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content="Asia-Europe air cargo demand jumps while ‘de minimis’ scrutiny hampers trans-Pac | Journal of Commerce"/><meta property="og:description" content="The recent rise in volume to Europe contrasts sharply with China-to-US tonnage that in the second half has fallen far below year-over-year levels following greater scrutiny by US authorities on e-commerce imports."/><meta property="og:image" content="/images/phoenix/5783729_0.1.jpg"/><meta property="twitter:card" content="summary_large_image"/><meta property="twitter:domain" content="https://joc.com"/><meta property="twitter:url" content="https://joc.com/article/asia-europe-air-cargo-demand-jumps-while-de-minimis-scrutiny-hampers-trans-pac-5778528"/><meta property="twitter:title" content="Asia-Europe air cargo demand jumps while ‘de minimis’ scrutiny hampers trans-Pac | Journal of Commerce"/><meta property="twitter:description" content="The recent rise in volume to Europe contrasts sharply with China-to-US tonnage that in the second 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style="margin-inline:auto;margin-bottom:0;max-width:300px;line-height:0"></div></div><h2 class="Heading_heading__h8IMw Heading_brand__a9qse" style="font-size:var(--font-size-1);margin-bottom:0">Latest News</h2><div class="LatestNews_wrapper__cJxSN" data-cy="latest-news"><div class="LatestNews_column__3bFP2"><div><ul><li class="TopStory_item__w62rS"><a class="TopStory_story__R9CXh" href="/article/solidarity-strike-call-by-dutch-port-union-gets-industry-attention-5948375"><div class="TopStory_wrapper__8q2mR"><img alt="‘Solidarity strike’ call by Dutch port union gets industry attention" loading="lazy" decoding="async" data-nimg="fill" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;object-fit:cover;color:transparent" sizes="100vw" srcSet="/images/phoenix/5948357_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5948357_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5948357_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5948357_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5948357_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5948357_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5948357_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5948357_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5948357_0.1.jpg?format=jpeg&w=3840"/></div><span class="TopStory_title__9EM8l">‘Solidarity strike’ call by Dutch port union gets industry attention</span></a></li><li class="TopStory_item__w62rS"><a class="TopStory_story__R9CXh" href="/article/quebec-provides-new-funding-for-proposed-montreal-terminal-citing-us-trade-tensions-5947783"><div class="TopStory_wrapper__8q2mR"><img alt="Quebec provides new funding for proposed Montreal terminal, citing US trade tensions" loading="lazy" decoding="async" data-nimg="fill" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;object-fit:cover;color:transparent" sizes="100vw" srcSet="/images/phoenix/5947771_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5947771_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5947771_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5947771_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5947771_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5947771_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5947771_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5947771_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5947771_0.1.jpg?format=jpeg&w=3840"/></div><span class="TopStory_title__9EM8l">Quebec provides new funding for proposed Montreal terminal, citing US trade tensions</span></a></li><li class="TopStory_item__w62rS"><a class="TopStory_story__R9CXh" href="/article/us-policy-changes-could-threaten-breakbulk-volume-growth-for-ports-5947723"><div class="TopStory_wrapper__8q2mR"><img alt="US policy changes could threaten breakbulk volume growth for ports" loading="lazy" decoding="async" data-nimg="fill" 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href="/article/solidarity-strike-call-by-dutch-port-union-gets-industry-attention-5948375" target=""><div class="VerticalCard_wrapper__uFLU9"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="VerticalCard_image__mtq8G" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5948357_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5948357_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5948357_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5948357_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5948357_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5948357_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5948357_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5948357_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5948357_0.1.jpg?format=jpeg&w=3840"/></div><div class="VerticalCard_body__wUKqo"><h2 class="Heading_heading__h8IMw Heading_bold__h_y9l Heading_dark__jmb5G" style="font-size:var(--font-size-2);margin:0;margin-bottom:var(--spacing-xs)">‘Solidarity strike’ call by Dutch port union gets industry attention</h2><p class="VerticalCard_description__pOSlS">A dispute over severance pay compensation has resulted in a series of walkouts by dockworkers at Rotterdam’s ECT Delta terminal over the past month, severely disrupting the handling of deep-sea vessels, regional feeder ship calls and inland-bound cargo.</p></div></a></div><div class="VerticalCard_card____Vkk" data-cy="vertical-card"><a href="/article/quebec-provides-new-funding-for-proposed-montreal-terminal-citing-us-trade-tensions-5947783" target=""><div class="VerticalCard_wrapper__uFLU9"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="VerticalCard_image__mtq8G" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5947771_0.1.jpg?format=jpeg&w=640 640w, 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data-cy="vertical-card"><a href="/article/us-policy-changes-could-threaten-breakbulk-volume-growth-for-ports-5947723" target=""><div class="VerticalCard_wrapper__uFLU9"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="VerticalCard_image__mtq8G" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5947709_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5947709_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5947709_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5947709_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5947709_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5947709_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5947709_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5947709_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5947709_0.1.jpg?format=jpeg&w=3840"/></div><div class="VerticalCard_body__wUKqo"><h2 class="Heading_heading__h8IMw Heading_bold__h_y9l Heading_dark__jmb5G" style="font-size:var(--font-size-2);margin:0;margin-bottom:var(--spacing-xs)">US policy changes could threaten breakbulk volume growth for ports</h2><p class="VerticalCard_description__pOSlS">Robust automobile, steel and wind power equipment movements in 2024 put US ports on a strong footing, but tariffs and a shift in government priorities could temper progress this year.</p></div></a></div></div></div><div class="c-additional-news__container c-additional-news__container--offer-box"></div></section></div></div></main><div class="PopupAd_dismissableAd__7JYyU PopupAd_popup__IaYq_" id="dismissable-ad"><div class="PopupAd_image__wgVcQ"><div class="CloseButton_close_button__tyDle" style="display:none">✕</div><div style="--ad-desktop-height:400px;--ad-mobile-height:250px;--ad-desktop-width:450px;--ad-mobile-width:300px" class="AdPlaceholder_placeholder__xdxjj ad"><div id="popup" class="mobile" 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following greater scrutiny by US authorities on e-commerce imports.","featureImage":"/images/phoenix/5783729_0.1.jpg","errors":[],"article":{"Id":"5778528_JournalOfCommerce","Attachments":[{"FileName":"5783729_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"Air cargo rates and tonnage from Asia to Europe picked up sharply in October as rising demand for e-commerce shook off the slow buildup to peak season that typically follows China’s Golden Week holidays. But the recent rise in volume to Europe contrasts sharply with China-to-US tonnage that in the second half of 2024 has fallen far below year-over-year levels following greater scrutiny by US authorities on imports using the so-called “de minimis” exemption from duties. “That decline appears to have been triggered by tighter Customs rules and checks since July on inbound US air cargo traffic from China, especially at Los Angeles airport,” Netherlands-based air freight analyst WorldACD said in a market update Friday. Data shows China-Los Angeles tonnage for the week ended Oct. 20 (week 42) was down 37% year over year. A significant proportion of e-commerce shipments are routed through Hong Kong, and with global online shopping promotions such as China’s Singles Day, Black Friday and Cyber Monday just around the corner in November, as well as several new smart phone launches, rates and demand have begun to rise, significantly so on the China-Europe trade lane. “The consistent strengthening of the Hong Kong-to-Europe market in the last six weeks, despite the normally dampening effects of China’s Golden Week holiday period at the start of October, is one of the earliest and only indicators of a potential significant fourth quarter air cargo peak season emerging this year,” WorldACD said. Average spot rates from Hong Kong to Europe in the last seven weeks rose above the $5 per kilogram level, to $5.15/kg for the week ended Oct. 20, with China-to-Europe spot rates at $4.29/kg. Both trade lanes are 13% above last year’s levels. Tonnage from Hong Kong to Europe in week 42 was up 25% on the already strong levels in the same week last year, with tonnage through the first three weeks of October up 12% sequentially compared to the average weekly volume moved in September. The Baltic Air Index (BAI) assessed average spot rates from Shanghai to North Europe this week at $4.52/kg, the highest rate level on the trade lane this year and up 19% on the same week in 2023. Bogen Chi, director of air freight at C.H. Robinson, said elevated air freight demand has continued for three quarters and shows no signs of slowing as the end of year approaches. “Booming demand for e-commerce from Asia, air diversions from disruptions in the Red Sea and shippers using air to mitigate the effects of the US East and Gulf coast port strike have all contributed to the usual peak season,” Chi said in a customer advisory this week. Decline in China-US tonnage Although Asia-to-US air cargo demand has risen steadily since the Golden Week holidays, China-US tonnage alone was down 18% year over year last week, part of a wider pattern of a decline in tonnage on the trans-Pacific in the second half that WorldACD believes was triggered by growing US scrutiny on e-commerce imports. The White House in July proposed a rule that would apply section 301 tariffs to de minimis shipments , a part of US trade law that allows single shipments valued at less than $800 to move duty-free and with fewer data submission requirements. Currently, section 301 tariffs cover approximately 40% of US imports from China, including 70% of Chinese textile and apparel imports. Although the $800 threshold has not yet been lowered, Chi warned air freight importers this week to keep regulatory and compliance issues on their radar. “With the upcoming US election and new security measures anticipated across Europe, more regulatory shifts are likely on the horizon in 2025 and could have an impact on capacity,” he said. “For example, should the de minimis threshold be lowered, air capacity would likely open as most of the e-commerce freight using air now would be at risk of being held at the border,” Chi added. Should capacity be released into the market, it would ease the limited space and lower rates from currently elevated levels, leaving shippers with fixed-rate agreements or chartered-in capacity stuck on prices above the prevailing market. Contact Greg Knowler at greg.knowler@spglobal.com .","BodyHtml":"\u003cdiv\u003e\u003cp\u003eAir cargo rates and tonnage from Asia to Europe picked up sharply in October as rising demand for e-commerce shook off the slow buildup to peak season that typically follows China’s Golden Week holidays. \u003c/p\u003e\u003cp\u003eBut the recent rise in volume to Europe contrasts sharply with China-to-US tonnage that in the second half of 2024 has fallen far below year-over-year levels following greater scrutiny by US authorities on imports using the so-called “de minimis” exemption from duties. \u003c/p\u003e\u003cp\u003e“That decline appears to have been triggered by tighter Customs rules and checks since July on inbound US air cargo traffic from China, especially...","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Tonnage from Hong Kong to Europe last week was up 25% on the already strong levels in the same week last year. Photo credit: Sportcarhub / Shutterstock.com","EventDate":null,"__typename":"Metadata"},"ModDate":"1730460194093","Taxonomy":{"MainCategory":[{"Id":"3","Name":"Air Cargo","Redirects":[{"Path":"/air-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"13","Name":"Air Cargo Forwarder News","Redirects":[{"Path":"/air-cargo/air-cargo-forwarder-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"14","Name":"Air Cargo Carriers News","Redirects":[{"Path":"/air-cargo/air-cargo-carriers-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"16","Name":"Transport, Trade and Regulation News","Redirects":[{"Path":"/supply-chain/transport-trade-and-regulation-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Greg Knowler, Senior Editor Europe","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1729870465000","TitlePlainText":"Asia-Europe air cargo demand jumps while ‘de minimis’ scrutiny hampers trans-Pac","Published":true,"Redirects":[{"Path":"/article/asia-europe-air-cargo-demand-jumps-while-de-minimis-scrutiny-hampers-trans-pac-5778528","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe recent rise in volume to Europe contrasts sharply with China-to-US tonnage that in the second half has fallen far below year-over-year levels following greater scrutiny by US authorities on e-commerce imports.