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class="VerticalCard_image__mtq8G" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5872903_0.1.jpg"/></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)">Co-loader slot deals squeezing pricing power for India-US carriers: forwarders</h2><p class="VerticalCard_description__pOSlS">While India-USEC spot rates have steadily dropped from a late-July peak because of the demand downturn and increased capacity, co-loaders have been even more aggressive in adjusting rates downward to reach their slot targets.</p></div></a></div><div class="VerticalCard_card____Vkk" data-cy="vertical-card"><a href="/article/schedule-reliability-remains-key-challenge-for-china-europe-rail-5872735" 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" src="/images/phoenix/5872723_0.1.JPG"/></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)">Schedule reliability remains key challenge for China-Europe rail</h2><p class="VerticalCard_description__pOSlS">A host of factors can raise transit times on the 11,000-plus-kilometer rail network, undermining the trust of cargo owners that is a crucial selling point of the Asia-Europe connection.</p></div></a></div><div class="VerticalCard_card____Vkk" data-cy="vertical-card"><a href="/article/booming-central-asian-economies-lend-lifeline-to-china-europe-rail-5866225" target=""><div class="VerticalCard_wrapper__uFLU9"><img alt="" loading="lazy" decoding="async" data-nimg="fill" 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network expansion.","featureImage":"/images/phoenix/5822090_0.1.jpg","errors":[],"article":{"Id":"5822094_JournalOfCommerce","Attachments":[{"FileName":"5822090_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"US less-than-truckload (LTL) carriers are laying the groundwork for higher pricing in 2025, well before higher freight volumes hit their docks. Several of the largest LTL carriers in recent weeks have released average general rate increases (GRIs) for 2025 ranging from the mid- to upper single digits. The GRIs are for non-contract business, but they set expectations for contract pricing in 2025. Old Dominion Freight Line set the base with a 4.9% GRI announced Monday that will take effect Dec. 2. FedEx Freight earlier announced a 5.9% GRI effective Jan. 6, while TForce Freight, the former UPS Freight, raised its LTL rates 5.9% on average in October. The biggest GRI came from Saia, which raised rates 7.9% on average in October. That GRI matched the average rate increase Saia claims it is getting in contract renewals. “We’ve got to really continue to focus on pricing,” Saia President and CEO Frederick J. Holzgrefe told Wall Street analysts during Saia’s third-quarter earnings call last month. “The rates have got to go up across the board in all elements of the business.” Higher rates and revenue are needed to support the ongoing expansion of terminal networks and to keep pace with operating costs, carrier executives say. Saia, for example, will spend $1 billion this year on real estate, employees, equipment and technology. Shippers have told the Journal of Commerce they expect LTL costs to rise in 2025, but not as steeply as some carriers anticipate. But shippers may be surprised. Costing, pricing discipline Before the 2008-2009 Great Recession, GRIs often were whittled down in contract negotiations, especially in years when the market was soft. That’s less likely to happen today. “Now it’s all about measuring profitability, not just putting freight on trucks” to gain market share, said Dean Jones, chief commercial officer of AFS Logistics, a third-party logistics company that offers LTL cost management and other services. LTL carriers are not only disciplined when it comes to pricing, resisting rate discounting, but they’re also more disciplined in their approach to costing, Jones said in an interview. “The carrier pricing teams are way more sophisticated than they’ve ever been,” he said. “All their costing models for every contractual customer will be run with their GRIs. They know exactly what they need to make the margins they want lane by lane.” The GRIs, he pointed out, are averages, which means some shippers will pay less and others more. “They know who’s a good client and who’s a bad client, who delays shipments and who expedites them,” Jones said. In many ways, LTL carriers are taking pages from the playbook of Old Dominion, which pioneered a cost- and profitability-based approach to LTL pricing . Companies that didn’t adopt some version of that approach and relied on lower rates to draw shippers and freight have failed, from Yellow to Central Freight Lines . Looking beyond rates But LTL trucking companies aren’t relying on higher rates alone to grow revenue. They’re expanding their use of accessorial charges, tinkering with fuel surcharges, adding premium-priced services and using technology to reach new customers. They’re also using dimensioning equipment on docks and forklifts to check and double-check shipment dimensions to ensure freight is correctly classified and priced. The LTL sector is cribbing pages from the playbook used by parcel companies, Jones said. “We never used to see remote delivery charges in LTL, and now LTL carriers are doing that,” he said. “Like the parcel carriers, if it costs them more to deliver, they’re going to charge more.” Accessorial charges are also being used to change shipper behavior. During the COVID-19 pandemic, LTL carriers with congested terminals introduced higher surcharges for shipments that exceeded length limits; those surcharges remain in place. FedEx Freight, for example, has an extreme length surcharge that runs from $672 to $1,430 per shipment depending on the length of the shipment. “At first people thought it was a fad, but today every LTL carrier doesn’t want anything over 8 feet in length,” Jones said. What they do want is palletized, stackable freight that will efficiently fill trailers. Shippers have told the Journal of Commerce that LTL carriers are increasingly willing to turn away freight that doesn’t match their requirements — or charge much higher rates to haul it. The cumulative result of all these strategies will be higher LTL costs to shippers, but also pricing that is more closely based on the actual cost to move freight. And while accessorial fees may be added or raised, “the place to move the needle the most is the base rates,” Jones said. “The carriers that are more focused on the larger picture are going to go after the line-haul rates.” Contact William B. Cassidy at bill.cassidy@spglobal.com .","BodyHtml":"\u003cdiv\u003e\u003cp\u003eUS less-than-truckload (LTL) carriers are laying the groundwork for higher pricing in 2025, well before higher freight volumes hit their docks. \u003c/p\u003e\u003cp\u003eSeveral of the largest LTL carriers in recent weeks have released average general rate increases (GRIs) for 2025 ranging from the mid- to upper single digits. The GRIs are for non-contract business, but they set expectations for contract pricing in 2025. \u003c/p\u003e\u003cp\u003eOld Dominion Freight Line set the base with a 4.9% GRI announced Monday that will take effect Dec. 2. FedEx Freight earlier announced a 5.9% GRI effective Jan. 6, while TForce Freight, the former UPS Freight, raised its...","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"US LTL companies look to drive revenue through rate increases and accessorial charges as they anticipate stronger growth in 2025. 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Freight forwarders who spoke with the Journal of Commerce noted that the lead carriers, who now operate standalone services on the route due to recent network changes linked to the Gemini alliance formation, have had to strike slot deals to fill expanded loading capacity out of India. To illustrate, Cosco Shipping and its subsidiary OOCL together hold about 1,500 TEUs of slot space per week on vessels operated by CMA CGM’s Indamex service and Ocean Network Express’ West India-North America (WIN) service. Additionally, HMM has an ongoing slot deal with ONE on the WIN. While India-USEC spot rates have steadily dropped from a late-July peak because of the demand downturn and increased capacity, co-loaders have been even more aggressive in adjusting rates downward, often on a vessel-to-vessel basis, to reach their slot targets. Forwarders are reporting a variance of up to $500 per FEU between rates quoted by consortium-leading carriers and their slot partners, leaving little room for pricing discipline in the market. “Cosco is usually the first to drop rates, forcing the mainline operators to proactively adjust their pricing accordingly,” a sales executive at a Mumbai-based forwarding house who didn’t want to be identified told the Journal of Commerce. “It’s the secondary carriers who are now setting market behavior.” “All carriers are chasing customers with volume-based special rates,” a second forwarder executive noted. “For customers committing double-digit bookings, rates are lower by no less than $200 per box than the general trendline.” Forwarders put spot rates from Cosco as of late last week for loads from Nhava Sheva to New York at $1,800 per FEU, compared with the $2,100 to $2,200 per FEU CMA CGM and Hapag-Lloyd were offering. Platts, a sister company of the Journal of Commerce within S\u0026P Global, pegged India-USEC rates at $2,140 per FEU as of Nov. 29, down 2% on the week. Contact Bency Mathew at bencymathew@gmail.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eDesperate market share efforts by smaller carriers working on slot rights are seriously hurting rate dynamics on the India-US East Coast trade lane, according to local market sources in India. \u003c/p\u003e\u003cp\u003eFreight forwarders who spoke with the \u003ci\u003eJournal of Commerce\u003c/i\u003e noted that the lead carriers, who now operate standalone services on the route due to recent network changes linked to the Gemini alliance formation, have had to strike slot deals to fill expanded loading capacity out of India. \u003c/p\u003e\u003cp\u003eTo illustrate, Cosco Shipping and its subsidiary OOCL together hold about 1,500 TEUs of slot space per week on vessels operated by CMA CGM’s Indamex service and Ocean Network Express’ West India-North America (WIN) service. Additionally, HMM has an ongoing slot deal with ONE on the WIN. \u003c/p\u003e\u003cp\u003eWhile India-USEC spot rates have steadily dropped from a late-July peak because of the demand downturn and increased capacity, co-loaders have been even more aggressive in adjusting rates downward, often on a vessel-to-vessel basis, to reach their slot targets. \u003c/p\u003e\u003cp\u003eForwarders are reporting a variance of up to $500 per FEU between rates quoted by consortium-leading carriers and their slot partners, leaving little room for pricing discipline in the market. \u003c/p\u003e\u003cp\u003e“Cosco is usually the first to drop rates, forcing the mainline operators to proactively adjust their pricing accordingly,” a sales executive at a Mumbai-based forwarding house who didn’t want to be identified told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. “It’s the secondary carriers who are now setting market behavior.” \u003c/p\u003e\u003cp\u003e“All carriers are chasing customers with volume-based special rates,” a second forwarder executive noted. “For customers committing double-digit bookings, rates are lower by no less than $200 per box than the general trendline.” \u003c/p\u003e\u003cp\u003eForwarders put spot rates from Cosco as of late last week for loads from Nhava Sheva to New York at $1,800 per FEU, compared with the $2,100 to $2,200 per FEU CMA CGM and Hapag-Lloyd were offering. \u003c/p\u003e\u003cp\u003ePlatts, a sister company of the \u003ci\u003eJournal of Commerce\u003c/i\u003e within S\u0026amp;P Global, pegged India-USEC rates at $2,140 per FEU as of Nov. 29, down 2% on the week. