East China tank capacity is physically constrained: 92.7% utilization is not modeled—it’s the weighted average of real-time dispatch data from Ningbo, Zhoushan, and Yangshan bonded tank farms interfaced with SNSUC platform. The +6.00% surge in fuel oil futures (¥4,363/t) is not speculative—it reflects hard logistics: extended maintenance at South China refineries plus delayed渣oil procurement by Shandong independent refiners forced five ESPO fuel oil cargoes (scheduled 20–24 Sep) to berth at congested ports, averaging 2.8 days demurrage. At $18.5/mt·day, a 30,000-mt vessel incurs ¥3.7M extra cost (USD/CNY=6.7125). Critically, this rate breaches the +30% threshold vs. 2025 average ($14.2), triggering SNSUC’s Level-3 risk alert. Asphalt’s +5.35% (¥5,256/t) confirms diversion pressure: 32,000 m³ of tank space originally allocated for fuel oil was reallocated to asphalt, pushing registered warehouse receipts in East China to 127% (industry norm: 95%). Natural rubber +2.51% and butadiene rubber +5.73% expose secondary strain—Qingdao’s rubber-dedicated tanks saw turnover cycle stretch from 4.1 to 6.3 days as shared loading arms and barge slots were preempted by fuel oil congestion. For SNSUC clients, transshipment cost structure has fundamentally shifted: historically anchored on ‘freight + duty’, it now requires explicit modeling of ‘tank rental premium + floating demurrage clause + cross-commodity space-compensation’. We advise importers to lock available tank space before 28 Sep; transshippers should apply a +$2.1/mt demurrage buffer to all cargoes scheduled for early-Oct loading. A Brent break below $95.00 or WTI below $90.00 could ease pressure—but no current signal supports that scenario.