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The recent rise in volume to Europe contrasts sharply with China-to-US tonnage that in the second half has fallen far below year-over-year levels following greater scrutiny by US authorities on e-commerce imports.","__typename":"Document"},"chartsInArticle":[],"breadcrumbs":[{"Id":"3","Name":"Air Cargo","Menu":true,"ParentId":null,"Redirects":[{"Path":"/air-cargo","__typename":"Redirect"}],"Position":3,"__typename":"TaxonomyDictionary","Children":[{"Id":"14","Name":"Air Cargo Carriers News","Menu":true,"ParentId":"3","Redirects":[{"Path":"/air-cargo/air-cargo-carriers-news","__typename":"Redirect"}],"Position":13,"__typename":"TaxonomyDictionary","Children":[]},{"Id":"13","Name":"Air Cargo Forwarder News","Menu":true,"ParentId":"3","Redirects":[{"Path":"/air-cargo/air-cargo-forwarder-news","__typename":"Redirect"}],"Position":14,"__typename":"TaxonomyDictionary","Children":[]}]}],"columnLatestHeadlines":{"data":{"items":[{"Id":"5948375_JournalOfCommerce","Attachments":[{"FileName":"5948357_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"A call by Dutch union FNV Havens for ports in Europe to refuse to handle ships diverted from Rotterdam’s Hutchison Ports-owned ECT Delta terminal has raised the specter of cross-border “solidarity strikes” that the shipping industry is watching closely. Intermittent strike action has taken place this month at the Rotterdam terminal. No reports have yet been received of dockworkers elsewhere refusing to handle ships diverted from the terminal, but Tim Seifert, a spokesman for ECT Delta customer Hapag-Lloyd, said the carrier was monitoring the situation. “It is a bit early to evaluate the precise impact of the strike [activity],” Seifert told the Journal of Commerce this week. “We are analyzing the situation and looking at a case-by-case basis to see whether it creates sense to deviate vessels or adjust rotations and hope that the parties involved will quickly reach an agreement in their negotiations.” A spokesperson for ECT Delta said labor action was ongoing, but “in the meantime ships are being handled.” The FNV dispute over severance pay compensation has resulted in a series of walkouts by dockworkers at the ECT Delta terminal in the Maasvlakte area over the past month, severely disrupting the handling of deep-sea vessels, regional feeder ship calls and inland-bound cargo. “This compensation is a crucial part of the collective labor agreement that we made on Jan. 30,” Asmae Hajjari, union leader of FNV Havens, said in a statement this week. “The fact that the shareholder of Hutchison Ports now suddenly refuses to provide this guarantee is unacceptable to us.” Frustrated by the response from the terminal owner, the union is attempting to mobilize support in the region against Hutchison Ports via the European Transport Federation (ETF). “The union has called on its European colleagues to show solidarity with the dock workers in the port of Rotterdam,” FNV said in the statement. “If ships destined for Hutchison [ECT Delta] divert to other ports, these ports have been called upon not to handle these ships because of contaminated work.” Last-minute port omissions Peter Sand, chief analyst at rate benchmarking platform Xeneta, said carriers were making “last-minute omissions” of Rotterdam but he had not seen proof of solidarity strikes in Europe based on the FNV call, adding that “it will be pretty disastrous” if such strikes were held. “At a point where record cargo volumes from Asia are reaching the terminals of Europe, the timing of rolling strikes in container terminals across France and now also at the Rotterdam terminal is really bad,” Sand said. Bart Kuipers, port economist at the Erasmus Centre for Urban, Port and Transport Economics in Rotterdam, said a coordinated approach by European unions was rare and usually related to a European policy measure, a global problem or a problem with a particular company, such as the Hutchison Ports terminal. “What is quite normal is that port unions in other ports show their solidarity, so delegations from all over the world can show up at meetings in a certain port,” Kuipers told the Journal of Commerce Friday, adding that port unions were organized in a global network and that Hajjari, the leader of the Rotterdam union, was well known in the US. Data from Container Trades Statistics (CTS) shows China-to-North Europe volumes in December increased 17.6% year over year to a one-month record of 835,000 TEUs. Those containers are currently arriving at Northern European ports, and combined with the bad weather and dockworker strikes, are contributing to congestion. Hanna Stelzel, director of containers at the Port of Rotterdam, said the end of December and the beginning of January were congested due to holiday closures and adverse weather conditions, including a prolonged period of heavy fog. “Provided that weather conditions remain stable, we anticipate a gradual improvement in the weather-related situation,” she said, although acknowledging the ratio of waiting ships to the number of ships in the port remained high. The average waiting time at Rotterdam was about 1.2 days on Feb. 15, with eight vessels waiting at anchorage to enter the port, down from 16 on Jan. 18, according to data from S\u0026P Global Commodity Insights. S\u0026P Global is the parent of Journal of Commerce. Kuehne + Nagel said on its SeaExplorer visibility platform that yard congestion in Rotterdam was high at 90% and berths were ”fully occupied for the next months.” Rotterdam World Gateway has stopped accepting empty containers into its yard as a precautionary measure, SeaExplorer noted. Rotterdam handled a total of 13.8 million TEUs in 2024, a 2.8% increase year over year, as rising wages and falling inflation led to increased demand for consumer goods and food, the port said in a statement Friday. Emergency measures at Antwerp The bottlenecks in Rotterdam and rolling strikes in French ports through February are adding to the volume being diverted to Antwerp-Bruges, contributing to rising congestion at Europe’s second-largest hub. Overflowing container yards after persistently high import volume from Asia have forced at least one terminal – Antwerp Gateway – to implement emergency measures to clear the backlogs of boxes. “Due to extreme yard congestion at Antwerp Gateway Terminal, the terminal has implemented immediate measures to prevent a full operational standstill,” Cosco Shipping told customers in an advisory Thursday. “Antwerp Gateway will not accept contingency discharge/transshipment for nearby ports, and import deliveries will be prioritized over export shipments,” the carrier added. Kuehne + Nagel said stacking capacity in the Antwerp terminal was fully utilized and export delivery truck slots were being cut to 30% to prioritize the swift removal of import containers. Intermodal operator Contargo warned customers this week that the average waiting times for the handling of its barges were 76 hours in Rotterdam and 84 hours in Antwerp, while carriers are reporting feeders experiencing delays of 72 hours. Port workers in France this month are holding four-hour stoppages on 10 separate days ending Feb. 24 at container ports across the country, severely disrupting handling operations. A 48-hour countrywide strike is planned for Feb. 26–28. Contact Greg Knowler at greg.knowler@spglobal.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eA call by Dutch union FNV Havens for ports in Europe to refuse to handle ships diverted from Rotterdam’s Hutchison Ports-owned ECT Delta terminal has raised the specter of cross-border “solidarity strikes” that the shipping industry is watching closely. Intermittent strike action has taken place this month at the Rotterdam terminal. \u003c/p\u003e\u003cp\u003eNo reports have yet been received of dockworkers elsewhere refusing to handle ships diverted from the terminal, but Tim Seifert, a spokesman for ECT Delta customer Hapag-Lloyd, said the carrier was monitoring the situation. \u003c/p\u003e\u003cp\u003e“It is a bit early to evaluate the precise impact of the strike [activity],” Seifert told the \u003ci\u003eJournal of Commerce\u003c/i\u003e this week. “We are analyzing the situation and looking at a case-by-case basis to see whether it creates sense to deviate vessels or adjust rotations and hope that the parties involved will quickly reach an agreement in their negotiations.” \u003c/p\u003e\u003cp\u003eA spokesperson for ECT Delta said labor action was ongoing, but “in the meantime ships are being handled.” \u003c/p\u003e\u003cp\u003eThe FNV dispute over severance pay compensation has resulted in a series of walkouts by dockworkers at the ECT Delta terminal in the Maasvlakte area over the past month, severely disrupting the handling of deep-sea vessels, regional feeder ship calls and inland-bound cargo. \u003c/p\u003e\u003cp\u003e“This compensation is a crucial part of the collective labor agreement that we made on Jan. 30,” Asmae Hajjari, union leader of FNV Havens, said in a statement this week. “The fact that the shareholder of Hutchison Ports now suddenly refuses to provide this guarantee is unacceptable to us.” \u003c/p\u003e\u003cp\u003eFrustrated by the response from the terminal owner, the union is attempting to mobilize support in the region against Hutchison Ports via the European Transport Federation (ETF). \u003c/p\u003e\u003cp\u003e“The union has called on its European colleagues to show solidarity with the dock workers in the port of Rotterdam,” FNV said in the statement. “If ships destined for Hutchison [ECT Delta] divert to other ports, these ports have been called upon not to handle these ships because of contaminated work.” \u003c/p\u003e\u003ch3\u003eLast-minute port omissions \u003c/h3\u003e\u003cp\u003ePeter Sand, chief analyst at rate benchmarking platform Xeneta, said carriers were making “last-minute omissions” of Rotterdam but he had not seen proof of solidarity strikes in Europe based on the FNV call, adding that “it will be pretty disastrous” if such strikes were held. \u003c/p\u003e\u003cp\u003e“At a point where record cargo volumes from Asia are reaching the terminals of Europe, the timing of rolling strikes in container terminals across France and now also at the Rotterdam terminal is really bad,” Sand said. \u003c/p\u003e\u003cp\u003eBart Kuipers, port economist at the Erasmus Centre for Urban, Port and Transport Economics in Rotterdam, said a coordinated approach by European unions was rare and usually related to a European policy measure, a global problem or a problem with a particular company, such as the Hutchison Ports terminal. \u003c/p\u003e\u003cp\u003e“What is quite normal is that port unions in other ports show their solidarity, so delegations from all over the world can show up at meetings in a certain port,” Kuipers told the \u003ci\u003eJournal of Commerce\u003c/i\u003e Friday, adding that port unions were organized in a global network and that Hajjari, the leader of the Rotterdam union, was well known in the US. \u003c/p\u003e\u003cp\u003eData from Container Trades Statistics (CTS) shows China-to-North Europe volumes in December increased 17.6% year over year to a one-month record of 835,000 TEUs. Those containers are currently arriving at Northern European ports, and combined with the bad weather and dockworker strikes, are contributing to congestion. \u003c/p\u003e\u003cdiv class=\"wrapper-narrow\"\u003e\u003cdynamic-object type=\"jocchartid\" resource-id=\"f2ae9325-09af-4083-88a9-7a7e77dc7061\"\u003e\u003c/dynamic-object\u003e\u003c/div\u003e\u003cp\u003eHanna Stelzel, director of containers at the Port of Rotterdam, said the end of December and the beginning of January were congested due to holiday closures and adverse weather conditions, including a prolonged period of heavy fog. \u003c/p\u003e\u003cp\u003e“Provided that weather conditions remain stable, we anticipate a gradual improvement in the weather-related situation,” she said, although acknowledging the ratio of waiting ships to the number of ships in the port remained high. \u003c/p\u003e\u003cp\u003eThe average waiting time at Rotterdam was about 1.2 days on Feb. 15, with eight vessels waiting at anchorage to enter the port, down from 16 on Jan. 18, according to data from S\u0026amp;P Global Commodity Insights. S\u0026amp;P Global is the parent of \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003eKuehne + Nagel said on its SeaExplorer visibility platform that yard congestion in Rotterdam was high at 90% and berths were ”fully occupied for the next months.” Rotterdam World Gateway has stopped accepting empty containers into its yard as a precautionary measure, SeaExplorer noted. \u003c/p\u003e\u003cp\u003eRotterdam handled a total of 13.8 million TEUs in 2024, a 2.8% increase year over year, as rising wages and falling inflation led to increased demand for consumer goods and food, the port said in a statement Friday. \u003c/p\u003e\u003ch3\u003eEmergency measures at Antwerp \u003c/h3\u003e\u003cp\u003eThe bottlenecks in Rotterdam and rolling strikes in French ports through February are adding to the volume being diverted to Antwerp-Bruges, contributing to rising congestion at Europe’s second-largest hub. \u003c/p\u003e\u003cp\u003eOverflowing container yards after persistently high import volume from Asia have forced at least one terminal – Antwerp Gateway – to implement emergency measures to clear the backlogs of boxes. \u003c/p\u003e\u003cp\u003e“Due to extreme yard congestion at Antwerp Gateway Terminal, the terminal has implemented immediate measures to prevent a full operational standstill,” Cosco Shipping told customers in an advisory Thursday. \u003c/p\u003e\u003cp\u003e“Antwerp Gateway will not accept contingency discharge/transshipment for nearby ports, and import deliveries will be prioritized over export shipments,” the carrier added. \u003c/p\u003e\u003cp\u003eKuehne + Nagel said stacking capacity in the Antwerp terminal was fully utilized and export delivery truck slots were being cut to 30% to prioritize the swift removal of import containers. \u003c/p\u003e\u003cp\u003eIntermodal operator Contargo warned customers this week that the average waiting times for the handling of its barges were 76 hours in Rotterdam and 84 hours in Antwerp, while carriers are reporting feeders experiencing delays of 72 hours. \u003c/p\u003e\u003cp\u003ePort workers in France this month are holding four-hour stoppages on 10 separate days ending Feb. 24 at container ports across the country, severely disrupting handling operations. A 48-hour countrywide strike is planned for Feb. 26–28. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Greg Knowler at \u003c/i\u003e\u003ca href=\"mailto:greg.knowler@spglobal.com\"\u003e\u003ci\u003egreg.knowler@spglobal.com\u003c/i\u003e\u003c/a\u003e\u003ci\u003e.\u003c/i\u003e \u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Hutchison Ports’ ECT Delta terminal has been facing a series of work stoppages this month. Photo credit: Aerovista Luchtfotografie / Shutterstock.com. ","EventDate":null,"__typename":"Metadata"},"ModDate":"1740157274457","Taxonomy":{"MainCategory":[{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"9","Name":"Container Shipping News","Redirects":[{"Path":"/maritime/container-shipping-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"34","Name":"Container lines","Redirects":[{"Path":"/maritime/container-shipping-news/container-lines","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"37","Name":"Asia-Europe","Redirects":[{"Path":"/maritime/container-shipping-news/asia-europe","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"ContentType":"ARTICLE","__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Greg Knowler, Senior Editor Europe","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1740152294000","TitlePlainText":"‘Solidarity strike’ call by Dutch port union gets industry attention","Published":true,"Redirects":[{"Path":"/article/solidarity-strike-call-by-dutch-port-union-gets-industry-attention-5948375","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eA dispute over severance pay compensation has resulted in a series of walkouts by dockworkers at Rotterdam’s ECT Delta terminal over the past month, severely disrupting the handling of deep-sea vessels, regional feeder ship calls and inland-bound cargo.