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Bency Mathew at \u003c/i\u003e\u003ca href=\"mailto:bencymathew@gmail.com\"\u003e\u003ci\u003ebencymathew@gmail.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":"Forwarders put spot rates from Cosco as of late last week for loads from Nhava Sheva to New York at $1,800 per FEU. Photo credit: MartinLueke / Shutterstock.com.","EventDate":null,"__typename":"Metadata"},"ModDate":"1733164995000","Taxonomy":{"MainCategory":[{"Id":"34","Name":"Container lines","Redirects":[{"Path":"/maritime/container-shipping-news/container-lines","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"36","Name":"Forwarding","Redirects":[{"Path":"/maritime/container-shipping-news/forwarding","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"44","Name":"International ports","Redirects":[{"Path":"/maritime/port-news/international-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"ContentType":"ARTICLE","__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Bency Mathew, Special Correspondent","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1733162333000","TitlePlainText":"Co-loader slot deals squeezing pricing power for India-US carriers: forwarders","Published":true,"Redirects":[{"Path":"/article/co-loader-slot-deals-squeezing-pricing-power-for-india-us-carriers-forwarders-5872931","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eWhile India-USEC spot rates have steadily dropped from a late-July peak because of the demand downturn and increased capacity, co-loaders have been even more aggressive in adjusting rates downward to reach their slot targets.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"While India-USEC spot rates have steadily dropped from a late-July peak because of the demand downturn and increased capacity, co-loaders have been even more aggressive in adjusting rates downward to reach their slot targets.","__typename":"Document"},{"Id":"5872735_JournalOfCommerce","Attachments":[{"FileName":"5872723_0.1.JPG","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"VIENNA — The ability to deliver on promised schedules remains one of the main challenges facing rail transport providers on the so-called middle corridor connecting China and Europe, according to executives at an intercontinental rail conference here last week. But on-time performance was the point of an iceberg of underlying reliability challenges, attendees at the European Silk Road Summit in Vienna were told. ”As long as everything goes well, the customer is happy, but if something goes wrong, the customer will start to doubt rail more than they would do for sea freight,” said Alona Toprak, managing director at DB Cargo Eurasia. Containerized freight on the middle corridor uses multiple cargo handovers — from rail to ferry to road and back to rail — with delays at key modal change points. Cross-border customs issues can add to delays, with volatile rates and equipment imbalances all placing service level promises under pressure. Still, meeting those promises is a selling point for the intercontinental rail network that cannot be compromised, logistics executives warned delegates. Thomas Kargl, director of Eurasian logistics provider Smartlog, told the summit that rail services from China to Europe had always suffered from a lack of reliability and it took much consulting time with shippers to change that impression. “If I say we are running between 12 and 15 days, we must hold that time,” Kargl said. “To attract customers, they must recognize that rail is available and is reliable. We are talking about containers valued at hundreds of thousands of dollars, so an increase of the transit time by a few days will tie up a lot of capital.” Toprak agreed and said customers of high-value products moving by rail had high expectations and were “very demanding.” DB Cargo Eurasia introduced an express rail service from China to Europe at the end of 2023 and expanded the offering this year. Toprak said it was now possible to offer shippers a nine-day transit time from China to the Malaszewicze rail hub in Poland via the northern corridor that was attractive to e-commerce, but it also raised the reliability bar even higher. ”The lead time of nine days is a real option for e-commerce, but if we promise nine days, we must stick to it because if not the customer will be penalized, lose money and then the service will not be trusted,” she said. Peak time delays There are several hurdles that must be overcome by service providers offering fast rail transit times, especially on the middle corridor with the intermodal requirements and the repeated border crossings, Kargl noted. China’s railways have a different gauge to those used in Europe that requires cargo to be transhipped at the China-Kazakhstan border and again at European entry points. At peak times, that can lead to delays. The service providers must also manage other factors, including the documentation for shipments and ensuring it is communicated electronically to all customs authorities along the route. In addition, sufficient equipment and access to rolling stock need to be guaranteed, while the provision of advance bookings and cargo closing times need to be ensured. “If you manage this all in a smooth way, the nine days transit will be reachable 80% of the time,” Kargl said. Following the Russian invasion of Ukraine in February 2022, containerized trade on the northern route from China to North Europe largely dried up. Most of the cargo was moved to ocean, but forwarders and rail freight operators began testing the middle corridor that runs from China through Central Asia, across the Caspian and Black seas, and on into Turkey or Eastern Europe. While some cargo has returned to the northern route through Russia, concerns over sanctions breaches and moral opposition to contributing revenue to Russian Railways is limiting volume. However, Kelvin Tang, the head of global cross-border business and multimodal leader at CEVA Logistics, said shipping containerized cargo on the middle corridor was not just a political solution, it was a product offering. “If customers can accept 60 days transit, they will choose ocean, but if they want 30 days or less, they need to choose rail,” Tang told the summit. “If rail service becomes more stable with reliable lead times and competitive prices, it will become more attractive.” Contact Greg Knowler at greg.knowler@spglobal.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eVIENNA — The ability to deliver on promised schedules remains one of the main challenges facing rail transport providers on the so-called middle corridor connecting China and Europe, according to executives at an intercontinental rail conference here last week. \u003c/p\u003e\u003cp\u003eBut on-time performance was the point of an iceberg of underlying reliability challenges, attendees at the European Silk Road Summit in Vienna were told. \u003c/p\u003e\u003cp\u003e”As long as everything goes well, the customer is happy, but if something goes wrong, the customer will start to doubt rail more than they would do for sea freight,” said Alona Toprak, managing director at DB Cargo Eurasia. \u003c/p\u003e\u003cp\u003eContainerized freight on the middle corridor uses multiple cargo handovers — from rail to ferry to road and back to rail — with delays at key modal change points. Cross-border customs issues can add to delays, with volatile rates and equipment imbalances all placing service level promises under pressure. \u003c/p\u003e\u003cp\u003eStill, meeting those promises is a selling point for the intercontinental rail network that cannot be compromised, logistics executives warned delegates. \u003c/p\u003e\u003cp\u003eThomas Kargl, director of Eurasian logistics provider Smartlog, told the summit that rail services from China to Europe had always suffered from a lack of reliability and it took much consulting time with shippers to change that impression. \u003c/p\u003e\u003cp\u003e“If I say we are running between 12 and 15 days, we must hold that time,” Kargl said. “To attract customers, they must recognize that rail is available and is reliable. We are talking about containers valued at hundreds of thousands of dollars, so an increase of the transit time by a few days will tie up a lot of capital.” \u003c/p\u003e\u003cp\u003eToprak agreed and said customers of high-value products moving by rail had high expectations and were “very demanding.” \u003c/p\u003e\u003cp\u003eDB Cargo Eurasia introduced an express rail service from China to Europe at the end of 2023 and expanded the offering this year. Toprak said it was now possible to offer shippers a nine-day transit time from China to the Malaszewicze rail hub in Poland via the northern corridor that was attractive to e-commerce, but it also raised the reliability bar even higher. \u003c/p\u003e\u003cp\u003e”The lead time of nine days is a real option for e-commerce, but if we promise nine days, we must stick to it because if not the customer will be penalized, lose money and then the service will not be trusted,” she said. \u003c/p\u003e\u003ch3\u003ePeak time delays \u003c/h3\u003e\u003cp\u003eThere are several hurdles that must be overcome by service providers offering fast rail transit times, especially on the middle corridor with the intermodal requirements and the repeated border crossings, Kargl noted. China’s railways have a different gauge to those used in Europe that requires cargo to be transhipped at the China-Kazakhstan border and again at European entry points. At peak times, that can lead to delays. \u003c/p\u003e\u003cp\u003eThe service providers must also manage other factors, including the documentation for shipments and ensuring it is communicated electronically to all customs authorities along the route. In addition, sufficient equipment and access to rolling stock need to be guaranteed, while the provision of advance bookings and cargo closing times need to be ensured. \u003c/p\u003e\u003cp\u003e“If you manage this all in a smooth way, the nine days transit will be reachable 