovery systems.
Strict access control: Advance slot booking (Truck Appointment System) is required for truck entry, effectively eliminating queues.

Requirements of Japanese Shipping Lines for Containers

Japanese global carriers (NYK Line, MOL, K Line) and port authorities impose some of the strictest equipment condition requirements in the world.

IICL Standard as a Minimum: To be accepted on board a vessel traveling to or from Japan, a container must almost always meet the IICL standard. CW (Cargo Worthy) condition may be accepted only for domestic transport or specific non-food cargo upon prior agreement, but this is rare.
Impeccable Cleanliness: No odors, oil stains, rust, or residues from previous cargo. For food and pharmaceutical cargo, a washing and sanitization certificate is required.
Valid CSC Plate: The Next Examination Date must be valid for the entire duration of the voyage.
Absence of Minor Defects: Even slight dents on doors or scuffs on the number plate can become grounds for terminal gate-in rejection.

How MyContainers Supports Operations on the Japan Route

Understanding the exceptionally high standards of the Japanese market, MyContainers offers specialized solutions for freight forwarders and cargo owners:

Supply of IICL-Class Equipment: We guarantee that containers (20DC, 40HC) offered for shipment to or from Japan undergo strict pre-trip inspections and fully comply with the requirements of Japanese lines.
One-Way Lease for Fleet Balancing: We organize one-way container leasing from Chinese ports or inland hubs to Japanese ports (e.g., Yokohama or Kobe) for export cargo, solving the problem of local equipment shortages.
PTI Inspection for Reefers: For the export of Japanese food products or imports into Japan, we provide full Pre-Trip Inspection reports with sensor calibration, accepted by all major lines.
Rapid Replacement: If a line inspector identifies even minor issues at the terminal, we promptly provide a replacement from our reserve to avoid missing the vessel's cut-off time.

*The information on this page does not constitute a public offer.

*MyContainers is a partner of MyWay.

Frequently Asked Questions