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"A dispute over severance pay compensation has resulted in a series of walkouts by dockworkers at Rotterdam’s ECT Delta terminal over the past month, severely disrupting the handling of deep-sea vessels, regional feeder ship calls and inland-bound cargo.","__typename":"Document"},{"Id":"5947783_JournalOfCommerce","Attachments":[{"FileName":"5947771_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"Quebec’s government is putting C$130 million (US$92 million) into a proposed container gateway north of the Port of Montreal, saying the port has reached capacity and that tensions with the US necessitate the need for additional trade lanes outside of North America. The provincial government said this week it provided the funds to the Montreal Port Authority (MPA) for the Contrecoeur project, a proposed 1.15 million-TEU terminal that would be developed about 43 miles up the St. Lawrence River from Montreal. The project has been marked by on and off starts since Quebec first provided C$55 million in funding in 2021 , following a C$300 million investment from Canada’s infrastructure bank in 2019. In the two years following that initial investment, the MPA sought a concessionaire to fund part of the terminal’s C$1.5 billion estimated cost in return for operating the terminal, hoping to break ground last year. But the MPA had trouble finding a partner willing to shoulder the additional cost of the project, a greenfield site that also requires extensive dredging and shoring up portions of the St. Lawrence River. The MPA said it was looking to restructure the project by taking on more of the risk and finding a new concessionaire. In 2023, it also secured another C$150 million from the Canadian government’s infrastructure fund. In Monday’s funding announcement, the office of Quebec’s Premier Francois Legault said that Contrecoeur was necessary because the Montreal port “has reached the maximum capacity of its facilities.” The statement said that the terminal should be commissioned in 2029. Legault also noted that the current political climate between Canada and the US was another reason for building Contrecoeur. President Donald Trump has threatened Canada with tariffs, along with musing about its annexation by the United States. “In the current context, it is more essential than ever to strengthen Québec’s competitiveness and diversify our markets to reduce our dependence on the United States,” Legault said. Contact Michael Angell at michael.angell@spglobal.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eQuebec’s government is putting C$130 million (US$92 million) into a proposed container gateway north of the Port of Montreal, saying the port has reached capacity and that tensions with the US necessitate the need for additional trade lanes outside of North America. \u003c/p\u003e\u003cp\u003eThe provincial government said this week it provided the funds to the Montreal Port Authority (MPA) for the Contrecoeur project, a proposed 1.15 million-TEU terminal that would be developed about 43 miles up the St. Lawrence River from Montreal. \u003c/p\u003e\u003cp\u003eThe project has been marked by on and off starts since \u003ca href=\"https://www.joc.com/article/quebec-awards-43-million-to-planned-montreal-terminal-5250985\"\u003eQuebec first provided C$55 million in funding in 2021\u003c/a\u003e, following a C$300 million investment from Canada’s infrastructure bank in 2019. \u003c/p\u003e\u003cp\u003eIn the two years following that initial investment, \u003ca href=\"https://www.joc.com/article/montreal-port-gets-federal-funds-for-mega-terminal-after-operators-balk-at-risk-5222977\"\u003ethe MPA sought a concessionaire\u003c/a\u003e to fund part of the terminal’s C$1.5 billion estimated cost in return for operating the terminal, hoping to break ground last year. \u003c/p\u003e\u003cp\u003eBut the MPA had trouble finding a partner willing to shoulder the additional cost of the project, a greenfield site that also requires extensive dredging and shoring up portions of the St. Lawrence River. \u003c/p\u003e\u003cp\u003eThe MPA said it was looking to restructure the project by taking on more of the risk and finding a new concessionaire. In 2023, it also secured another C$150 million from the Canadian government’s infrastructure fund. \u003c/p\u003e\u003cp\u003eIn Monday’s funding announcement, the office of Quebec’s Premier Francois Legault said that Contrecoeur was necessary because the Montreal port “has reached the maximum capacity of its facilities.” The statement said that the terminal should be commissioned in 2029. \u003c/p\u003e\u003cp\u003eLegault also noted that the current political climate between Canada and the US was another reason for building Contrecoeur. President Donald Trump has threatened Canada with tariffs, along with musing about its annexation by the United States. \u003c/p\u003e\u003cp\u003e“In the current context, it is more essential than ever to strengthen Québec’s competitiveness and diversify our markets to reduce our dependence on the United States,” Legault said. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Michael Angell at \u003c/i\u003e\u003ca href=\"mailto:michael.angell@spglobal.com \"\u003e\u003ci\u003emichael.angell@spglobal.com\u003c/i\u003e\u003c/a\u003e.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":" The start of the Contrecoeur terminal project has been delayed due to difficulties in finding a private partner willing to share its costs. Photo credit: Montreal Port Authority.","EventDate":null,"__typename":"Metadata"},"ModDate":"1740085518790","Taxonomy":{"MainCategory":[{"Id":"42","Name":"North American ports","Redirects":[{"Path":"/maritime/port-news/north-american-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"40","Name":"Port infrastructure","Redirects":[{"Path":"/maritime/port-news/port-infrastructure","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"43","Name":"Marine terminals","Redirects":[{"Path":"/maritime/port-news/marine-terminals","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"ContentType":"ARTICLE","__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Michael Angell, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1740083354000","TitlePlainText":"Quebec provides new funding for proposed Montreal terminal, citing US trade tensions","Published":true,"Redirects":[{"Path":"/article/quebec-provides-new-funding-for-proposed-montreal-terminal-citing-us-trade-tensions-5947783","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe provincial government is looking to reignite the long-delayed Contrecoeur project, saying Montreal needs more capacity and new trade partners. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The provincial government is looking to reignite the long-delayed Contrecoeur project, saying Montreal needs more capacity and new trade partners.","__typename":"Document"},{"Id":"5947723_JournalOfCommerce","Attachments":[{"FileName":"5947709_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"Southeastern US ports anticipate growth in 2025 despite looming steel tariffs and energy policy changes that could shake up the US breakbulk and project cargo sector. At a Feb. 12 address, Georgia Ports President and CEO Griff Lynch announced that the Port of Brunswick has claimed the top spot as the busiest US port for automobiles and heavy equipment, handling over 2 million tons of roll-on/roll-off (ro-ro) cargo in 2024 following the completion of $262 million in improvements to the port. In becoming the leading US auto port, Brunswick surpasses the Port of Baltimore, which shut down for an extended period following the deadly collapse of the Francis Scott Key Bridge in March 2024 after it was hit by a container ship . The Port of Brunswick handled 901,912 units of automobiles in 2024, up 13.3% from the previous year, according to port data. It’s likely Brunswick benefited to some extent from cargo diversions from Baltimore, whose handling of automobiles dropped 11% last year to under 750,000 units. US President Donald Trump on Feb. 18 announced plans to impose tariffs of approximately 25% on automobile imports. According to the Port of Brunswick, US-made exports account for over 90% of autos moved by rail at the port’s Colonel Island Terminal. Steel, wind drive Houston activity US policy changes could alter cargo activity for some key commodities at Port Houston, the nation’s largest breakbulk and project cargo complex, following a busy 2024 for multiple segments. Steel accounted for about three-fourths of annual breakbulk volumes at the port in 2024, which recorded its second-highest steel volume in five years and third-highest in the last decade. On Feb. 11, Trump announced plans to impose 25% tariffs on steel and aluminum. Meanwhile, the port recorded triple-digit growth for wind power equipment volumes amid growing demands across Texas, the nation’s largest producer of wind energy. Upon taking office, Trump issued an executive order halting new federal leases for offshore wind projects, while his administration has shifted its focus to fossil fuel production. John Mosley, chief commercial officer for Port Houston, told the Journal of Commerce that the port is monitoring ongoing changes in international trade tariff policies and how they might affect the region. The port is also planning $85 million in improvements to its multipurpose facilities over the next five years. “Looking ahead, we will approach our work as we always have,” he said. Mosley said steel volumes at Port Houston were strong in 2023 and 2024, with cargo reaching 4.5 million tons in 2024, a 1% increase over 2023. Asian and South American countries account for 76% of Houston’s steel imports as the port is a key destination for steel cargo from South Korea (34%), Vietnam (11%) Japan (10%), China (11%) and Brazil (10%), Mosley said, citing Port Houston data. Wind power equipment moving through Port Houston’s facilities totaled 1,300 tons, a 680% increase over 2023, according to port data provided to the Journal of Commerce. “Some of that shift can be attributed to expanding wind energy capacity in Texas by 2.5 gigawatts [GW] through the first half of 2024,” Mosley said, citing US Energy Information Administration data. Plywood cargo activity is on track to grow in 2025 to meet rising construction demand, Mosley said. Plywood volumes reached 97,634 tons in 2024, a 388% increase over the previous year. The public terminals managed by Houston’s port authority recorded 5.4 million tons in overall breakbulk and project cargo volume in 2024, up 0.5% from 2023, according to port data provided to the Journal of Commerce. Mosley said a small increase in steel imports of tubular goods used for oil and gas drilling helped carry the year forward. LNG powers project cargo boost Steel imports and project cargo volumes are set to keep pace with 2024 growth at the Port of New Orleans, Janine Mansour, the port’s director of trade development, told the Journal of Commerce. Cargo volumes of steel, the port’s largest breakbulk commodity, grew 2% in 2024 to 740,498 tons, according to Port of New Orleans data, and Mansour said those levels should continue through 2025. Project cargo volume increased 50% to 50,912 tons in 2024 on movement of cargo for the $13.2 billion Venture Global liquefied natural gas (LNG) export facility project in Plaquemines Parish, about 20 miles south of New Orleans, Mansour said. “Venture Global Plaquemines phase two is still in construction and a significant driver on project cargo, as well as import cement,” she said. In another growth area for the port, lumber imports for 2024 grew to 56,200 tons, a 132% increase over the previous year. Total volumes of bagged cargo — which include commodities such as cement, sugar, ferroalloys and coffee — fell 43% to 83,976 tons for the year, with volumes expected to remain the same in 2025. Mansour said the port has received inquiries on bagged cargo from the eastern coast of South America. “We see import cement in bags as a strong growth opportunity,” she said. Total breakbulk and project cargo tonnage last year in New Orleans slipped to 1.2 million tons, 1.6% lower from 2023. “No additional spillover or significant changes are expected in 2025,” Mansour said. Contact Autumn Cafiero Giusti at autumn@autumngiusti.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eSoutheastern US ports anticipate growth in 2025 despite looming steel tariffs and energy policy changes that could shake up the US breakbulk and project cargo sector. \u003c/p\u003e\u003cp\u003eAt a Feb. 12 address, Georgia Ports President and CEO Griff Lynch announced that the Port of Brunswick has claimed the top spot as the busiest US port for automobiles and heavy equipment, handling over 2 million tons of roll-on/roll-off (ro-ro) cargo in 2024 following the completion of $262 million in improvements to the port.\u003c/p\u003e\u003cp\u003eIn becoming the leading US auto port, Brunswick surpasses the Port of Baltimore, which shut down for an extended period following the deadly collapse of the Francis Scott Key Bridge in March 2024 \u003ca href=\"https://www.joc.com/article/no-timeline-for-baltimore-port-reopening-following-bridge-collapse-5234333\"\u003eafter it was hit by a container ship\u003c/a\u003e. \u003c/p\u003e\u003cp\u003eThe Port of Brunswick handled 901,912 units of automobiles in 2024, up 13.3% from the previous year, according to port data. It’s likely Brunswick benefited to some extent from cargo diversions from Baltimore, whose handling of automobiles dropped 11% last year to under 750,000 units. \u003c/p\u003e\u003cp\u003eUS President Donald Trump on Feb. 18 announced plans to impose tariffs of approximately 25% on automobile imports. According to the Port of Brunswick, US-made exports account for over 90% of autos moved by rail at the port’s Colonel Island Terminal.\u003c/p\u003e\u003ch3\u003eSteel, wind drive Houston activity\u003c/h3\u003e\u003cp\u003eUS policy changes could alter cargo activity for some key commodities at Port Houston, the nation’s largest breakbulk and project cargo complex, following a busy 2024 for multiple segments. \u003c/p\u003e\u003cp\u003eSteel accounted for about three-fourths of annual breakbulk volumes at the port in 2024, which recorded its second-highest steel volume in five years and third-highest in the last decade. On Feb. 11, Trump announced plans to impose 25% tariffs on steel and aluminum.\u003c/p\u003e\u003cp\u003eMeanwhile, the port recorded triple-digit growth for wind power equipment volumes amid growing demands across Texas, the nation’s largest producer of wind energy. Upon taking office, Trump issued an executive order halting new federal leases for offshore wind projects, while his administration has shifted its focus to fossil fuel production. \u003c/p\u003e\u003cp\u003eJohn Mosley, chief commercial officer for Port Houston, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e that the port is monitoring ongoing changes in international trade tariff policies and how they might affect the region. The port is also planning $85 million in improvements to its multipurpose facilities over the next five years.\u003c/p\u003e\u003cp\u003e“Looking ahead, we will approach our work as we always have,” he said. \u003c/p\u003e\u003cp\u003eMosley said steel volumes at Port Houston were strong in 2023 and 2024, with cargo reaching 4.5 million tons in 2024, a 1% increase over 2023.\u003c/p\u003e\u003cp\u003eAsian and South American countries account for 76% of Houston’s steel imports as the port is a key destination for steel cargo from South Korea (34%), Vietnam (11%) Japan (10%), China (11%) and Brazil (10%), Mosley said, citing Port Houston data. \u003c/p\u003e\u003cp\u003eWind power equipment moving through Port Houston’s facilities totaled 1,300 tons, a 680% increase over 2023, according to port data provided to the \u003ci\u003eJournal of Commerce.\u003c/i\u003e “Some of that shift can be attributed to expanding wind energy capacity in Texas by 2.5 gigawatts [GW] through the first half of 2024,” Mosley said, citing US Energy Information Administration data. \u003c/p\u003e\u003cp\u003ePlywood cargo activity is on track to grow in 2025 to meet rising construction demand, Mosley said. Plywood volumes reached 97,634 tons in 2024, a 388% increase over the previous year.\u003c/p\u003e\u003cp\u003eThe public terminals managed by Houston’s port authority recorded 5.4 million tons in overall breakbulk and project cargo volume in 2024, up 0.5% from 2023, according to port data provided to the \u003ci\u003eJournal of Commerce\u003c/i\u003e. Mosley said a small increase in steel imports of tubular goods used for oil and gas drilling helped carry the year forward. \u003c/p\u003e\u003ch3\u003eLNG powers project cargo boost\u003c/h3\u003e\u003cp\u003eSteel imports and project cargo volumes are set to keep pace with 2024 growth at the Port of New Orleans, Janine Mansour, the port’s director of trade development, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003eCargo volumes of steel, the port’s largest breakbulk commodity, grew 2% in 2024 to 740,498 tons, according to Port of New Orleans data, and Mansour said those levels should continue through 2025.