80% of the time,” Kargl said. \u003c/p\u003e\u003cp\u003eFollowing the Russian invasion of Ukraine in February 2022, containerized trade on the northern route from China to North Europe largely dried up. Most of the cargo was moved to ocean, but forwarders and rail freight operators began testing the middle corridor that runs from China through Central Asia, across the Caspian and Black seas, and on into Turkey or Eastern Europe. \u003c/p\u003e\u003cp\u003eWhile some cargo has returned to the northern route through Russia, concerns over sanctions breaches and moral opposition to contributing revenue to Russian Railways is limiting volume. \u003c/p\u003e\u003cp\u003eHowever, Kelvin Tang, the head of global cross-border business and multimodal leader at CEVA Logistics, said shipping containerized cargo on the middle corridor was not just a political solution, it was a product offering. \u003c/p\u003e\u003cp\u003e“If customers can accept 60 days transit, they will choose ocean, but if they want 30 days or less, they need to choose rail,” Tang told the summit. “If rail service becomes more stable with reliable lead times and competitive prices, it will become more attractive.” \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":"Express train services from China to the Malaszewicze rail hub in Poland are proving attractive to e-commerce shippers. Photo credit: DB Cargo.","EventDate":null,"__typename":"Metadata"},"ModDate":"1733165834960","Taxonomy":{"MainCategory":[{"Id":"2","Name":"Surface","Redirects":[{"Path":"/surface","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"12","Name":"Rail News","Redirects":[{"Path":"/surface/rail-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"36","Name":"Forwarding","Redirects":[{"Path":"/maritime/container-shipping-news/forwarding","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"52","Name":"International rail","Redirects":[{"Path":"/surface/rail-news/international-rail","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"ContentType":"ARTICLE","__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Greg Knowler, Senior Editor Europe","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1733146514000","TitlePlainText":"Schedule reliability remains key challenge for China-Europe rail","Published":true,"Redirects":[{"Path":"/article/schedule-reliability-remains-key-challenge-for-china-europe-rail-5872735","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eA host of factors can raise transit times on the 11,000-plus-kilometer rail network, undermining the trust of cargo owners that is a crucial selling point of the Asia-Europe connection.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"A host of factors can raise transit times on the 11,000-plus-kilometer rail network, undermining the trust of cargo owners that is a crucial selling point of the Asia-Europe connection.","__typename":"Document"},{"Id":"5866225_JournalOfCommerce","Attachments":[{"FileName":"5866224_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"VIENNA — Geopolitics shaped the middle corridor rail network between China and Europe, but the route has evolved in the past two years from an alternative to the heavily sanctioned northern route through Russia into a critical lifeline for the booming economies of Central Asia. Huge investments are being made across the region as the logistics infrastructure struggles to catch up with demand, attendees at the European Silk Road Summit were told this week. “We see a future for the middle corridor, and we are putting our money where our mouths are and investing billions in projects in Central Asia,” said Luis Blancas, senior transport and logistics specialist at the World Bank. “The middle corridor is an entirely discretionary connection for China, but for Central Asia it is a lifeline connection to the world. It’s a lifeline for Turkey, Azerbaijan, Georgia. They want to trade more with Central Asia and the middle corridor is very important for that.” That the middle corridor was a viable trade route, as well as an improving option for China-Europe shippers, was a theme expressed time and again by speakers at the summit. Emil Mammadov, advisor to the chairman of Azerbaijan Railways, said the future of the middle corridor was “fully related” to the economies of Central Asia where demand was developing fast and rail capacity had to match that growth. “The middle corridor is not just an alternative, it is a working corridor,” he told the summit. “This year to date, we have had more than 260 block trains from China going through Azerbaijan and by the end of December that will have increased to 300 trains, more than 10 times higher than in 2023. “We are in discussions with China and with our counterparts in Central Asia to reach a minimum of 1,000 block trains next year,” he added. China attention moves to middle corridor Also under way is the development of the southern part of the middle corridor that will improve rail connections through Turkmenistan, Uzbekistan, Kyrgyzstan and Tajikistan, with significant investment being made by China in construction of the routes. “China’s participation in the middle corridor is making a huge difference,” Blancas told the summit. “China was primarily focused on the northern corridor for a long time, but over the last couple of years, with what’s going on in Ukraine, the China ‘Belt and Road Initiative’ is really targeting the middle corridor.” But the increase in rail volume flowing across Central Asian countries is placing growing pressure on key transit points. For instance, the Georgian port of Poti on the Black Sea where rail freight is transferred to ships is 99% utilized, according to Blancas. “We are one of the bottlenecks,” acknowledged Mario Escobar, business development manager for APM Terminals Poti. “It’s important that we accept that and work towards fixing it. Today, we have a port that can handle 600,000 TEUs per year, and in 2023 we handled 592,000 TEUs. It is a small port for the cargo that needs to transit this region, and the rail infrastructure is not sufficient to move all that cargo.” APM Terminals is planning to expand the capacity of its Poti terminals to 1.2 million TEUs, but Escobar said the improvement in infrastructure must be accompanied by investment from rail companies into locomotives, wagons and platforms to handle the rising volume. Reopening Red Sea will see cargo shift to ocean Martin Koubek, head of the Silk Road for intermodal operator Metrans, said the middle corridor would not be the choice for cargo from China to Europe once most container traffic returned to routing through the Red Sea. “It takes 21 days via the Suez from Shenzhen to Piraeus, so when the Red Sea is again used, why would you send rail cargo on the middle corridor that is longer and more expensive?” he told the Journal of Commerce on the sidelines of the summit. While the shift of cargo from rail to ocean would have a significant impact on the rail business, it would be barely noticed by container shipping with less than 1% of containerized trade between Asia and Europe transported by rail. But Koubek agreed that the middle corridor would be crucial for the Central Asian economies. “They are all growing, and the route will serve their increasing trade with China,” he said. Following the Russian invasion of Ukraine in February 2022, containerized trade on the northern route from China to North Europe largely dried up . Most of the cargo was moved to ocean but forwarders and rail freight operators began testing the middle corridor that runs from China, through Central Asia, the Caspian Sea, Black Sea and on into Turkey or eastern Europe. There remain significant hurdles to overcome, such as cross border customs issues, multiple cargo handovers from rail to ferry to road and back to rail, high rates and unreliable transit times. Those issues are being addressed by service providers, and the average transit time from Xian to Duisburg in southern Germany is now about 30 days. When the northern route is again fully utilized, most of the China to Europe containerized rail cargo using the middle corridor or ocean will quickly return to the Russian transit route, said Alona Toprak, director at DB Cargo Eurasia. “That means it is really important all the countries in Central Asia work together to address the issues still facing the middle route and increase volume travelling both ways, otherwise the rates will be high, and it won’t make sense,” she said. Contact Greg Knowler at greg.knowler@spglobal.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eVIENNA — Geopolitics shaped the middle corridor rail network between China and Europe, but the route has evolved in the past two years from an alternative to the heavily sanctioned northern route through Russia into a critical lifeline for the booming economies of Central Asia. \u003c/p\u003e\u003cp\u003eHuge investments are being made across the region as the logistics infrastructure struggles to catch up with demand, attendees at the European Silk Road Summit were told this week. \u003c/p\u003e\u003cp\u003e“We see a future for the middle corridor, and we are putting our money where our mouths are and investing billions in projects in Central Asia,” said Luis Blancas, senior transport and logistics specialist at the World Bank. \u003c/p\u003e\u003cp\u003e“The middle corridor is an entirely discretionary connection for China, but for Central Asia it is a lifeline connection to the world. It’s a lifeline for Turkey, Azerbaijan, Georgia. They want to trade more with Central Asia and the middle corridor is very important for that.” \u003c/p\u003e\u003cp\u003eThat the middle corridor was a viable trade route, as well as an improving option for China-Europe shippers, was a theme expressed time and again by speakers at the summit. \u003c/p\u003e\u003cp\u003eEmil Mammadov, advisor to the chairman of Azerbaijan Railways, said the future of the middle corridor was “fully related” to the economies of Central Asia where demand was developing fast and rail capacity had to match that growth. \u003c/p\u003e\u003cp\u003e“The middle corridor is not just an alternative, it is a working corridor,” he told the summit. “This year to date, we have had more than 260 block trains from China going through Azerbaijan and by the end of December that will have increased to 300 trains, more than 10 times higher than in 2023. \u003c/p\u003e\u003cp\u003e“We are in discussions with China and with our counterparts in Central Asia to reach a minimum of 1,000 block trains next year,” he added. \u003c/p\u003e\u003ch3\u003eChina attention moves to middle corridor \u003c/h3\u003e\u003cp\u003eAlso under way is the development of the southern part of the middle corridor that will improve rail connections through Turkmenistan, Uzbekistan, Kyrgyzstan and Tajikistan, with significant investment being made by China in construction of the routes. \u003c/p\u003e\u003cp\u003e“China’s participation in the middle corridor is making a huge difference,” Blancas told the summit. “China was primarily focused on the northern corridor for a long time, but over the last couple of years, with what’s going on in Ukraine, the China ‘Belt and Road Initiative’ is really targeting the middle corridor.” \u003c/p\u003e\u003cp\u003eBut the increase in rail volume flowing across Central Asian countries is placing growing pressure on key transit points. For instance, the Georgian port of Poti on the Black Sea where rail freight is transferred to ships is 99% utilized, according to Blancas. \u003c/p\u003e\u003cp\u003e“We are one of the bottlenecks,” acknowledged Mario Escobar, business development manager for APM Terminals Poti. “It’s important that we accept that and work towards fixing it. Today, we have a port that can handle 600,000 TEUs per year, and in 2023 we handled 592,000 TEUs. It is a small port for the cargo that needs to transit this region, and the rail infrastructure is not sufficient to move all that cargo.” \u003c/p\u003e\u003cp\u003eAPM Terminals is planning to expand the capacity of its Poti terminals to 1.2 million TEUs, but Escobar said the improvement in infrastructure must be accompanied by investment from rail companies into locomotives, wagons and platforms to handle the rising volume. \u003c/p\u003e\u003ch3\u003eReopening Red Sea will see cargo shift to ocean \u003c/h3\u003e\u003cp\u003eMartin Koubek, head of the Silk Road for intermodal operator Metrans, said the middle corridor would not be the choice for cargo from China to Europe once most container traffic returned to routing through the Red Sea. \u003c/p\u003e\u003cp\u003e“It takes 21 days via the Suez from Shenzhen to Piraeus, so when the Red Sea is again used, why would you send rail cargo on the middle corridor that is longer and more expensive?” he told the \u003ci\u003eJournal of Commerce\u003c/i\u003e on the sidelines of the summit. \u003c/p\u003e\u003cp\u003eWhile the shift of cargo from rail to ocean would have a significant impact on the rail business, it would be barely noticed by container shipping with less than 1% of containerized trade between Asia and Europe transported by rail. \u003c/p\u003e\u003cp\u003eBut Koubek agreed that the middle corridor would be crucial for the Central Asian economies. “They are all growing, and the route will serve their increasing trade with China,” he said. \u003c/p\u003e\u003cp\u003eFollowing the Russian invasion of Ukraine in February 2022, \u003ca href=\"https://www.joc.com/article/rapid-rail-transit-via-sanctions-hit-russia-has-limited-appeal-for-european-shippers-5220672\"\u003econtainerized trade on the northern route from China to North Europe largely dried up\u003c/a\u003e. Most of the cargo was moved to ocean but forwarders and rail freight operators began testing the middle corridor that runs from China, through Central Asia, the Caspian Sea, Black Sea and on into Turkey or eastern Europe. \u003c/p\u003e\u003cp\u003eThere remain significant hurdles to overcome, such as cross border customs issues, multiple cargo handovers from rail to ferry to road and back to rail, high rates and unreliable transit times. Those issues are being addressed by service providers, and the average transit time from Xian to Duisburg in southern Germany is now about 30 days. \u003c/p\u003e\u003cp\u003eWhen the northern route is again fully utilized, most of the China to Europe containerized rail cargo using the middle corridor or ocean will quickly return to the Russian transit route, said Alona Toprak, director at DB Cargo Eurasia. \u003c/p\u003e\u003cp\u003e“That means it is really important all the countries in Central Asia work together to address the issues still facing the middle route and increase volume travelling both ways, otherwise the rates will be high, and it won’t make sense,” she said. \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":"The Georgian port of Poti on the Black Sea is a key transit point on the middle corridor where rail freight is shifted to ferries. Photo credit: APMT.","EventDate":null,"__typename":"Metadata"},"ModDate":"1733149814400","Taxonomy":{"MainCategory":[{"Id":"2","Name":"Surface","Redirects":[{"Path":"/surface","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"36","Name":"Forwarding","Redirects":[{"Path":"/maritime/container-shipping-news/forwarding","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"52","Name":"International rail","Redirects":[{"Path":"/surface/rail-news/international-rail","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"53","Name":"Intermodal providers","Redirects":[{"Path":"/surface/rail-news/intermodal-providers","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"ContentType":"ARTICLE","__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Greg Knowler, Senior Editor Europe","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1732965734000","TitlePlainText":"Booming Central Asian economies lend lifeline to China-Europe rail","Published":true,"Redirects":[{"Path":"/article/booming-central-asian-economies-lend-lifeline-to-china-europe-rail-5866225","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eRising regional trade along the old Silk Road between China and Europe is driving up containerized rail volume on the middle corridor and the logistics infrastructure is struggling to keep up. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Rising regional trade along the old Silk Road between China and Europe is driving up containerized rail volume on the middle corridor and the logistics infrastructure is struggling to keep up.","__typename":"Document"},{"Id":"5866031_JournalOfCommerce","Attachments":[{"FileName":"5866030_0.1.PNG","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"Chinese energy producer Goldwind will be supplying both members of the Gemini Cooperation with green methanol from 2026. Hapag-Lloyd will receive 250,000 tons per year in a deal signed this week while its partner Maersk will get 500,000 tons a year according to an agreement made last year. The green methanol will consist of a blend of bio- and e-methanol and enable a greenhouse gas (GHG) emissions reduction of at least 70%, Hapag-Lloyd said in a statement Thursday. “With the agreement, we are securing a significant proportion of our requirements for green fuels,” said Hapag-Lloyd CEO Rolf Habben Jansen. “This will bring us an important step closer to our goal of achieving net-zero fleet operations by 2045.” Hapag-Lloyd and Seaspan are converting five 10,100-TEU charter ships to a methanol dual-fuel propulsion system that will be ready in 2026. The carrier also made a recent order for 24 dual-fuel vessels capable of sailing on liquefied natural gas (LNG). By 2030, Hapag-Lloyd aims to reduce the absolute GHG emissions of the fleet by about one-third compared with 2022. Compared with conventional fuels, the ordered quantity of green methanol can save a total of up to 400,000 metric tons of CO2e emissions in fleet operations per year. Hapag-Lloyd’s decarbonization credentials were burnished by its recent winning of a tender from the Zero Emission Maritime Buyers Alliance (ZEMBA) aimed at fast-tracking commercial deployment of green shipping services at scale to create a competitive market for those services. About 70% of the total 1.7 million TEUs of ship orders made so far this year were for ships capable of sailing on methanol, LNG or hydrogen, according to Sea-web, a sister company of the Journal of Commerce within S\u0026P Global. The need to keep fuel options open and avoid being locked into one pathway was illustrated in a recent Maersk order for dual-fuel vessels totaling 800,000 TEUs capable of sailing on methanol as well as LNG. Contact Greg Knowler at greg.knowler@spglobal.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eChinese energy producer Goldwind will be supplying both members of the \u003ca href=\"https://www.joc.com/article/hapag-lloyd-says-gemini-alliance-cargo-bookings-to-open-dec-3-5846853\"\u003eGemini Cooperation\u003c/a\u003e with green methanol from 2026. Hapag-Lloyd will receive 250,000 tons per year in a deal signed this week while its partner \u003ca href=\"https://www.joc.com/article/maersk-inks-new-methanol-sourcing-deal-with-chinese-supplier-5234419\"\u003eMaersk will get 500,000 tons a year\u003c/a\u003e according to an agreement made last year. \u003c/p\u003e\u003cp\u003eThe green methanol will consist of a blend of bio- and e-methanol and enable a greenhouse gas (GHG) emissions reduction of at least 70%, Hapag-Lloyd said in a statement Thursday. \u003c/p\u003e\u003cp\u003e“With the agreement, we are securing a significant proportion of our requirements for green fuels,” said Hapag-Lloyd CEO Rolf Habben Jansen. “This will bring us an important step closer to our goal of achieving net-zero fleet operations by 2045.” \u003c/p\u003e\u003cp\u003eHapag-Lloyd and Seaspan are converting five 10,100-TEU charter ships to a methanol dual-fuel propulsion system that will be ready in 2026. The carrier also made a recent order for 24 dual-fuel vessels capable of sailing on liquefied natural gas (LNG). \u003c/p\u003e\u003cp\u003eBy 2030, Hapag-Lloyd aims to reduce the absolute GHG emissions of the fleet by about one-third compared with 2022. Compared with conventional fuels, the ordered quantity of green methanol can save a total of up to 400,000 metric tons of CO2e emissions in fleet operations per year. \u003c/p\u003e\u003cdiv class=\"wrapper-narrow\"\u003e\u003cdynamic-object type=\"jocchartid\" resource-id=\"1a054077-7728-4ffd-abb8-b7aff17c3235\"\u003e\u003c/dynamic-object\u003e\u003c/div\u003e\u003cp\u003eHapag-Lloyd’s decarbonization credentials were burnished by its recent \u003ca href=\"https://www.joc.com/article/hapag-lloyd-wins-asia-europe-green-shipping-tender-to-launch-next-year-5240949\"\u003ewinning of a tender from the Zero Emission Maritime Buyers Alliance\u003c/a\u003e (ZEMBA) aimed at fast-tracking commercial deployment of green shipping services at scale to create a competitive market for those services. \u003c/p\u003e\u003cp\u003eAbout 70% of the total 1.7 million TEUs of ship orders made so far this year were for ships capable of sailing on methanol, LNG or hydrogen, according to Sea-web, a sister company of the \u003ci\u003eJournal of Commerce\u003c/i\u003e within S\u0026amp;P Global. \u003c/p\u003e\u003cp\u003eThe need to keep fuel options open and avoid being locked into one pathway was illustrated \u003ca href=\"https://www.joc.com/article/maersks-lng-order-hedges-bet-on-green-fuel-technology-ceo-5703200\"\u003ein a recent Maersk order for dual-fuel vessels totaling 800,000 TEUs\u003c/a\u003e capable of sailing on methanol as well as LNG. \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":"Hapag-Lloyd and Seaspan are converting five 10,100-TEU charter ships to a methanol dual-fuel propulsion system that will be ready in 2026. Photo credit: Hapag-Lloyd.","EventDate":null,"__typename":"Metadata"},"ModDate":"1732924334463","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"}],"ContentType":"ARTICLE","__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Greg Knowler, Senior Editor Europe","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1732896614000","TitlePlainText":"Hapag-Lloyd joins Maersk in Chinese methanol supply deal","Published":true,"Redirects":[{"Path":"/article/hapag-lloyd-joins-maersk-in-chinese-methanol-supply-deal-5866031","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eHapag-Lloyd has contracted with a Chinese energy producer for green methanol to power five 10,100-TEU chartered ships with methanol dual-fuel propulsion systems.