\u003c/p\u003e\u003cp\u003eProject cargo volume increased 50% to 50,912 tons in 2024 on movement of cargo for the $13.2 billion Venture Global liquefied natural gas (LNG) export facility project in Plaquemines Parish, about 20 miles south of New Orleans, Mansour said. \u003c/p\u003e\u003cp\u003e“Venture Global Plaquemines phase two is still in construction and a significant driver on project cargo, as well as import cement,” she said.\u003c/p\u003e\u003cp\u003eIn another growth area for the port, lumber imports for 2024 grew to 56,200 tons, a 132% increase over the previous year. \u003c/p\u003e\u003cp\u003eTotal volumes of bagged cargo — which include commodities such as cement, sugar, ferroalloys and coffee — fell 43% to 83,976 tons for the year, with volumes expected to remain the same in 2025. Mansour said the port has received inquiries on bagged cargo from the eastern coast of South America.\u003c/p\u003e\u003cp\u003e“We see import cement in bags as a strong growth opportunity,” she said.\u003c/p\u003e\u003cp\u003eTotal breakbulk and project cargo tonnage last year in New Orleans slipped to 1.2 million tons, 1.6% lower from 2023. “No additional spillover or significant changes are expected in 2025,” Mansour said. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Autumn Cafiero Giusti at \u003c/i\u003e\u003ca href=\"mailto:autumn@autumngiusti.com\"\u003e\u003ci\u003eautumn@autumngiusti.com\u003c/i\u003e\u003c/a\u003e\u003ci\u003e.\u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Asian and South American countries account for 76% of Port Houston’s steel imports. Photo credit: Port Houston.","EventDate":null,"__typename":"Metadata"},"ModDate":"1740085095403","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"41","Name":"Breakbulk ports","Redirects":[{"Path":"/maritime/port-news/breakbulk-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"42","Name":"North American ports","Redirects":[{"Path":"/maritime/port-news/north-american-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"ContentType":"ARTICLE","__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Autumn Cafiero Giusti, Special Correspondent","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1740076214000","TitlePlainText":"US policy changes could threaten breakbulk volume growth for ports","Published":true,"Redirects":[{"Path":"/article/us-policy-changes-could-threaten-breakbulk-volume-growth-for-ports-5947723","__typename":"Redirect"},{"Path":"/article/us-policy-changes-loom-over-breakbulk-volume-wins-for-ports-5947723","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eRobust automobile, steel and wind power equipment movements in 2024 put US ports on a strong footing, but tariffs and a shift in government priorities could temper progress this year.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Robust automobile, steel and wind power equipment movements in 2024 put US ports on a strong footing, but tariffs and a shift in government priorities could temper progress this year.","__typename":"Document"},{"Id":"5947705_JournalOfCommerce","Attachments":[{"FileName":"5947688_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"The Port of Oakland’s new five-year strategic growth plan lays out an ambitious program to modernize cargo-handling infrastructure and transloading capacity, a strategy that is intended to grow containerized imports at a gateway that is geared toward exports. The five-year strategic plan that was approved on Feb. 10 by Oakland’s Board of Port Commissioners focuses on key infrastructure projects including widening of its turning basins to enable uninterrupted two-way vessel traffic, redevelopment of the defunct Howard Terminal for maritime support activities and continued redevelopment of a former Army base for warehousing and rail-to-container transloading activities. Mike Jacob, president of the Pacific Merchant Shipping Association (PMSA), which represents terminal operators and shipping lines on the West Coast, said Oakland’s strategic plan is generally on target in that it will make the Northern California gateway more attractive to importers and carriers on the trans-Pacific trade. “The port needs to be more competitive in the import space,” Jacob said. The trans-Pacific trade has always been weak in exports compared with imports, and exports could weaken further if the US incurs retaliatory tariffs from Asian trading partners, he noted. Data shows Oakland lagging other ports on the West Coast when it comes to imports from Asia. The Southern California port complex of Los Angeles and Long Beach and the Northwest Seaport Alliance of Seattle and Tacoma had near-record years in 2024 for Asia imports, with year-on-year gains of 24.2% and 28.4%, respectively, according to PIERS, a Journal of Commerce sister product within S\u0026P Global. In Oakland, Asian imports increased 13.2%. More than 75% of the laden containers handled in Los Angeles-Long Beach are imports, whereas in Oakland laden imports account for 55% of the boxes handled, according to statistics on the ports’ websites. Oakland seeking first-call inbound service Imports attract first-call inbound services in the trans-Pacific. Vessels in Pacific Southwest services from Asia call first in Los Angeles-Long Beach, where about 80% of the containers are discharged. The vessels then call in Oakland to handle the remaining 20% of the containers. Ships are topped off primarily with agricultural exports from California’s Central Valley and protein (meat) products railed to Oakland from the Midwest. Oakland has no first-call inbound services from Asia. Bryan Brandes, Oakland’s maritime director, said the port is pursuing first-call inbound services, adding that an announcement could come in 2026. Among the goals outlined in Oakland’s strategic plan are capturing market growth and expanding the port’s economic base, while modernizing and upgrading infrastructure to support that growth, Brandes said. The project to widen Oakland’s Inner and Outer Harbor turning basins to allow the largest vessels deployed in the trans-Pacific to enter and leave the port without restrictions has been planned for several years and is progressing through the permitting process. The port is targeting 2027 to begin construction and 2029 as the completion date, said port COO Kristi McKenney. When completed, vessels will be able to enter and exit the port 24 hours a day without regard to the tidal variations they face now. This is critical to keeping vessel strings in the trans-Pacific on schedule, McKenney said. Development projects on tap Redevelopment of Howard Terminal for maritime and trucking-related activities is back on track after five years of being held up due to plans by investors to build a stadium for the Oakland A’s baseball team . That consideration went away in 2023 when the team’s owners chose to relocate the A’s and purchased land in Las Vegas for a baseball stadium. Although the Howard site is too small to support a modern container terminal, its location within the harbor is well-suited for support activities such as the overnight staging of trucks and containers. Eleven potential investors responded to the port’s “request for quote” (RFQ) for the site, McKenney said, adding the port authority will take about six months to “see what’s rising to the top” from the potential developers before moving forward. The 160-acre former Army base adjacent to the port is now a logistics center known as the Gateway Industrial District that has been under development for the past five years since road and rail improvements were completed. Warehouses, rail-to-container transloading facilities for exports and equipment storage are being developed, all of which will create synergy between importers and exporters, Brandes said. “Every exporter needs a box from an importer,” he said. Oakland is committed to continue developing green initiatives such as electrical charging infrastructure for EV trucks and cargo-handling equipment at marine terminals. The port is assisting the private sector in these areas primarily through grant funding from state and federal sources, McKenney said. Contact Bill Mongelluzzo at bill.mongelluzzo@spglobal.com","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eThe Port of Oakland’s new five-year strategic growth plan lays out an ambitious program to modernize cargo-handling infrastructure and transloading capacity, a strategy that is intended to grow containerized imports at a gateway that is geared toward exports. \u003c/p\u003e\u003cp\u003eThe five-year strategic plan that was approved on Feb. 10 by Oakland’s Board of Port Commissioners focuses on key infrastructure projects including widening of its turning basins to enable uninterrupted two-way vessel traffic, redevelopment of the defunct Howard Terminal for maritime support activities and continued redevelopment of a former Army base for warehousing and rail-to-container transloading activities. \u003c/p\u003e\u003cp\u003eMike Jacob, president of the Pacific Merchant Shipping Association (PMSA), which represents terminal operators and shipping lines on the West Coast, said Oakland’s strategic plan is generally on target in that it will make the Northern California gateway more attractive to importers and carriers on the trans-Pacific trade. \u003c/p\u003e\u003cp\u003e“The port needs to be more competitive in the import space,” Jacob said. The trans-Pacific trade has always been weak in exports compared with imports, and exports could weaken further if the US incurs retaliatory tariffs from Asian trading partners, he noted. \u003c/p\u003e\u003cp\u003eData shows Oakland lagging other ports on the West Coast when it comes to imports from Asia. \u003c/p\u003e\u003cp\u003eThe Southern California port complex of Los Angeles and Long Beach and the Northwest Seaport Alliance of Seattle and Tacoma had near-record years in 2024 for Asia imports, with year-on-year gains of 24.2% and 28.4%, respectively, according to PIERS, a \u003ci\u003eJournal of Commerce\u003c/i\u003e sister product within S\u0026amp;P Global. In Oakland, Asian imports increased 13.2%. \u003c/p\u003e\u003cp\u003eMore than 75% of the laden containers handled in Los Angeles-Long Beach are imports, whereas in Oakland laden imports account for 55% of the boxes handled, according to statistics on the ports’ websites. \u003c/p\u003e\u003ch3\u003eOakland seeking first-call inbound service\u003c/h3\u003e\u003cp\u003eImports attract first-call inbound services in the trans-Pacific. Vessels in Pacific Southwest services from Asia call first in Los Angeles-Long Beach, where about 80% of the containers are discharged. The vessels then call in Oakland to handle the remaining 20% of the containers. Ships are topped off primarily with agricultural exports from California’s Central Valley and protein (meat) products railed to Oakland from the Midwest. Oakland has no first-call inbound services from Asia. \u003c/p\u003e\u003cdiv class=\"wrapper-narrow\"\u003e\u003cdynamic-object type=\"jocchartid\" resource-id=\"4e002908-4b97-4403-abc6-17a31473ce27\"\u003e\u003c/dynamic-object\u003e\u003c/div\u003e\u003cp\u003eBryan Brandes, Oakland’s maritime director, said the port is pursuing first-call inbound services, adding that an announcement could come in 2026. \u003c/p\u003e\u003cp\u003eAmong the goals outlined in Oakland’s strategic plan are capturing market growth and expanding the port’s economic base, while modernizing and upgrading infrastructure to support that growth, Brandes said. \u003c/p\u003e\u003cp\u003eThe project to widen Oakland’s Inner and Outer Harbor turning basins to allow the largest vessels deployed in the trans-Pacific to enter and leave the port without restrictions has been planned for several years and is progressing through the permitting process. \u003c/p\u003e\u003cp\u003eThe port is targeting 2027 to begin construction and 2029 as the completion date, said port COO Kristi McKenney. When completed, vessels will be able to enter and exit the port 24 hours a day without regard to the tidal variations they face now. This is critical to keeping vessel strings in the trans-Pacific on schedule, McKenney said. \u003c/p\u003e\u003ch3\u003eDevelopment projects on tap\u003c/h3\u003e\u003cp\u003eRedevelopment of Howard Terminal for maritime and trucking-related activities is back on track after five years of being held up due to \u003ca href=\"https://www.joc.com/article/oaklands-howard-terminal-eyes-redevelopment-after-ballpark-proposal-strikes-out-5234580\"\u003eplans by investors to build a stadium for the Oakland A’s baseball team\u003c/a\u003e. That consideration went away in 2023 when the team’s owners chose to relocate the A’s and purchased land in Las Vegas for a baseball stadium. \u003c/p\u003e\u003cp\u003eAlthough the Howard site is too small to support a modern container terminal, its location within the harbor is well-suited for support activities such as the overnight staging of trucks and containers. Eleven potential investors responded to the port’s “request for quote” (RFQ) for the site, McKenney said, adding the port authority will take about six months to “see what’s rising to the top” from the potential developers before moving forward. \u003c/p\u003e\u003cp\u003eThe 160-acre former Army base adjacent to the port is now a logistics center known as the Gateway Industrial District that has been under development for the past five years since road and rail improvements were completed. Warehouses, rail-to-container transloading facilities for exports and equipment storage are being developed, all of which will create synergy between importers and exporters, Brandes said. \u003c/p\u003e\u003cp\u003e“Every exporter needs a box from an importer,” he said. \u003c/p\u003e\u003cp\u003eOakland is committed to continue developing green initiatives such as electrical charging infrastructure for EV trucks and cargo-handling equipment at marine terminals. The port is assisting the private sector in these areas primarily through grant funding from state and federal sources, McKenney said. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Bill Mongelluzzo at \u003c/i\u003e\u003ca href=\"mailto:bill.mongelluzzo@spglobal.com\"\u003e\u003ci\u003ebill.mongelluzzo@spglobal.com\u003c/i\u003e\u003c/a\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"The Port of Oakland lagged other West Coast ports in 2024 when it came to growth in imports from Asia. Photo credit: Pandora Pictures / Shutterstock.com.","EventDate":null,"__typename":"Metadata"},"ModDate":"1740074416940","Taxonomy":{"MainCategory":[{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"9","Name":"Container Shipping News","Redirects":[{"Path":"/maritime/container-shipping-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"10","Name":"Port News","Redirects":[{"Path":"/maritime/port-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"40","Name":"Port infrastructure","Redirects":[{"Path":"/maritime/port-news/port-infrastructure","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"42","Name":"North American ports","Redirects":[{"Path":"/maritime/port-news/north-american-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"43","Name":"Marine terminals","Redirects":[{"Path":"/maritime/port-news/marine-terminals","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"ContentType":"ARTICLE","__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Bill Mongelluzzo, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1740072254000","TitlePlainText":"Oakland pins growth on attracting imports, first-call inbound service","Published":true,"Redirects":[{"Path":"/article/oakland-pins-growth-on-attracting-imports-first-call-inbound-service-5947705","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe port’s recently approved five-year strategic plan details infrastructure, transloading and maritime support activities that it hopes will spur cargo growth by making the Northern California gateway more attractive to importers.