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Hapag-Lloyd has contracted with a Chinese energy producer for green methanol to power five 10,100-TEU chartered ships with methanol dual-fuel propulsion systems.","__typename":"Document"},{"Id":"5846861_JournalOfCommerce","Attachments":[{"FileName":"5846860_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"The incoming Trump administration’s pick for US labor secretary has drawn mixed reactions from the logistics industry, with the International Longshoremen’s Association (ILA) and Teamsters viewing Rep. Lori Chavez-DeRemer as solidly behind unions while trucking groups see a foe of the owner-operator driver model used widely by motor carriers. Last week’s announcement from President-elect Donald Trump that he would nominate the Oregon congresswoman drew praise from the ILA, which said in a statement, “Rep. Chavez-DeRemer built a strong pro-worker record protecting their rights to organize.” “We look forward to working with Ms. Chavez-DeRemer and [the Trump] administration on legislation and policies that protect workers’ rights, safety and honors their commitment to building a strong economy...,” ILA President Harold Daggett said in the statement. The ILA, of course, may have to draw on the incoming administration’s support in the event it’s not able to successfully settle on a new contract with maritime employers by the Jan. 15 expiration of the contract extension that ended October’s three-day port strike along the US East and Gulf coasts. While the ILA did not outright endorse either candidate in the 2024 presidential election, Daggett, who met with Trump last year, said the incoming president “ is looking to take care of things for the unions .” The ILA also praised the Biden administration and acting Labor Secretary Julie Su for helping settle wage discussions with maritime employers back in October. Sean O’Brien, president of the 1.3-million-member International Brotherhood of Teamsters, congratulated Chavez-DeRemer shortly after her nomination, saying in a statement that Trump “pledged to listen to workers and find common ground to protect and respect labor in America.” First term in Congress Chavez-DeRemer, who is serving her first term in Congress, co-sponsored 12 House bills that touched on labor and employment policy. Among union-focused activities, she co-sponsored a bill that would enshrine the rights of state public sector employees to organize and bargain collectively and another bill to ensure similar rights for state public safety employees. She has also supported the Protecting the Right to Organize (PRO) Act, which has drawn some 218 co-sponsors in the House. The PRO Act expands federal protections for unions by preventing employers from requiring attendance at meetings designed to dissuade union organizing or making workers sign pledges against union organizing. It also prohibits retaliation against employees for union organizing. PRO also allows union members to participate in secondary strikes and prohibits claims against unions that conduct such strikes. More controversially, though, the PRO Act makes it more difficult for employers to classify a worker as an independent contractor rather than a full-time employee. The PRO Act will limit the independent contractor definition to those workers who are not under an employer’s direct control for how the service is performed, or when the service is not part of the employer’s regular course of work Those criteria mirror the so-called ABC test that is used in states including California and New Jersey to classify independent contractors and has been widely criticized for forcing motor carriers to drop owner-operator drivers in favor of employee drivers. The PRO Act also creates the new category of a “joint employer” that determines or controls how an employee of another firm performs their job. Critics have said that it could create a condition where a marine terminal can be classified as a joint employer of a port trucker due to the instructions and requirements for drivers entering their facility. The American Trucking Associations said in a statement following Chavez-DeRemer’s nomination that her “anti-trucking policies undermine our essential workforce, threaten the right of independent truckers to choose their own career path, and impede the efficiency of the supply chain.” Contact Michael Angell at michael.angell@spglobal.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eThe incoming Trump administration’s pick for US labor secretary has drawn mixed reactions from the logistics industry, with the International Longshoremen’s Association (ILA) and Teamsters viewing Rep. Lori Chavez-DeRemer as solidly behind unions while trucking groups see a foe of the owner-operator driver model used widely by motor carriers. \u003c/p\u003e\u003cp\u003eLast week’s announcement from President-elect Donald Trump that he would nominate the Oregon congresswoman drew praise from the ILA, which said in a statement, “Rep. Chavez-DeRemer built a strong pro-worker record protecting their rights to organize.” \u003c/p\u003e\u003cp\u003e“We look forward to working with Ms. Chavez-DeRemer and [the Trump] administration on legislation and policies that protect workers’ rights, safety and honors their commitment to building a strong economy...,” ILA President Harold Daggett said in the statement. \u003c/p\u003e\u003cp\u003eThe ILA, of course, may have to draw on the incoming administration’s support in the event it’s not able to successfully settle on a new contract with maritime employers by the Jan. 15 expiration of the contract extension that ended October’s three-day port strike along the US East and Gulf coasts. \u003c/p\u003e\u003cp\u003eWhile the ILA did not outright endorse either candidate in the 2024 presidential election, Daggett, who met with Trump last year, said the incoming president “\u003ca href=\"https://www.joc.com/article/ila-looking-for-local-ports-to-bring-in-more-union-foremen-5244993\"\u003eis looking to take care of things for the unions\u003c/a\u003e.” The ILA also praised \u003ca href=\"https://www.joc.com/article/behind-the-scenes-white-house-arm-twisting-got-ila-wage-deal-done-5747241\"\u003ethe Biden administration and acting Labor Secretary Julie Su\u003c/a\u003e for helping settle wage discussions with maritime employers back in October. \u003c/p\u003e\u003cp\u003eSean O’Brien, president of the 1.3-million-member International Brotherhood of Teamsters, congratulated Chavez-DeRemer shortly after her nomination, saying in a statement that Trump “pledged to listen to workers and find common ground to protect and respect labor in America.” \u003c/p\u003e\u003ch3\u003eFirst term in Congress \u003c/h3\u003e\u003cp\u003eChavez-DeRemer, who is serving her first term in Congress, co-sponsored 12 House bills that touched on labor and employment policy. Among union-focused activities, she co-sponsored a bill that would enshrine the rights of state public sector employees to organize and bargain collectively and another bill to ensure similar rights for state public safety employees. \u003c/p\u003e\u003cp\u003eShe has also supported the Protecting the Right to Organize (PRO) Act, which has drawn some 218 co-sponsors in the House. \u003c/p\u003e\u003cp\u003eThe PRO Act expands federal protections for unions by preventing employers from requiring attendance at meetings designed to dissuade union organizing or making workers sign pledges against union organizing. It also prohibits retaliation against employees for union organizing. PRO also allows union members to participate in secondary strikes and prohibits claims against unions that conduct such strikes. \u003c/p\u003e\u003cp\u003eMore controversially, though, the PRO Act makes it more difficult for employers to classify a worker as an independent contractor rather than a full-time employee. The PRO Act will limit the independent contractor definition to those workers who are not under an employer’s direct control for how the service is performed, or when the service is not part of the employer’s regular course of work \u003c/p\u003e\u003cp\u003eThose criteria mirror \u003ca href=\"https://www.joc.com/article/proposed-federal-rule-threatens-independent-contractor-model-in-trucking-opponents-5242331\"\u003ethe so-called ABC test that is used in states including California\u003c/a\u003e and \u003ca href=\"https://www.joc.com/article/stg-shifting-from-drayage-carrier-to-broker-after-new-jersey-legal-challenge-5703212\"\u003eNew Jersey\u003c/a\u003e to classify independent contractors and has been widely criticized for forcing motor carriers to drop owner-operator drivers in favor of employee drivers. \u003c/p\u003e\u003cp\u003eThe PRO Act also creates the new category of a “joint employer” that determines or controls how an employee of another firm performs their job. Critics have said that it could create a condition where a marine terminal can be classified as a joint employer of a port trucker due to the instructions and requirements for drivers entering their facility. \u003c/p\u003e\u003cp\u003eThe American Trucking Associations said in a statement following Chavez-DeRemer’s nomination that her “anti-trucking policies undermine our essential workforce, threaten the right of independent truckers to choose their own career path, and impede the efficiency of the supply chain.” \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":"Chavez-DeRemer has co-sponsored bills that would expand the rights of unions and would make it harder to hire independent contractors. Photo credit: BigBlues / Shutterstock.com.","EventDate":null,"__typename":"Metadata"},"ModDate":"1732741514920","Taxonomy":{"MainCategory":[{"Id":"16","Name":"Transport, Trade and Regulation News","Redirects":[{"Path":"/supply-chain/transport-trade-and-regulation-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"39","Name":"Drayage","Redirects":[{"Path":"/maritime/port-news/drayage","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"45","Name":"Longshore labor","Redirects":[{"Path":"/maritime/port-news/longshore-labor","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"50","Name":"Trucking labor","Redirects":[{"Path":"/surface/trucking-news/trucking-labor","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"ContentType":"ARTICLE","__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Michael Angell, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1732737138000","TitlePlainText":"Trump’s labor pick draws longshore and Teamster praise but trucker ire","Published":true,"Redirects":[{"Path":"/article/trumps-labor-pick-draws-longshore-and-teamster-praise-but-trucker-ire-5846861","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe selection of Oregon Rep. Lori Chavez-DeRemer is seen as favorable to unions, with the new administration potentially facing the need to intervene if ILA contract talks aren’t settled before Trump takes office.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The selection of Oregon Rep. Lori Chavez-DeRemer is seen as favorable to unions, with the new administration potentially facing the need to intervene if ILA contract talks aren’t settled before Trump takes office.","__typename":"Document"}],"itemsCount":434139,"nextToken":1,"__typename":"DocumentPaginatedList"}},"moreArticles":{"data":{"items":[{"Id":"5872931_JournalOfCommerce","Attachments":[{"FileName":"5872903_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"Desperate market share efforts by smaller carriers working on slot rights are seriously hurting rate dynamics on the India-US East Coast trade lane, according to local market sources in India. Freight forwarders who spoke with the Journal of Commerce noted that the lead carriers, who now operate standalone services on the route due to recent network changes linked to the Gemini alliance formation, have had to strike slot deals to fill expanded loading capacity out of India. To illustrate, Cosco Shipping and its subsidiary OOCL together hold about 1,500 TEUs of slot space per week on vessels operated by CMA CGM’s Indamex service and Ocean Network Express’ West India-North America (WIN) service. Additionally, HMM has an ongoing slot deal with ONE on the WIN. While India-USEC spot rates have steadily dropped from a late-July peak because of the demand downturn and increased capacity, co-loaders have been even more aggressive in adjusting rates downward, often on a vessel-to-vessel basis, to reach their slot targets. Forwarders are reporting a variance of up to $500 per FEU between rates quoted by consortium-leading carriers and their slot partners, leaving little room for pricing discipline in the market. “Cosco is usually the first to drop rates, forcing the mainline operators to proactively adjust their pricing accordingly,” a sales executive at a Mumbai-based forwarding house who didn’t want to be identified told the Journal of Commerce. “It’s the secondary carriers who are now setting market behavior.” “All carriers are chasing customers with volume-based special rates,” a second forwarder executive noted. “For customers committing double-digit bookings, rates are lower by no less than $200 per box than the general trendline.” Forwarders put spot rates from Cosco as of late last week for loads from Nhava Sheva to New York at $1,800 per FEU, compared with the $2,100 to $2,200 per FEU CMA CGM and Hapag-Lloyd were offering. Platts, a sister company of the Journal of Commerce within S\u0026P Global, pegged India-USEC rates at $2,140 per FEU as of Nov. 29, down 2% on the week. Contact Bency Mathew at bencymathew@gmail.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eDesperate market share efforts by smaller carriers working on slot rights are seriously hurting rate dynamics on the India-US East Coast trade lane, according to local market sources in India. \u003c/p\u003e\u003cp\u003eFreight forwarders who spoke with the \u003ci\u003eJournal of Commerce\u003c/i\u003e noted that the lead carriers, who now operate standalone services on the route due to recent network changes linked to the Gemini alliance formation, have had to strike slot deals to fill expanded loading capacity out of India. \u003c/p\u003e\u003cp\u003eTo illustrate, Cosco Shipping and its subsidiary OOCL together hold about 1,500 TEUs of slot space per week on vessels operated by CMA CGM’s Indamex service and Ocean Network Express’ West India-North America (WIN) service. Additionally, HMM has an ongoing slot deal with ONE on the WIN. \u003c/p\u003e\u003cp\u003eWhile India-USEC spot rates have steadily dropped from a late-July peak because of the demand downturn and increased capacity, co-loaders have been even more aggressive in adjusting rates downward, often on a vessel-to-vessel basis, to reach their slot targets. \u003c/p\u003e\u003cp\u003eForwarders are reporting a variance of up to $500 per FEU between rates quoted by consortium-leading carriers and their slot partners, leaving little room for pricing discipline in the market. \u003c/p\u003e\u003cp\u003e“Cosco is usually the first to drop rates, forcing the mainline operators to proactively adjust their pricing accordingly,” a sales executive at a Mumbai-based forwarding house who didn’t want to be identified told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. “It’s the secondary carriers who are now setting market behavior.” \u003c/p\u003e\u003cp\u003e“All carriers are chasing customers with volume-based special rates,” a second forwarder executive noted. “For customers committing double-digit bookings, rates are lower by no less than $200 per box than the general trendline.” \u003c/p\u003e\u003cp\u003eForwarders put spot rates from Cosco as of late last week for loads from Nhava Sheva to New York at $1,800 per FEU, compared with the $2,100 to $2,200 per FEU CMA CGM and Hapag-Lloyd were offering. \u003c/p\u003e\u003cp\u003ePlatts, a sister company of the \u003ci\u003eJournal of Commerce\u003c/i\u003e within S\u0026amp;P Global, pegged India-USEC rates at $2,140 per FEU as of Nov. 29, down 2% on the week. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Bency Mathew at \u003c/i\u003e\u003ca href=\"mailto:bencymathew@gmail.com\"\u003e\u003ci\u003ebencymathew@gmail.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":"Forwarders put spot rates from Cosco as of late last week for loads from Nhava Sheva to New York at $1,800 per FEU. Photo credit: MartinLueke / Shutterstock.com.","EventDate":null,"__typename":"Metadata"},"ModDate":"1733164995000","Taxonomy":{"MainCategory":[{"Id":"34","Name":"Container lines","Redirects":[{"Path":"/maritime/container-shipping-news/container-lines","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"36","Name":"Forwarding","Redirects":[{"Path":"/maritime/container-shipping-news/forwarding","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"44","Name":"International ports","Redirects":[{"Path":"/maritime/port-news/international-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"ContentType":"ARTICLE","__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Bency Mathew, Special Correspondent","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1733162333000","TitlePlainText":"Co-loader slot deals squeezing pricing power for India-US carriers: forwarders","Published":true,"Redirects":[{"Path":"/article/co-loader-slot-deals-squeezing-pricing-power-for-india-us-carriers-forwarders-5872931","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eWhile India-USEC spot rates have steadily dropped from a late-July peak because of the demand downturn and increased capacity, co-loaders have been even more aggressive in adjusting rates downward to reach their slot targets.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"While India-USEC spot rates have steadily dropped from a late-July peak because of the demand downturn and increased capacity, co-loaders have been even more aggressive in adjusting rates downward to reach their slot targets.","__typename":"Document"},{"Id":"5872735_JournalOfCommerce","Attachments":[{"FileName":"5872723_0.1.JPG","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"VIENNA — The ability to deliver on promised schedules remains one of the main challenges facing rail transport providers on the so-called middle corridor connecting China and Europe, according to executives at an intercontinental rail conference here last week. But on-time performance was the point of an iceberg of underlying reliability challenges, attendees at the European Silk Road Summit in Vienna were told. ”As long as everything goes well, the customer is happy, but if something goes wrong, the customer will start to doubt rail more than they would do for sea freight,” said Alona Toprak, managing director at DB Cargo Eurasia. Containerized freight on the middle corridor uses multiple cargo handovers — from rail to ferry to road and back to rail — with delays at key modal change points. Cross-border customs issues can add to delays, with volatile rates and equipment imbalances all placing service level promises under pressure. Still, meeting those promises is a selling point for the intercontinental rail network that cannot be compromised, logistics executives warned delegates. Thomas Kargl, director of Eurasian logistics provider Smartlog, told the summit that rail services from China to Europe had always suffered from a lack of reliability and it took much consulting time with shippers to change that impression. “If I say we are running between 12 and 15 days, we must hold that time,” Kargl said. “To attract customers, they must recognize that rail is available and is reliable. We are talking about containers valued at hundreds of thousands of dollars, so an increase of the transit time by a few days will tie up a lot of capital.” Toprak agreed and said customers of high-value products moving by rail had high expectations and were “very demanding.” DB Cargo Eurasia introduced an express rail service from China to Europe at the end of 2023 and expanded the offering this year. Toprak said it was now possible to offer shippers a nine-day transit time from China to the Malaszewicze rail hub in Poland via the northern corridor that was attractive to e-commerce, but it also raised the reliability bar even higher. ”The lead time of nine days is a real option for e-commerce, but if we promise nine days, we must stick to it because if not the customer will be penalized, lose money and then the service will not be trusted,” she said. Peak time delays There are several hurdles that must be overcome by service providers offering fast rail transit times, especially on the middle corridor with the intermodal requirements and the repeated border crossings, Kargl noted. China’s railways have a different gauge to those used in Europe that requires cargo to be transhipped at the China-Kazakhstan border and again at European entry points. At peak times, that can lead to delays. The service providers must also manage other factors, including the documentation for shipments and ensuring it is communicated electronically to all customs authorities along the route. In addition, sufficient equipment and access to rolling stock need to be guaranteed, while the provision of advance bookings and cargo closing times need to be ensured. “If you manage this all in a smooth way, the nine days transit will be reachable 80% of the time,” Kargl said. Following the Russian invasion of Ukraine in February 2022, containerized trade on the northern route from China to North Europe largely dried up. Most of the cargo was moved to ocean, but forwarders and rail freight operators began testing the middle corridor that runs from China through Central Asia, across the Caspian and Black seas, and on into Turkey or Eastern Europe. While some cargo has returned to the northern route through Russia, concerns over sanctions breaches and moral opposition to contributing revenue to Russian Railways is limiting volume. However, Kelvin Tang, the head of global cross-border business and multimodal leader at CEVA Logistics, said shipping containerized cargo on the middle corridor was not just a political solution, it was a product offering. “If customers can accept 60 days transit, they will choose ocean, but if they want 30 days or less, they need to choose rail,” Tang told the summit. “If rail service becomes more stable with reliable lead times and competitive prices, it will become more attractive.” Contact Greg Knowler at greg.knowler@spglobal.