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The port’s recently approved five-year strategic plan details infrastructure, transloading and maritime support activities that it hopes will spur cargo growth by making the Northern California gateway more attractive to importers.","__typename":"Document"},{"Id":"5947638_JournalOfCommerce","Attachments":[{"FileName":"5947637_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"Regional less-than-truckload (LTL) carriers in the US are redrawing their service maps by buying new terminals, merging with competitors and forming partnerships to build density in their freight networks and offer their shipper customers more services to more locations. Two of the largest US regional LTL providers, Dayton Freight Lines and A. Duie Pyle, on Tuesday said they would partner to expand their service territories, with A. Duie Pyle gaining next-day lanes throughout Ohio and Dayton pushing into Pennsylvania. The partnership follows the purchase of Ohio-based Sutton Transport by Pittsburgh-based Pitt Ohio and smaller deals that are consolidating LTL regional capacity in the Midwest, such as the acquisition of RMX Freight Systems last year by Moran Transportation . Pyle and Dayton have been partners since 2003, exchanging two-day shipments at Pyle’s Streetsboro, Ohio, terminals and Dayton’s Cleveland service center. The new initiative upgrades two-day service to next-day, meeting shipper demand for faster transit. For Pyle, increased LTL competition made the need to expand into Ohio clear, said John Luciani, chief operating officer of the West Chester, Pennsylvania-based company. “We needed to provide overnight service from New Jersey to the state of Ohio,” Luciani said. “There’s competition providing overnight service, so we were at a disadvantage,” he told the Journal of Commerce Wednesday. “We worked for a little over a year with Dayton to work out ways to infuse next-day shipments into each other’s networks.” Pyle is expanding its terminal network in Ohio to facilitate next-day service. “We’ve purchased a service center in Bowling Green [Ohio] and we will build in Columbus and lease in Cincinnati,” complementing service centers in Streetsboro and Cleveland, Luciani added. “We had customers tell us that if we were in Columbus we’d be handling their business going to the Northeast, and that was all the motivation we needed,” he said. “Our customers have asked us to expand to provide the high-quality service they want.” Dayton is the third-largest regional US LTL provider ranked by revenue, while Pyle is sixth-largest, according to data from SJ Consulting Group. Its next-day service expansion will be rolled out over the next few quarters, Luciani said. Closing coverage gaps LTL carriers in the Midwest are not just looking to grow, they are filling a gap left by the loss of USF Holland, a leading regional LTL carrier in the Midwest and a subsidiary of bankrupt LTL provider Yellow. Holland shut down along with Yellow’s other carriers in July 2023. “I still think there’s a hole” in the LTL landscape left by Holland, Mike Moran, president of Moran Transportation, told the Journal of Commerce. Holland, acquired by Yellow in 2005, covered the entire Midwest and parts of the south central and southeast United States. Despite decades of offshoring of manufacturing jobs, the Midwest is still home to many US manufacturers, with five of the 10 largest manufacturing states in the US and more than 57,000 manufacturing companies, according to industrial data provider MNI. As the Dayton-Pyle partnership underscores, the Midwest is also a gateway to the Northeast market. R+L Carriers, a Wilmington, Ohio-based national LTL provider, acquired Yellow’s 304-door Maybrook, New York, terminal in December to expand in the Northeast. ”The Midwest is a critical link [in LTL networks] and it’s often overlooked,” said Kevin Huntsman, president of Mastio \u0026 Company, a transportation market research firm. The Midwest is a key hub for shipments from the West, East and Gulf coasts, he said. “There’s a strong connection between the Midwest and the Dallas and Houston markets,” Huntsman said. Pitt Ohio recently launched an express LTL service from Ohio to Texas, and LTL carriers are looking to make more Midwest-to-Mexico connections. Regional LTL carriers across the US are also positioning themselves to compete against national carriers and multiregional companies such as Knight-Swift, which has three regional subsidiaries and is seeking a fourth LTL provider in the Northeast. “There’s a lot happening with regional carriers and I’d expect a lot of consolidation or strategic partnerships,” said Dean Jones, chief commercial officer at AFS Logistics. LTL providers are also watching FedEx Freight, the largest US LTL provider, which is being spun off by parcel carrier FedEx. It is unclear how an independent FedEx Freight might alter the competitive balance and reshape the LTL market. More density, freight Tim Haitz, chief commercial officer at Wisconsin-based regional LTL provider Standard Forwarding Freight, sees more freight flowing to regional companies. \"When freight is going only 500 miles, a long-haul LTL carrier probably touches it more in transit than a regional guy, just because of how the long-haul network is set up to service the whole country,” said Haitz, who worked for decades for Yellow and Roadway. “That’s why you’re seeing a lot of mergers and acquisitions and partnerships among regional carriers all over the country,” Haitz said. “If you can integrate systems and hand off freight, you can extend your networks and become more important to the customer.” Standard Forwarding Freight itself was acquired at the end of 2024 from DHL by Sakaem Logistics, an investment firm owned by the family that used to own defunct car hauler Jack Cooper Transport. The regional LTL carrier has 14 terminals across the Midwest. Contact William B. Cassidy at bill.cassidy@spglobal.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eRegional less-than-truckload (LTL) carriers in the US are redrawing their service maps by buying new terminals, merging with competitors and forming partnerships to build density in their freight networks and offer their shipper customers more services to more locations. \u003c/p\u003e\u003cp\u003eTwo of the largest US regional LTL providers, Dayton Freight Lines and A. Duie Pyle, on Tuesday said they would partner to expand their service territories, with A. Duie Pyle gaining next-day lanes throughout Ohio and Dayton pushing into Pennsylvania. \u003c/p\u003e\u003cp\u003eThe partnership follows the purchase of Ohio-based \u003ca href=\"https://www.joc.com/article/ma-activity-redrawing-regional-ltl-map-in-us-midwest-and-beyond-5917864\"\u003eSutton Transport\u003c/a\u003e by Pittsburgh-based Pitt Ohio and smaller deals that are consolidating LTL regional capacity in the Midwest, such as the acquisition of RMX Freight Systems last year by \u003ca href=\"https://www.joc.com/article/smaller-us-ltl-carriers-increasingly-merging-in-sink-or-swim-market-5783875\"\u003eMoran Transportation\u003c/a\u003e. \u003c/p\u003e\u003cp\u003ePyle and Dayton have been partners since 2003, exchanging two-day shipments at Pyle’s Streetsboro, Ohio, terminals and Dayton’s Cleveland service center. The new initiative upgrades two-day service to next-day, meeting shipper demand for faster transit. \u003c/p\u003e\u003cp\u003eFor Pyle, increased \u003ca href=\"https://www.joc.com/article/us-ltl-rates-rising-as-industrial-outlook-shipper-confidence-improve-5944443\"\u003eLTL competition\u003c/a\u003e made the need to expand into Ohio clear, said John Luciani, chief operating officer of the West Chester, Pennsylvania-based company. “We needed to provide overnight service from New Jersey to the state of Ohio,” Luciani said. \u003c/p\u003e\u003cp\u003e“There’s competition providing overnight service, so we were at a disadvantage,” he told the \u003ci\u003eJournal of Commerce\u003c/i\u003e Wednesday. “We worked for a little over a year with Dayton to work out ways to infuse next-day shipments into each other’s networks.” \u003c/p\u003e\u003cp\u003ePyle is expanding its terminal network in Ohio to facilitate next-day service. “We’ve purchased a service center in Bowling Green [Ohio] and we will build in Columbus and lease in Cincinnati,” complementing service centers in Streetsboro and Cleveland, Luciani added. \u003c/p\u003e\u003cp\u003e“We had customers tell us that if we were in Columbus we’d be handling their business going to the Northeast, and that was all the motivation we needed,” he said. “Our customers have asked us to expand to provide the high-quality service they want.” \u003c/p\u003e\u003cp\u003eDayton is the third-largest regional US LTL provider ranked by revenue, while Pyle is sixth-largest, according to data from SJ Consulting Group. Its next-day service expansion will be rolled out over the next few quarters, Luciani said. \u003c/p\u003e\u003cp\u003e\u003cb\u003eClosing coverage gaps\u003c/b\u003e \u003c/p\u003e\u003cp\u003eLTL carriers in the Midwest are not just looking to grow, they are filling a gap left by the loss of USF Holland, a leading regional LTL carrier in the Midwest and a subsidiary of bankrupt LTL provider Yellow. Holland shut down along with Yellow’s other carriers in July 2023. \u003c/p\u003e\u003cp\u003e“I still think there’s a hole” in the LTL landscape left by Holland, Mike Moran, president of Moran Transportation, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. Holland, acquired by Yellow in 2005, covered the entire Midwest and parts of the south central and southeast United States. \u003c/p\u003e\u003cp\u003eDespite decades of offshoring of manufacturing jobs, the Midwest is still home to many US manufacturers, with five of the 10 largest manufacturing states in the US and more than 57,000 manufacturing companies, according to industrial data provider MNI. \u003c/p\u003e\u003cp\u003eAs the Dayton-Pyle partnership underscores, the Midwest is also a gateway to the Northeast market. R+L Carriers, a Wilmington, Ohio-based national LTL provider, acquired Yellow’s 304-door Maybrook, New York, terminal in December to expand in the Northeast. \u003c/p\u003e\u003cp\u003e”The Midwest is a critical link [in LTL networks] and it’s often overlooked,” said Kevin Huntsman, president of Mastio \u0026amp; Company, a transportation market research firm. The Midwest is a key hub for shipments from the West, East and Gulf coasts, he said. \u003c/p\u003e\u003cp\u003e“There’s a strong connection between the Midwest and the Dallas and Houston markets,” Huntsman said. Pitt Ohio recently launched an express LTL service from Ohio to Texas, and LTL carriers are looking to make more \u003ca href=\"https://www.joc.com/article/us-ltl-providers-seeking-bigger-share-of-mexico-cross-border-trucking-5929402\"\u003eMidwest-to-Mexico\u003c/a\u003e connections. \u003c/p\u003e\u003cp\u003eRegional LTL carriers across the US are also positioning themselves to compete against national carriers and multiregional companies such as Knight-Swift, which has three regional subsidiaries and is \u003ca href=\"https://www.joc.com/article/knight-swift-puts-ltl-buyouts-on-hold-as-us-freight-market-flattens-5928140\"\u003eseeking a fourth LTL provider\u003c/a\u003e in the Northeast. \u003c/p\u003e\u003cp\u003e“There’s a lot happening with regional carriers and I’d expect a lot of consolidation or strategic partnerships,” said Dean Jones, chief commercial officer at AFS Logistics. \u003c/p\u003e\u003cp\u003eLTL providers are also watching FedEx Freight, the largest US LTL provider, which is being spun off by parcel carrier FedEx. It is unclear how an independent FedEx Freight \u003ca href=\"https://www.joc.com/article/fedex-freight-spinoff-is-latest-move-to-reshape-us-ltl-market-5909683\"\u003emight alter the competitive balance\u003c/a\u003e and reshape the LTL market. \u003c/p\u003e\u003cp\u003e\u003cb\u003eMore density, freight\u003c/b\u003e \u003c/p\u003e\u003cp\u003eTim Haitz, chief commercial officer at Wisconsin-based regional LTL provider Standard Forwarding Freight, sees more freight flowing to regional companies. \u003c/p\u003e\u003cp\u003e\"When freight is going only 500 miles, a long-haul LTL carrier probably touches it more in transit than a regional guy, just because of how the long-haul network is set up to service the whole country,” said Haitz, who worked for decades for Yellow and Roadway. \u003c/p\u003e\u003cp\u003e“That’s why you’re seeing a lot of mergers and acquisitions and partnerships among regional carriers all over the country,” Haitz said. “If you can integrate systems and hand off freight, you can extend your networks and become more important to the customer.” \u003c/p\u003e\u003cp\u003eStandard Forwarding Freight itself was acquired at the end of 2024 from DHL by Sakaem Logistics, an investment firm owned by the family that used to own defunct car hauler Jack Cooper Transport. The regional LTL carrier has 14 terminals across the Midwest. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact William B. Cassidy at \u003c/i\u003e\u003ca href=\"mailto:bill.cassidy@spglobal.com\"\u003e\u003ci\u003ebill.cassidy@spglobal.com\u003c/i\u003e\u003c/a\u003e.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Competitive pressure and customer demand is driving A. Duie Pyle to expand south and west of its core northeastern region, COO John Luciani says. Photo credit: Collins Unlimited / Shutterstock.com.","EventDate":null,"__typename":"Metadata"},"ModDate":"1740150375350","Taxonomy":{"MainCategory":[{"Id":"2","Name":"Surface","Redirects":[{"Path":"/surface","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"11","Name":"Trucking News","Redirects":[{"Path":"/surface/trucking-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"46","Name":"LTL","Redirects":[{"Path":"/surface/trucking-news/ltl","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"ContentType":"ARTICLE","__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"William B. Cassidy, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1740064754000","TitlePlainText":"Regional LTL partnership to speed service linking Midwest, Northeast","Published":true,"Redirects":[{"Path":"/article/regional-ltl-partnership-to-speed-service-linking-midwest-northeast-5947638","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eDayton Freight Lines and A. Duie Pyle are partnering to provide next-day service from the East Coast to all parts of Ohio as shippers demand more speed. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Dayton Freight Lines and A. Duie Pyle are partnering to provide next-day service from the East Coast to all parts of Ohio as shippers demand more speed.","__typename":"Document"}],"itemsCount":434382,"nextToken":1,"__typename":"DocumentPaginatedList"}},"moreArticles":{"data":{"items":[{"Id":"5948375_JournalOfCommerce","Attachments":[{"FileName":"5948357_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"A call by Dutch union FNV Havens for ports in Europe to refuse to handle ships diverted from Rotterdam’s Hutchison Ports-owned ECT Delta terminal has raised the specter of cross-border “solidarity strikes” that the shipping industry is watching closely. Intermittent strike action has taken place this month at the Rotterdam terminal. No reports have yet been received of dockworkers elsewhere refusing to handle ships diverted from the terminal, but Tim Seifert, a spokesman for ECT Delta customer Hapag-Lloyd, said the carrier was monitoring the situation. “It is a bit early to evaluate the precise impact of the strike [activity],” Seifert told the Journal of Commerce this week. “We are analyzing the situation and looking at a case-by-case basis to see whether it creates sense to deviate vessels or adjust rotations and hope that the parties involved will quickly reach an agreement in their negotiations.” A spokesperson for ECT Delta said labor action was ongoing, but “in the meantime ships are being handled.” The FNV dispute over severance pay compensation has resulted in a series of walkouts by dockworkers at the ECT Delta terminal in the Maasvlakte area over the past month, severely disrupting the handling of deep-sea vessels, regional feeder ship calls and inland-bound cargo. “This compensation is a crucial part of the collective labor agreement that we made on Jan. 30,” Asmae Hajjari, union leader of FNV Havens, said in a statement this week. “The fact that the shareholder of Hutchison Ports now suddenly refuses to provide this guarantee is unacceptable to us.” Frustrated by the response from the terminal owner, the union is attempting to mobilize support in the region against Hutchison Ports via the European Transport Federation (ETF). “The union has called on its European colleagues to show solidarity with the dock workers in the port of Rotterdam,” FNV said in the statement. “If ships destined for Hutchison [ECT Delta] divert to other ports, these ports have been called upon not to handle these ships because of contaminated work.” Last-minute port omissions Peter Sand, chief analyst at rate benchmarking platform Xeneta, said carriers were making “last-minute omissions” of Rotterdam but he had not seen proof of solidarity strikes in Europe based on the FNV call, adding that “it will be pretty disastrous” if such strikes were held. “At a point where record cargo volumes from Asia are reaching the terminals of Europe, the timing of rolling strikes in container terminals across France and now also at the Rotterdam terminal is really bad,” Sand said. Bart Kuipers, port economist at the Erasmus Centre for Urban, Port and Transport Economics in Rotterdam, said a coordinated approach by European unions was rare and usually related to a European policy measure, a global problem or a problem with a particular company, such as the Hutchison Ports terminal. “What is quite normal is that port unions in other ports show their solidarity, so delegations from all over the world can show up at meetings in a certain port,” Kuipers told the Journal of Commerce Friday, adding that port unions were organized in a global network and that Hajjari, the leader of the Rotterdam union, was well known in the US. Data from Container Trades Statistics (CTS) shows China-to-North Europe volumes in December increased 17.6% year over year to a one-month record of 835,000 TEUs. Those containers are currently arriving at Northern European ports, and combined with the bad weather and dockworker strikes, are contributing to congestion. Hanna Stelzel, director of containers at the Port of Rotterdam, said the end of December and the beginning of January were congested due to holiday closures and adverse weather conditions, including a prolonged period of heavy fog. “Provided that weather conditions remain stable, we anticipate a gradual improvement in the weather-related situation,” she said, although acknowledging the ratio of waiting ships to the number of ships in the port remained high. The average waiting time at Rotterdam was about 1.2 days on Feb. 15, with eight vessels waiting at anchorage to enter the port, down from 16 on Jan. 18, according to data from S\u0026P Global Commodity Insights. S\u0026P Global is the parent of Journal of Commerce. Kuehne + Nagel said on its SeaExplorer visibility platform that yard congestion in Rotterdam was high at 90% and berths were ”fully occupied for the next months.” Rotterdam World Gateway has stopped accepting empty containers into its yard as a precautionary measure, SeaExplorer noted. Rotterdam handled a total of 13.8 million TEUs in 2024, a 2.8% increase year over year, as rising wages and falling inflation led to increased demand for consumer goods and food, the port said in a statement Friday. Emergency measures at Antwerp The bottlenecks in Rotterdam and rolling strikes in French ports through February are adding to the volume being diverted to Antwerp-Bruges, contributing to rising congestion at Europe’s second-largest hub. Overflowing container yards after persistently high import volume from Asia have forced at least one terminal – Antwerp Gateway – to implement emergency measures to clear the backlogs of boxes. “Due to extreme yard congestion at Antwerp Gateway Terminal, the terminal has implemented immediate measures to prevent a full operational standstill,” Cosco Shipping told customers in an advisory Thursday. “Antwerp Gateway will not accept contingency discharge/transshipment for nearby ports, and import deliveries will be prioritized over export shipments,” the carrier added. Kuehne + Nagel said stacking capacity in the Antwerp terminal was fully utilized and export delivery truck slots were being cut to 30% to prioritize the swift removal of import containers. Intermodal operator Contargo warned customers this week that the average waiting times for the handling of its barges were 76 hours in Rotterdam and 84 hours in Antwerp, while carriers are reporting feeders experiencing delays of 72 hours. Port workers in France this month are holding four-hour stoppages on 10 separate days ending Feb. 24 at container ports across the country, severely disrupting handling operations. A 48-hour countrywide strike is planned for Feb. 26–28. Contact Greg Knowler at greg.knowler@spglobal.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eA call by Dutch union FNV Havens for ports in Europe to refuse to handle ships diverted from Rotterdam’s Hutchison Ports-owned ECT Delta terminal has raised the specter of cross-border “solidarity strikes” that the shipping industry is watching closely. Intermittent strike action has taken place this month at the Rotterdam terminal. \u003c/p\u003e\u003cp\u003eNo reports have yet been received of dockworkers elsewhere refusing to handle ships diverted from the terminal, but Tim Seifert, a spokesman for ECT Delta customer Hapag-Lloyd, said the carrier was monitoring the situation. \u003c/p\u003e\u003cp\u003e“It is a bit early to evaluate the precise impact of the strike [activity],” Seifert told the \u003ci\u003eJournal of Commerce\u003c/i\u003e this week. “We are analyzing the situation and looking at a case-by-case basis to see whether it creates sense to deviate vessels or adjust rotations and hope that the parties involved will quickly reach an agreement in their negotiations.” \u003c/p\u003e\u003cp\u003eA spokesperson for ECT Delta said labor action was ongoing, but “in the meantime ships are being handled.” \u003c/p\u003e\u003cp\u003eThe FNV dispute over severance pay compensation has resulted in a series of walkouts by dockworkers at the ECT Delta terminal in the Maasvlakte area over the past month, severely disrupting the handling of deep-sea vessels, regional feeder ship calls and inland-bound cargo. \u003c/p\u003e\u003cp\u003e“This compensation is a crucial part of the collective labor agreement that we made on Jan. 30,” Asmae Hajjari, union leader of FNV Havens, said in a statement this week. “The fact that the shareholder of Hutchison Ports now suddenly refuses to provide this guarantee is unacceptable to us.” \u003c/p\u003e\u003cp\u003eFrustrated by the response from the terminal owner, the union is attempting to mobilize support in the region against Hutchison Ports via the European Transport Federation (ETF). \u003c/p\u003e\u003cp\u003e“The union has called on its European colleagues to show solidarity with the dock workers in the port of Rotterdam,” FNV said in the statement. “If ships destined for Hutchison [ECT Delta] divert to other ports, these ports have been called upon not to handle these ships because of contaminated work.” \u003c/p\u003e\u003ch3\u003eLast-minute port omissions \u003c/h3\u003e\u003cp\u003ePeter Sand, chief analyst at rate benchmarking platform Xeneta, said carriers were making “last-minute omissions” of Rotterdam but he had not seen proof of solidarity strikes in Europe based on the FNV call, adding that “it will be pretty disastrous” if such strikes were held. \u003c/p\u003e\u003cp\u003e“At a point where record cargo volumes from Asia are reaching the terminals of Europe, the timing of rolling strikes in container terminals across France and now also at the Rotterdam terminal is really bad,” Sand said. \u003c/p\u003e\u003cp\u003eBart Kuipers, port economist at the Erasmus Centre for Urban, Port and Transport Economics in Rotterdam, said a coordinated approach by European unions was rare and usually related to a European policy measure, a global problem or a problem with a particular company, such as the Hutchison Ports terminal. \u003c/p\u003e\u003cp\u003e“What is quite normal is that port unions in other ports show their solidarity, so delegations from all over the world can show up at meetings in a certain port,” Kuipers told the \u003ci\u003eJournal of Commerce\u003c/i\u003e Friday, adding that port unions were organized in a global network and that Hajjari, the leader of the Rotterdam union, was well known in the US. \u003c/p\u003e\u003cp\u003eData from Container Trades Statistics (CTS) shows China-to-North Europe volumes in December increased 17.6% year over year to a one-month record of 835,000 TEUs. Those containers are currently arriving at Northern European ports, and combined with the bad weather and dockworker strikes, are contributing to congestion. \u003c/p\u003e\u003cdiv class=\"wrapper-narrow\"\u003e\u003cdynamic-object type=\"jocchartid\" resource-id=\"f2ae9325-09af-4083-88a9-7a7e77dc7061\"\u003e\u003c/dynamic-object\u003e\u003c/div\u003e\u003cp\u003eHanna Stelzel, director of containers at the Port of Rotterdam, said the end of December and the beginning of January were congested due to holiday closures and adverse weather conditions, including a prolonged period of heavy fog. \u003c/p\u003e\u003cp\u003e“Provided that weather conditions remain stable, we anticipate a gradual improvement in the weather-related situation,” she said, although acknowledging the ratio of waiting ships to the number of ships in the port remained high. \u003c/p\u003e\u003cp\u003eThe average waiting time at Rotterdam was about 1.2 days on Feb. 15, with eight vessels waiting at anchorage to enter the port, down from 16 on Jan. 18, according to data from S\u0026amp;P Global Commodity Insights. S\u0026amp;P Global is the parent of \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003eKuehne + Nagel said on its SeaExplorer visibility platform that yard congestion in Rotterdam was high at 90% and berths were ”fully occupied for the next months.” Rotterdam World Gateway has stopped accepting empty containers into its yard as a precautionary measure, SeaExplorer noted. \u003c/p\u003e\u003cp\u003eRotterdam handled a total of 13.8 million TEUs in 2024, a 2.8% increase year over year, as rising wages and falling inflation led to increased demand for consumer goods and food, the port said in a statement Friday. \u003c/p\u003e\u003ch3\u003eEmergency measures at Antwerp \u003c/h3\u003e\u003cp\u003eThe bottlenecks in Rotterdam and rolling strikes in French ports through February are adding to the volume being diverted to Antwerp-Bruges, contributing to rising congestion at Europe’s second-largest hub. \u003c/p\u003e\u003cp\u003eOverflowing container yards after persistently high import volume from Asia have forced at least one terminal – Antwerp Gateway – to implement emergency measures to clear the backlogs of boxes. \u003c/p\u003e\u003cp\u003e“Due to extreme yard congestion at Antwerp Gateway Terminal, the terminal has implemented immediate measures to prevent a full operational standstill,” Cosco Shipping told customers in an advisory Thursday. \u003c/p\u003e\u003cp\u003e“Antwerp Gateway will not accept contingency discharge/transshipment for nearby ports, and import deliveries will be prioritized over export shipments,” the carrier added. \u003c/p\u003e\u003cp\u003eKuehne + Nagel said stacking capacity in the Antwerp terminal was fully utilized and export delivery truck slots were being cut to 30% to prioritize the swift removal of import containers. \u003c/p\u003e\u003cp\u003eIntermodal operator Contargo warned customers this week that the average waiting times for the handling of its barges were 76 hours in Rotterdam and 84 hours in Antwerp, while carriers are reporting feeders experiencing delays of 72 hours. \u003c/p\u003e\u003cp\u003ePort workers in France this month are holding four-hour stoppages on 10 separate days ending Feb. 24 at container ports across the country, severely disrupting handling operations. A 48-hour countrywide strike is planned for Feb. 26–28. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Greg Knowler at \u003c/i\u003e\u003ca href=\"mailto:greg.knowler@spglobal.com\"\u003e\u003ci\u003egreg.knowler@spglobal.com\u003c/i\u003e\u003c/a\u003e\u003ci\u003e.\u003c/i\u003e \u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Hutchison Ports’ ECT Delta terminal has been facing a series of work stoppages this month. Photo credit: Aerovista Luchtfotografie / Shutterstock.com. ","EventDate":null,"__typename":"Metadata"},"ModDate":"1740157274457","Taxonomy":{"MainCategory":[{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"9","Name":"Container Shipping News","Redirects":[{"Path":"/maritime/container-shipping-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"34","Name":"Container lines","Redirects":[{"Path":"/maritime/container-shipping-news/container-lines","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"37","Name":"Asia-Europe","Redirects":[{"Path":"/maritime/container-shipping-news/asia-europe","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"ContentType":"ARTICLE","__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Greg Knowler, Senior Editor Europe","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1740152294000","TitlePlainText":"‘Solidarity strike’ call by Dutch port union gets industry attention","Published":true,"Redirects":[{"Path":"/article/solidarity-strike-call-by-dutch-port-union-gets-industry-attention-5948375","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eA dispute over severance pay compensation has resulted in a series of walkouts by dockworkers at Rotterdam’s ECT Delta terminal over the past month, severely disrupting the handling of deep-sea vessels, regional feeder ship calls and inland-bound cargo.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"A dispute over severance pay compensation has resulted in a series of walkouts by dockworkers at Rotterdam’s ECT Delta terminal over the past month, severely disrupting the handling of deep-sea vessels, regional feeder ship calls and inland-bound cargo.","__typename":"Document"},{"Id":"5947783_JournalOfCommerce","Attachments":[{"FileName":"5947771_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"Quebec’s government is putting C$130 million (US$92 million) into a proposed container gateway north of the Port of Montreal, saying the port has reached capacity and that tensions with the US necessitate the need for additional trade lanes outside of North America. The provincial government said this week it provided the funds to the Montreal Port Authority (MPA) for the Contrecoeur project, a proposed 1.15 million-TEU terminal that would be developed about 43 miles up the St. Lawrence River from Montreal. The project has been marked by on and off starts since Quebec first provided C$55 million in funding in 2021 , following a C$300 million investment from Canada’s infrastructure bank in 2019. In the two years following that initial investment, the MPA sought a concessionaire to fund part of the terminal’s C$1.5 billion estimated cost in return for operating the terminal, hoping to break ground last year. But the MPA had trouble finding a partner willing to shoulder the additional cost of the project, a greenfield site that also requires extensive dredging and shoring up portions of the St. Lawrence River. The MPA said it was looking to restructure the project by taking on more of the risk and finding a new concessionaire. In 2023, it also secured another C$150 million from the Canadian government’s infrastructure fund. In Monday’s funding announcement, the office of Quebec’s Premier Francois Legault said that Contrecoeur was necessary because the Montreal port “has reached the maximum capacity of its facilities.” The statement said that the terminal should be commissioned in 2029. Legault also noted that the current political climate between Canada and the US was another reason for building Contrecoeur. President Donald Trump has threatened Canada with tariffs, along with musing about its annexation by the United States. “In the current context, it is more essential than ever to strengthen Québec’s competitiveness and diversify our markets to reduce our dependence on the United States,” Legault said. Contact Michael Angell at michael.angell@spglobal.