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eVIENNA — The ability to deliver on promised schedules remains one of the main challenges facing rail transport providers on the so-called middle corridor connecting China and Europe, according to executives at an intercontinental rail conference here last week. \u003c/p\u003e\u003cp\u003eBut on-time performance was the point of an iceberg of underlying reliability challenges, attendees at the European Silk Road Summit in Vienna were told. \u003c/p\u003e\u003cp\u003e”As long as everything goes well, the customer is happy, but if something goes wrong, the customer will start to doubt rail more than they would do for sea freight,” said Alona Toprak, managing director at DB Cargo Eurasia. \u003c/p\u003e\u003cp\u003eContainerized freight on the middle corridor uses multiple cargo handovers — from rail to ferry to road and back to rail — with delays at key modal change points. Cross-border customs issues can add to delays, with volatile rates and equipment imbalances all placing service level promises under pressure. \u003c/p\u003e\u003cp\u003eStill, meeting those promises is a selling point for the intercontinental rail network that cannot be compromised, logistics executives warned delegates. \u003c/p\u003e\u003cp\u003eThomas Kargl, director of Eurasian logistics provider Smartlog, told the summit that rail services from China to Europe had always suffered from a lack of reliability and it took much consulting time with shippers to change that impression. \u003c/p\u003e\u003cp\u003e“If I say we are running between 12 and 15 days, we must hold that time,” Kargl said. “To attract customers, they must recognize that rail is available and is reliable. We are talking about containers valued at hundreds of thousands of dollars, so an increase of the transit time by a few days will tie up a lot of capital.” \u003c/p\u003e\u003cp\u003eToprak agreed and said customers of high-value products moving by rail had high expectations and were “very demanding.” \u003c/p\u003e\u003cp\u003eDB Cargo Eurasia introduced an express rail service from China to Europe at the end of 2023 and expanded the offering this year. Toprak said it was now possible to offer shippers a nine-day transit time from China to the Malaszewicze rail hub in Poland via the northern corridor that was attractive to e-commerce, but it also raised the reliability bar even higher. \u003c/p\u003e\u003cp\u003e”The lead time of nine days is a real option for e-commerce, but if we promise nine days, we must stick to it because if not the customer will be penalized, lose money and then the service will not be trusted,” she said. \u003c/p\u003e\u003ch3\u003ePeak time delays \u003c/h3\u003e\u003cp\u003eThere are several hurdles that must be overcome by service providers offering fast rail transit times, especially on the middle corridor with the intermodal requirements and the repeated border crossings, Kargl noted. China’s railways have a different gauge to those used in Europe that requires cargo to be transhipped at the China-Kazakhstan border and again at European entry points. At peak times, that can lead to delays. \u003c/p\u003e\u003cp\u003eThe service providers must also manage other factors, including the documentation for shipments and ensuring it is communicated electronically to all customs authorities along the route. In addition, sufficient equipment and access to rolling stock need to be guaranteed, while the provision of advance bookings and cargo closing times need to be ensured. \u003c/p\u003e\u003cp\u003e“If you manage this all in a smooth way, the nine days transit will be reachable 80% of the time,” Kargl said. \u003c/p\u003e\u003cp\u003eFollowing the Russian invasion of Ukraine in February 2022, containerized trade on the northern route from China to North Europe largely dried up. Most of the cargo was moved to ocean, but forwarders and rail freight operators began testing the middle corridor that runs from China through Central Asia, across the Caspian and Black seas, and on into Turkey or Eastern Europe. \u003c/p\u003e\u003cp\u003eWhile some cargo has returned to the northern route through Russia, concerns over sanctions breaches and moral opposition to contributing revenue to Russian Railways is limiting volume. \u003c/p\u003e\u003cp\u003eHowever, Kelvin Tang, the head of global cross-border business and multimodal leader at CEVA Logistics, said shipping containerized cargo on the middle corridor was not just a political solution, it was a product offering. \u003c/p\u003e\u003cp\u003e“If customers can accept 60 days transit, they will choose ocean, but if they want 30 days or less, they need to choose rail,” Tang told the summit. “If rail service becomes more stable with reliable lead times and competitive prices, it will become more attractive.” \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":"Express train services from China to the Malaszewicze rail hub in Poland are proving attractive to e-commerce shippers. Photo credit: DB Cargo.","EventDate":null,"__typename":"Metadata"},"ModDate":"1733165834960","Taxonomy":{"MainCategory":[{"Id":"2","Name":"Surface","Redirects":[{"Path":"/surface","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"12","Name":"Rail News","Redirects":[{"Path":"/surface/rail-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"36","Name":"Forwarding","Redirects":[{"Path":"/maritime/container-shipping-news/forwarding","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"52","Name":"International rail","Redirects":[{"Path":"/surface/rail-news/international-rail","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"ContentType":"ARTICLE","__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Greg Knowler, Senior Editor Europe","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1733146514000","TitlePlainText":"Schedule reliability remains key challenge for China-Europe rail","Published":true,"Redirects":[{"Path":"/article/schedule-reliability-remains-key-challenge-for-china-europe-rail-5872735","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eA host of factors can raise transit times on the 11,000-plus-kilometer rail network, undermining the trust of cargo owners that is a crucial selling point of the Asia-Europe connection.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"A host of factors can raise transit times on the 11,000-plus-kilometer rail network, undermining the trust of cargo owners that is a crucial selling point of the Asia-Europe connection.","__typename":"Document"},{"Id":"5866225_JournalOfCommerce","Attachments":[{"FileName":"5866224_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"VIENNA — Geopolitics shaped the middle corridor rail network between China and Europe, but the route has evolved in the past two years from an alternative to the heavily sanctioned northern route through Russia into a critical lifeline for the booming economies of Central Asia. Huge investments are being made across the region as the logistics infrastructure struggles to catch up with demand, attendees at the European Silk Road Summit were told this week. “We see a future for the middle corridor, and we are putting our money where our mouths are and investing billions in projects in Central Asia,” said Luis Blancas, senior transport and logistics specialist at the World Bank. “The middle corridor is an entirely discretionary connection for China, but for Central Asia it is a lifeline connection to the world. It’s a lifeline for Turkey, Azerbaijan, Georgia. They want to trade more with Central Asia and the middle corridor is very important for that.” That the middle corridor was a viable trade route, as well as an improving option for China-Europe shippers, was a theme expressed time and again by speakers at the summit. Emil Mammadov, advisor to the chairman of Azerbaijan Railways, said the future of the middle corridor was “fully related” to the economies of Central Asia where demand was developing fast and rail capacity had to match that growth. “The middle corridor is not just an alternative, it is a working corridor,” he told the summit. “This year to date, we have had more than 260 block trains from China going through Azerbaijan and by the end of December that will have increased to 300 trains, more than 10 times higher than in 2023. “We are in discussions with China and with our counterparts in Central Asia to reach a minimum of 1,000 block trains next year,” he added. China attention moves to middle corridor Also under way is the development of the southern part of the middle corridor that will improve rail connections through Turkmenistan, Uzbekistan, Kyrgyzstan and Tajikistan, with significant investment being made by China in construction of the routes. “China’s participation in the middle corridor is making a huge difference,” Blancas told the summit. “China was primarily focused on the northern corridor for a long time, but over the last couple of years, with what’s going on in Ukraine, the China ‘Belt and Road Initiative’ is really targeting the middle corridor.” But the increase in rail volume flowing across Central Asian countries is placing growing pressure on key transit points. For instance, the Georgian port of Poti on the Black Sea where rail freight is transferred to ships is 99% utilized, according to Blancas. “We are one of the bottlenecks,” acknowledged Mario Escobar, business development manager for APM Terminals Poti. “It’s important that we accept that and work towards fixing it. Today, we have a port that can handle 600,000 TEUs per year, and in 2023 we handled 592,000 TEUs. It is a small port for the cargo that needs to transit this region, and the rail infrastructure is not sufficient to move all that cargo.” APM Terminals is planning to expand the capacity of its Poti terminals to 1.2 million TEUs, but Escobar said the improvement in infrastructure