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eQuebec’s government is putting C$130 million (US$92 million) into a proposed container gateway north of the Port of Montreal, saying the port has reached capacity and that tensions with the US necessitate the need for additional trade lanes outside of North America. \u003c/p\u003e\u003cp\u003eThe provincial government said this week it provided the funds to the Montreal Port Authority (MPA) for the Contrecoeur project, a proposed 1.15 million-TEU terminal that would be developed about 43 miles up the St. Lawrence River from Montreal. \u003c/p\u003e\u003cp\u003eThe project has been marked by on and off starts since \u003ca href=\"https://www.joc.com/article/quebec-awards-43-million-to-planned-montreal-terminal-5250985\"\u003eQuebec first provided C$55 million in funding in 2021\u003c/a\u003e, following a C$300 million investment from Canada’s infrastructure bank in 2019. \u003c/p\u003e\u003cp\u003eIn the two years following that initial investment, \u003ca href=\"https://www.joc.com/article/montreal-port-gets-federal-funds-for-mega-terminal-after-operators-balk-at-risk-5222977\"\u003ethe MPA sought a concessionaire\u003c/a\u003e to fund part of the terminal’s C$1.5 billion estimated cost in return for operating the terminal, hoping to break ground last year. \u003c/p\u003e\u003cp\u003eBut the MPA had trouble finding a partner willing to shoulder the additional cost of the project, a greenfield site that also requires extensive dredging and shoring up portions of the St. Lawrence River. \u003c/p\u003e\u003cp\u003eThe MPA said it was looking to restructure the project by taking on more of the risk and finding a new concessionaire. In 2023, it also secured another C$150 million from the Canadian government’s infrastructure fund. \u003c/p\u003e\u003cp\u003eIn Monday’s funding announcement, the office of Quebec’s Premier Francois Legault said that Contrecoeur was necessary because the Montreal port “has reached the maximum capacity of its facilities.” The statement said that the terminal should be commissioned in 2029. \u003c/p\u003e\u003cp\u003eLegault also noted that the current political climate between Canada and the US was another reason for building Contrecoeur. President Donald Trump has threatened Canada with tariffs, along with musing about its annexation by the United States. \u003c/p\u003e\u003cp\u003e“In the current context, it is more essential than ever to strengthen Québec’s competitiveness and diversify our markets to reduce our dependence on the United States,” Legault said. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Michael Angell at \u003c/i\u003e\u003ca href=\"mailto:michael.angell@spglobal.com \"\u003e\u003ci\u003emichael.angell@spglobal.com\u003c/i\u003e\u003c/a\u003e.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":" The start of the Contrecoeur terminal project has been delayed due to difficulties in finding a private partner willing to share its costs. Photo credit: Montreal Port Authority.","EventDate":null,"__typename":"Metadata"},"ModDate":"1740085518790","Taxonomy":{"MainCategory":[{"Id":"42","Name":"North American ports","Redirects":[{"Path":"/maritime/port-news/north-american-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"40","Name":"Port infrastructure","Redirects":[{"Path":"/maritime/port-news/port-infrastructure","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"43","Name":"Marine terminals","Redirects":[{"Path":"/maritime/port-news/marine-terminals","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"ContentType":"ARTICLE","__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Michael Angell, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1740083354000","TitlePlainText":"Quebec provides new funding for proposed Montreal terminal, citing US trade tensions","Published":true,"Redirects":[{"Path":"/article/quebec-provides-new-funding-for-proposed-montreal-terminal-citing-us-trade-tensions-5947783","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe provincial government is looking to reignite the long-delayed Contrecoeur project, saying Montreal needs more capacity and new trade partners. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The provincial government is looking to reignite the long-delayed Contrecoeur project, saying Montreal needs more capacity and new trade partners.","__typename":"Document"},{"Id":"5947723_JournalOfCommerce","Attachments":[{"FileName":"5947709_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"Southeastern US ports anticipate growth in 2025 despite looming steel tariffs and energy policy changes that could shake up the US breakbulk and project cargo sector. At a Feb. 12 address, Georgia Ports President and CEO Griff Lynch announced that the Port of Brunswick has claimed the top spot as the busiest US port for automobiles and heavy equipment, handling over 2 million tons of roll-on/roll-off (ro-ro) cargo in 2024 following the completion of $262 million in improvements to the port. In becoming the leading US auto port, Brunswick surpasses the Port of Baltimore, which shut down for an extended period following the deadly collapse of the Francis Scott Key Bridge in March 2024 after it was hit by a container ship . The Port of Brunswick handled 901,912 units of automobiles in 2024, up 13.3% from the previous year, according to port data. It’s likely Brunswick benefited to some extent from cargo diversions from Baltimore, whose handling of automobiles dropped 11% last year to under 750,000 units. US President Donald Trump on Feb. 18 announced plans to impose tariffs of approximately 25% on automobile imports. According to the Port of Brunswick, US-made exports account for over 90% of autos moved by rail at the port’s Colonel Island Terminal. Steel, wind drive Houston activity US policy changes could alter cargo activity for some key commodities at Port Houston, the nation’s largest breakbulk and project cargo complex, following a busy 2024 for multiple segments. Steel accounted for about three-fourths of annual breakbulk volumes at the port in 2024, which recorded its second-highest steel volume in five years and third-highest in the last decade. On Feb. 11, Trump announced plans to impose 25% tariffs on steel and aluminum. Meanwhile, the port recorded triple-digit growth for wind power equipment volumes amid growing demands across Texas, the nation’s largest producer of wind energy. Upon taking office, Trump issued an executive order halting new federal leases for offshore wind projects, while his administration has shifted its focus to fossil fuel production. John Mosley, chief commercial officer for Port Houston, told the Journal of Commerce that the port is monitoring ongoing changes in international trade tariff policies and how they might affect the region. The port is also planning $85 million in improvements to its multipurpose facilities over the next five years. “Looking ahead, we will approach our work as we always have,” he said. Mosley said steel volumes at Port Houston were strong in 2023 and 2024, with cargo reaching 4.5 million tons in 2024, a 1% increase over 2023. Asian and South American countries account for 76% of Houston’s steel imports as the port is a key destination for steel cargo from South Korea (34%), Vietnam (11%) Japan (10%), China (11%) and Brazil (10%), Mosley said, citing Port Houston data. Wind power equipment moving through Port Houston’s facilities totaled 1,300 tons, a 680% increase over 2023, according to port data provided to the Journal of Commerce. “Some of that shift can be attributed to expanding wind energy capacity in Texas by 2.5 gigawatts [GW] through the first half of 2024,” Mosley said, citing US Energy Information Administration data. Plywood cargo activity is on track to grow in 2025 to meet rising construction demand, Mosley said. Plywood volumes reached 97,634 tons in 2024, a 388% increase over the previous year. The public terminals managed by Houston’s port authority recorded 5.4 million tons in overall breakbulk and project cargo volume in 2024, up 0.5% from 2023, according to port data provided to the Journal of Commerce. Mosley said a small increase in steel imports of tubular goods used for oil and gas drilling helped carry the year forward. LNG powers project cargo boost Steel imports and project cargo volumes are set to keep pace with 2024 growth at the Port of New Orleans, Janine Mansour, the port’s director of trade development, told the Journal of Commerce. Cargo volumes of steel, the port’s largest breakbulk commodity, grew 2% in 2024 to 740,498 tons, according to Port of New Orleans data, and Mansour said those levels should continue through 2025. Project cargo volume increased 50% to 50,912 tons in 2024 on movement of cargo for the $13.2 billion Venture Global liquefied natural gas (LNG) export facility project in Plaquemines Parish, about 20 miles south of New Orleans, Mansour said. “Venture Global Plaquemines phase two is still in construction and a significant driver on project cargo, as well as import cement,” she said. In another growth area for the port, lumber imports for 2024 grew to 56,200 tons, a 132% increase over the previous year. Total volumes of bagged cargo — which include commodities such as cement, sugar, ferroalloys and coffee — fell 43% to 83,976 tons for the year, with volumes expected to remain the same in 2025. Mansour said the port has received inquiries on bagged cargo from the eastern coast of South America. “We see import cement in bags as a strong growth opportunity,” she said. Total breakbulk and project cargo tonnage last year in New Orleans slipped to 1.2 million tons, 1.6% lower from 2023. “No additional spillover or significant changes are expected in 2025,” Mansour said. Contact Autumn Cafiero Giusti at autumn@autumngiusti.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eSoutheastern US ports anticipate growth in 2025 despite looming steel tariffs and energy policy changes that could shake up the US breakbulk and project cargo sector. \u003c/p\u003e\u003cp\u003eAt a Feb. 12 address, Georgia Ports President and CEO Griff Lynch announced that the Port of Brunswick has claimed the top spot as the busiest US port for automobiles and heavy equipment, handling over 2 million tons of roll-on/roll-off (ro-ro) cargo in 2024 following the completion of $262 million in improvements to the port.\u003c/p\u003e\u003cp\u003eIn becoming the leading US auto port, Brunswick surpasses the Port of Baltimore, which shut down for an extended period following the deadly collapse of the Francis Scott Key Bridge in March 2024 \u003ca href=\"https://www.joc.com/article/no-timeline-for-baltimore-port-reopening-following-bridge-collapse-5234333\"\u003eafter it was hit by a container ship\u003c/a\u003e. \u003c/p\u003e\u003cp\u003eThe Port of Brunswick handled 901,912 units of automobiles in 2024, up 13.3% from the previous year, according to port data. It’s likely Brunswick benefited to some extent from cargo diversions from Baltimore, whose handling of automobiles dropped 11% last year to under 750,000 units. \u003c/p\u003e\u003cp\u003eUS President Donald Trump on Feb. 18 announced plans to impose tariffs of approximately 25% on automobile imports. According to the Port of Brunswick, US-made exports account for over 90% of autos moved by rail at the port’s Colonel Island Terminal.\u003c/p\u003e\u003ch3\u003eSteel, wind drive Houston activity\u003c/h3\u003e\u003cp\u003eUS policy changes could alter cargo activity for some key commodities at Port Houston, the nation’s largest breakbulk and project cargo complex, following a busy 2024 for multiple segments. \u003c/p\u003e\u003cp\u003eSteel accounted for about three-fourths of annual breakbulk volumes at the port in 2024, which recorded its second-highest steel volume in five years and third-highest in the last decade. On Feb. 11, Trump announced plans to impose 25% tariffs on steel and aluminum.\u003c/p\u003e\u003cp\u003eMeanwhile, the port recorded triple-digit growth for wind power equipment volumes amid growing demands across Texas, the nation’s largest producer of wind energy. Upon taking office, Trump issued an executive order halting new federal leases for offshore wind projects, while his administration has shifted its focus to fossil fuel production. \u003c/p\u003e\u003cp\u003eJohn Mosley, chief commercial officer for Port Houston, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e that the port is monitoring ongoing changes in international trade tariff policies and how they might affect the region. The port is also planning $85 million in improvements to its multipurpose facilities over the next five years.\u003c/p\u003e\u003cp\u003e“Looking ahead, we will approach our work as we always have,” he said. \u003c/p\u003e\u003cp\u003eMosley said steel volumes at Port Houston were strong in 2023 and 2024, with cargo reaching 4.5 million tons in 2024, a 1% increase over 2023.\u003c/p\u003e\u003cp\u003eAsian and South American countries account for 76% of Houston’s steel imports as the port is a key destination for steel cargo from South Korea (34%), Vietnam (11%) Japan (10%), China (11%) and Brazil (10%), Mosley said, citing Port Houston data. \u003c/p\u003e\u003cp\u003eWind power equipment moving through Port Houston’s facilities totaled 1,300 tons, a 680% increase over 2023, according to port data provided to the \u003ci\u003eJournal of Commerce.\u003c/i\u003e “Some of that shift can be attributed to expanding wind energy capacity in Texas by 2.5 gigawatts [GW] through the first half of 2024,” Mosley said, citing US Energy Information Administration data. \u003c/p\u003e\u003cp\u003ePlywood cargo activity is on track to grow in 2025 to meet rising construction demand, Mosley said. Plywood volumes reached 97,634 tons in 2024, a 388% increase over the previous year.\u003c/p\u003e\u003cp\u003eThe public terminals managed by Houston’s port authority recorded 5.4 million tons in overall breakbulk and project cargo volume in 2024, up 0.5% from 2023, according to port data provided to the \u003ci\u003eJournal of Commerce\u003c/i\u003e. Mosley said a small increase in steel imports of tubular goods used for oil and gas drilling helped carry the year forward. \u003c/p\u003e\u003ch3\u003eLNG powers project cargo boost\u003c/h3\u003e\u003cp\u003eSteel imports and project cargo volumes are set to keep pace with 2024 growth at the Port of New Orleans, Janine Mansour, the port’s director of trade development, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003eCargo volumes of steel, the port’s largest breakbulk commodity, grew 2% in 2024 to 740,498 tons, according to Port of New Orleans data, and Mansour said those levels should continue through 2025.\u003c/p\u003e\u003cp\u003eProject cargo volume increased 50% to 50,912 tons in 2024 on movement of cargo for the $13.2 billion Venture Global liquefied natural gas (LNG) export facility project in Plaquemines Parish, about 20 miles south of New Orleans, Mansour said. \u003c/p\u003e\u003cp\u003e“Venture Global Plaquemines phase two is still in construction and a significant driver on project cargo, as well as import cement,” she said.\u003c/p\u003e\u003cp\u003eIn another growth area for the port, lumber imports for 2024 grew to 56,200 tons, a 132% increase over the previous year. \u003c/p\u003e\u003cp\u003eTotal volumes of bagged cargo — which include commodities such as cement, sugar, ferroalloys and coffee — fell 43% to 83,976 tons for the year, with volumes expected to remain the same in 2025. Mansour said the port has received inquiries on bagged cargo from the eastern coast of South America.\u003c/p\u003e\u003cp\u003e“We see import cement in bags as a strong growth opportunity,” she said.\u003c/p\u003e\u003cp\u003eTotal breakbulk and project cargo tonnage last year in New Orleans slipped to 1.2 million tons, 1.6% lower from 2023. “No additional spillover or significant changes are expected in 2025,” Mansour said. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Autumn Cafiero Giusti at \u003c/i\u003e\u003ca href=\"mailto:autumn@autumngiusti.com\"\u003e\u003ci\u003eautumn@autumngiusti.com\u003c/i\u003e\u003c/a\u003e\u003ci\u003e.\u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Asian and South American countries account for 76% of Port Houston’s steel imports. Photo credit: Port Houston.","EventDate":null,"__typename":"Metadata"},"ModDate":"1740085095403","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"41","Name":"Breakbulk ports","Redirects":[{"Path":"/maritime/port-news/breakbulk-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"42","Name":"North American ports","Redirects":[{"Path":"/maritime/port-news/north-american-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"ContentType":"ARTICLE","__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Autumn Cafiero Giusti, Special Correspondent","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1740076214000","TitlePlainText":"US policy changes could threaten breakbulk volume growth for ports","Published":true,"Redirects":[{"Path":"/article/us-policy-changes-could-threaten-breakbulk-volume-growth-for-ports-5947723","__typename":"Redirect"},{"Path":"/article/us-policy-changes-loom-over-breakbulk-volume-wins-for-ports-5947723","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eRobust automobile, steel and wind power equipment movements in 2024 put US ports on a strong footing, but tariffs and a shift in government priorities could temper progress this year.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Robust automobile, steel and wind power equipment movements in 2024 put US ports on a strong footing, but tariffs and a shift in government priorities could temper progress this year.","__typename":"Document"}],"itemsCount":434382,"nextToken":1,"__typename":"DocumentPaginatedList"}},"canShowArticleBody":false,"license":"CH317979612","assetsUrl":"/_next/static/public","horizontalProms":[{"Id":"4afc17d8-d881-4908-a086-645154a4ea15","Name":"Subscribe Now - Free Trials - Wide Box","Description":"Subscribe Now - Free Trials - Wide Box","Body":"Use code PDW25 at checkout to save 25% on the first year of any annual subscription! 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Business anachronisms permeate current supply chain processes. These vestiges of the way things used to work define the LTL freight transportation procurement process of many modern shippers.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eDavid Knuth, logistics specialist at IEWC, a global supplier of cable and wire based in Wisconsin, is happy to have modernized the RFP process, automating the entire LTL bidding procedure with Bid$ense, SMC³’s automated truckload and LTL freight transportation sourcing solution. But when prompted, he can still recall what once was.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eIn his previous job, a large part of his duties were consumed by creating an intermodal bid package for carriers. In a spreadsheet, Knuth detailed the company’s volumes lane by lane, taking care to delete any errant keystrokes or misleading data. He would then email out the information to each carrier, taking time to respond to detailed technical questions about the spreadsheet data. Finally, he had to compile all the results, create an algorithm that would compare the carriers on each lane, and award the business.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e“It was a huge undertaking. It took about four months to do,” Knuth said of the old process. “It was almost a full-time job for that part of the year, every year.”\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eIn his new job at IEWC, he sat down with Bid$ense on day one and was amazed at the capabilities. Knuth had never before used a bid tool. SMC³’s latest versions of Bid$ense automate the process even further, taking truckload and LTL RFPs entirely online. The tool draws on RFP best-practices protocols to streamline the bidding communication process, enabling bidding carriers to respond accurately and promptly to shipper requests. The solution also does all the distribution work automatically, electronically submitting shipper bid data to carriers based on their actual service capabilities and performance records. Carriers are alerted with timely prompts for RFP deliverables, so shippers aren’t waiting by the phone for responses.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eAnother benefit of automating the process is the data-cleansing assistance. When Knuth sent spreadsheets to carriers, data errors might cloud the bidding process; he might have to resend data or simply accept a price that did not truly reflect the costs of doing business. Data cleansing is incredibly beneficial, he said.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eThe spreadsheet technique also made bidding analysis an onerous task. Since Bid$ense automates and streamlines the entire RFP process, intensive examination is now simple. SMC³ knows that each bid has more than one best outcome. With uniform responses from each carrier, shippers can quickly rank results and create an unlimited quantity of what-if scenarios to make the optimal procurement decision.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eJesse Burnett of Central Garden \u0026amp; Pet experiences many of the same benefits. Founded in 1980, Central Garden \u0026amp; Pet has spent the last three decades growing from a small garden supply company to a provider of a range of products from dog chews and bird seed to soil supplements and natural insecticides. For much of its life, the company shipped these disparate goods via LTL and truckload carriers to retailers throughout the country, relying on each business unit to negotiate directly with their freight transportation providers. This arrangement worked fairly well for a small company, but as Central Garden \u0026amp; Pet expanded, leadership decided to consolidate decision making.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eBurnett helped centralize the transportation decision making in 2015 with SMC³’s Bid$ense. Before Bid$ense, every business unit operated independently as far as negotiating with carriers.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e“There were a lot of different things just floating around,” he said. “We didn’t have master agreements in place; no national pricing at all. The pricing from carriers was just all over the place, depending on where you were.”\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eThe transformations he saw with Bid$ense were immediate. Burnett has been using the tool about every other year since its implementation at the company. Central Garden and Pet’s $19.6 million 2019 LTL bid saved the company just more than 9 percent when compared to its historical average. For Burnett, though, bid automation extends far beyond savings.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e“We knew that we weren’t getting the best pricing offer from our carriers just because nothing was centralized,” he continued. “We knew that if we combined everything from all these business units and paired it with one corporate offering, then it would drive some cost benefit with it.”\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eWhen the company initially decided to centralize bid procurement, executives researched a number of different methodologies and technologies. In the end, though, Burnett found that Bid$ense was both widespread and well known, and that his carrier partners already knew how to use the application. Burnett also highlighted the data-cleansing process as a major benefit, saying the rigorous process ensures that carriers always return the best price.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e“It definitely has helped drive savings,” he said. “Any time you go out there and you drive that competitiveness with the carriers and they know they’re in a bid environment, it seems to sharpen their pencils.”\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eTransportation procurement is an integral part of the modern supply chain. With Bid$ense, shippers can develop a strategic implementation plan that saves them time and money, but also helps them create strong relationships with their carrier partners. These carriers appreciate the solution’s data-cleansing process; when carriers receive a complete shipment history and future volume forecast, they don’t have to guess on pricing. Carriers that receive more data from shippers get a complete picture of that shipper’s freight, allowing them to accurately plan instead of simply preparing for the worst-case scenario. Clean data presented through an automated system can lead to both bigger shipment savings and a lasting partnership between carrier and customer.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eWhether customers are looking to streamline over-the-road transportation bidding by automating the RFP process or create an entirely new, centralized sourcing process, Bid$ense has the analytical horsepower to get the job done.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eSMC³ 2020 Customer Case Study\u003c/span\u003e\u003c/p\u003e","Author":"Sponsored by SMC3","PhotoCutline":"Photo Credits: Shutterstock","FeatureImageId":"5a250a9a-79d5-4e11-99a9-055c34871cc2","FeatureImage":{"Id":"5a250a9a-79d5-4e11-99a9-055c34871cc2","Name":"SMC3rates_shutterstock_5247046.jpg","Path":"/content-assets/1724062812611_SMC3rates_shutterstock_5247046.jpg","__typename":"File"},"Taxonomy":null,"Redirects":[{"Path":"/shippers-save-money-time-with-automated-transportation-bidding-tools-5994e1c1","__typename":"Redirect"}],"EntityMetadata":{"CreatedAt":"1724062819729","__typename":"EntityMetadata"},"__typename":"PartnerContent"},{"Id":"c7bc78df-b12e-42e2-964e-ea543f4d66a9","Title":"Filling the Supply Chain Education Gap with LTL Education Courses","ContentBody":"\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eIf there’s one immutable truth in the world of logistics, it’s this: LTL is an inherently complex form of transportation. Tariffs, rates, DIM weights, transit times — it’s enough to confuse even seasoned logistics professionals. The solution to this knowledge gap has historically been on-the-job training or university supply chain education, but for a variety of reasons there is now a pressing need for third-party, remote LTL training that prepares logistics workers for transportation success.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cb\u003e\u003cstrong class=\"joc_admin__textBold\" style=\"white-space: pre-wrap;\"\u003eGlobal Scope Can Overlook Local Intricacies\u003c/strong\u003e\u003c/b\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eIn the past, professionals looking to move into a supply chain career learned about the basics of supply chain from universities. However, many of these college supply chain programs are now global in scope, focusing on worldwide supply chain management instead of the intricacies of specialized domestic transportation. And even these programs, which used to be widespread, are becoming less common. LTL is not an industry of broad-brush strokes; supply chain professionals really need a pointillistic understanding of the logistics of LTL in order to excel in the industry.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cb\u003e\u003cstrong class=\"joc_admin__textBold\" style=\"white-space: pre-wrap;\"\u003eAccelerating Need for Dedicated LTL Education\u003c/strong\u003e\u003c/b\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eThis lack of specified training put the onus on employers to prepare new hires with the LTL knowledge needed to do their jobs. Dedicated LTL study is a necessity, not a luxury. At the same time, changes in LTL and the broader supply chain world are accelerating. The reliance on e-commerce has ballooned since the start of the pandemic, and last-mile LTL shipments and related e-commerce strains on the supply chain won’t diminish once social distancing abates.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eThat genie isn’t going back into the bottle. So supply chain employers need logistics workers that are fully versed in all aspects of the industry, ready to solve unique shipping and delivery problems based on their extensive supply chain knowledge But why care about LTL? It’s been reported that some shippers in today’s world are no longer concerned with what mode is used to ship their goods.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cb\u003e\u003cstrong class=\"joc_admin__textBold\" style=\"white-space: pre-wrap;\"\u003eA Multimodal Approach Ensures On-Time Delivery\u003c/strong\u003e\u003c/b\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eThis mode agnosticism means supply chain stakeholders have to be well versed in all modes of transportation. As unforeseen weather events and other disruptions, such as protests, become more common, savvy logistics employees will need to be armed with familiarity of all modes, not just the most popular, to ensure that freight is delivered on time, without damage, and in the most financially expedient way possible. Offerings like SMC³’s LTL online education courses cover a wide range of topics from LTL basics and operations to more advanced concepts like pricing analytics and transportation law. The company also has plans to continually refresh content, adding new expert presenters and taking the feedback of students to make the courses even better as time goes on.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eLearn more about\u0026nbsp;\u003c/span\u003e\u003ca href=\"https://logisticstrainingcenter.com/smc3-courses/\" rel=\"noreferrer\" class=\"joc_admin__link\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eSMC³’s LTL Online Education program\u003c/span\u003e\u003c/a\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e\u0026nbsp;and view the 2021 hybrid schedule, featuring live industry experts,\u0026nbsp;\u003c/span\u003e\u003ca href=\"https://www.smc3.com/onlinelearning2021/\" rel=\"noreferrer\" class=\"joc_admin__link\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003ehere.\u003c/span\u003e\u003c/a\u003e\u003c/p\u003e","Author":"Sponsored by SMC³","PhotoCutline":"Photo Credits: Shutterstock","FeatureImageId":"bf8b13fa-df15-4b0e-8d1d-d8ef28bdb121","FeatureImage":{"Id":"bf8b13fa-df15-4b0e-8d1d-d8ef28bdb121","Name":"SMC3rates_shutterstock_5247046 (1).jpg","Path":"/content-assets/1726241504084_SMC3rates_shutterstock_5247046 (1).jpg","__typename":"File"},"Taxonomy":null,"Redirects":[{"Path":"/filling-the-supply-chain-education-gap-with-ltl-education-courses-c7bc78df","__typename":"Redirect"}],"EntityMetadata":{"CreatedAt":"1726241511473","__typename":"EntityMetadata"},"__typename":"PartnerContent"}],"contentType":"PAID","taxonomyTree":[{"Id":"3","Name":"Air Cargo","Menu":true,"MetaTitle":"Air Cargo News | Journal of Commerce","MetaDescription":"Get the latest air cargo news and analysis with JOC. 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