must be accompanied by investment from rail companies into locomotives, wagons and platforms to handle the rising volume. Reopening Red Sea will see cargo shift to ocean Martin Koubek, head of the Silk Road for intermodal operator Metrans, said the middle corridor would not be the choice for cargo from China to Europe once most container traffic returned to routing through the Red Sea. “It takes 21 days via the Suez from Shenzhen to Piraeus, so when the Red Sea is again used, why would you send rail cargo on the middle corridor that is longer and more expensive?” he told the Journal of Commerce on the sidelines of the summit. While the shift of cargo from rail to ocean would have a significant impact on the rail business, it would be barely noticed by container shipping with less than 1% of containerized trade between Asia and Europe transported by rail. But Koubek agreed that the middle corridor would be crucial for the Central Asian economies. “They are all growing, and the route will serve their increasing trade with China,” he said. Following the Russian invasion of Ukraine in February 2022, containerized trade on the northern route from China to North Europe largely dried up . Most of the cargo was moved to ocean but forwarders and rail freight operators began testing the middle corridor that runs from China, through Central Asia, the Caspian Sea, Black Sea and on into Turkey or eastern Europe. There remain significant hurdles to overcome, such as cross border customs issues, multiple cargo handovers from rail to ferry to road and back to rail, high rates and unreliable transit times. Those issues are being addressed by service providers, and the average transit time from Xian to Duisburg in southern Germany is now about 30 days. When the northern route is again fully utilized, most of the China to Europe containerized rail cargo using the middle corridor or ocean will quickly return to the Russian transit route, said Alona Toprak, director at DB Cargo Eurasia. “That means it is really important all the countries in Central Asia work together to address the issues still facing the middle route and increase volume travelling both ways, otherwise the rates will be high, and it won’t make sense,” she said. Contact Greg Knowler at greg.knowler@spglobal.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eVIENNA — Geopolitics shaped the middle corridor rail network between China and Europe, but the route has evolved in the past two years from an alternative to the heavily sanctioned northern route through Russia into a critical lifeline for the booming economies of Central Asia. \u003c/p\u003e\u003cp\u003eHuge investments are being made across the region as the logistics infrastructure struggles to catch up with demand, attendees at the European Silk Road Summit were told this week. \u003c/p\u003e\u003cp\u003e“We see a future for the middle corridor, and we are putting our money where our mouths are and investing billions in projects in Central Asia,” said Luis Blancas, senior transport and logistics specialist at the World Bank. \u003c/p\u003e\u003cp\u003e“The middle corridor is an entirely discretionary connection for China, but for Central Asia it is a lifeline connection to the world. It’s a lifeline for Turkey, Azerbaijan, Georgia. They want to trade more with Central Asia and the middle corridor is very important for that.” \u003c/p\u003e\u003cp\u003eThat the middle corridor was a viable trade route, as well as an improving option for China-Europe shippers, was a theme expressed time and again by speakers at the summit. \u003c/p\u003e\u003cp\u003eEmil Mammadov, advisor to the chairman of Azerbaijan Railways, said the future of the middle corridor was “fully related” to the economies of Central Asia where demand was developing fast and rail capacity had to match that growth. \u003c/p\u003e\u003cp\u003e“The middle corridor is not just an alternative, it is a working corridor,” he told the summit. “This year to date, we have had more than 260 block trains from China going through Azerbaijan and by the end of December that will have increased to 300 trains, more than 10 times higher than in 2023. \u003c/p\u003e\u003cp\u003e“We are in discussions with China and with our counterparts in Central Asia to reach a minimum of 1,000 block trains next year,” he added. \u003c/p\u003e\u003ch3\u003eChina attention moves to middle corridor \u003c/h3\u003e\u003cp\u003eAlso under way is the development of the southern part of the middle corridor that will improve rail connections through Turkmenistan, Uzbekistan, Kyrgyzstan and Tajikistan, with significant investment being made by China in construction of the routes. \u003c/p\u003e\u003cp\u003e“China’s participation in the middle corridor is making a huge difference,” Blancas told the summit. “China was primarily focused on the northern corridor for a long time, but over the last couple of years, with what’s going on in Ukraine, the China ‘Belt and Road Initiative’ is really targeting the middle corridor.” \u003c/p\u003e\u003cp\u003eBut the increase in rail volume flowing across Central Asian countries is placing growing pressure on key transit points. For instance, the Georgian port of Poti on the Black Sea where rail freight is transferred to ships is 99% utilized, according to Blancas. \u003c/p\u003e\u003cp\u003e“We are one of the bottlenecks,” acknowledged Mario Escobar, business development manager for APM Terminals Poti. “It’s important that we accept that and work towards fixing it. Today, we have a port that can handle 600,000 TEUs per year, and in 2023 we handled 592,000 TEUs. It is a small port for the cargo that needs to transit this region, and the rail infrastructure is not sufficient to move all that cargo.” \u003c/p\u003e\u003cp\u003eAPM Terminals is planning to expand the capacity of its Poti terminals to 1.2 million TEUs, but Escobar said the improvement in infrastructure must be accompanied by investment from rail companies into locomotives, wagons and platforms to handle the rising volume. \u003c/p\u003e\u003ch3\u003eReopening Red Sea will see cargo shift to ocean \u003c/h3\u003e\u003cp\u003eMartin Koubek, head of the Silk Road for intermodal operator Metrans, said the middle corridor would not be the choice for cargo from China to Europe once most container traffic returned to routing through the Red Sea. \u003c/p\u003e\u003cp\u003e“It takes 21 days via the Suez from Shenzhen to Piraeus, so when the Red Sea is again used, why would you send rail cargo on the middle corridor that is longer and more expensive?” he told the \u003ci\u003eJournal of Commerce\u003c/i\u003e on the sidelines of the summit. \u003c/p\u003e\u003cp\u003eWhile the shift of cargo from rail to ocean would have a significant impact on the rail business, it would be barely noticed by container shipping with less than 1% of containerized trade between Asia and Europe transported by rail. \u003c/p\u003e\u003cp\u003eBut Koubek agreed that the middle corridor would be crucial for the Central Asian economies. “They are all growing, and the route will serve their increasing trade with China,” he said. \u003c/p\u003e\u003cp\u003eFollowing the Russian invasion of Ukraine in February 2022, \u003ca href=\"https://www.joc.com/article/rapid-rail-transit-via-sanctions-hit-russia-has-limited-appeal-for-european-shippers-5220672\"\u003econtainerized trade on the northern route from China to North Europe largely dried up\u003c/a\u003e. Most of the cargo was moved to ocean but forwarders and rail freight operators began testing the middle corridor that runs from China, through Central Asia, the Caspian Sea, Black Sea and on into Turkey or eastern Europe. \u003c/p\u003e\u003cp\u003eThere remain significant hurdles to overcome, such as cross border customs issues, multiple cargo handovers from rail to ferry to road and back to rail, high rates and unreliable transit times. Those issues are being addressed by service providers, and the average transit time from Xian to Duisburg in southern Germany is now about 30 days. \u003c/p\u003e\u003cp\u003eWhen the northern route is again fully utilized, most of the China to Europe containerized rail cargo using the middle corridor or ocean will quickly return to the Russian transit route, said Alona Toprak, director at DB Cargo Eurasia. \u003c/p\u003e\u003cp\u003e“That means it is really important all the countries in Central Asia work together to address the issues still facing the middle route and increase volume travelling both ways, otherwise the rates will be high, and it won’t make sense,” she said. \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":"The Georgian port of Poti on the Black Sea is a key transit point on the middle corridor where rail freight is shifted to ferries. Photo credit: APMT.","EventDate":null,"__typename":"Metadata"},"ModDate":"1733149814400","Taxonomy":{"MainCategory":[{"Id":"2","Name":"Surface","Redirects":[{"Path":"/surface","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"36","Name":"Forwarding","Redirects":[{"Path":"/maritime/container-shipping-news/forwarding","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"52","Name":"International rail","Redirects":[{"Path":"/surface/rail-news/international-rail","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"53","Name":"Intermodal providers","Redirects":[{"Path":"/surface/rail-news/intermodal-providers","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"ContentType":"ARTICLE","__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Greg Knowler, Senior Editor Europe","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1732965734000","TitlePlainText":"Booming Central Asian economies lend lifeline to China-Europe rail","Published":true,"Redirects":[{"Path":"/article/booming-central-asian-economies-lend-lifeline-to-china-europe-rail-5866225","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eRising regional trade along the old Silk Road between China and Europe is driving up containerized rail volume on the middle corridor and the logistics infrastructure is struggling to keep up. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Rising regional trade along the old Silk Road between China and Europe is driving up containerized rail volume on the middle corridor and the logistics infrastructure is struggling to keep up.","__typename":"Document"}],"itemsCount":434139,"nextToken":1,"__typename":"DocumentPaginatedList"}},"canShowArticleBody":false,"license":"CH317979612","assetsUrl":"/_next/static/public","horizontalProms":[{"Id":"6fd7d8c6-c7b6-4e45-b088-acbc93a4175c","Name":"Upgrade Subscription - Wide Box","Description":"Upgrade Subscription - Wide Box","Body":"Use code CM24W595 at checkout and upgrade to Gold for just $595! 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Rectangle Box","Description":"Breakbulk Report - Rectangle Box","Body":"An in-depth analysis of transport trends in the multipurpose and heavy-lift fleet segment","Title":"Breakbulk Quarterly","PromotionType":"CTA_RECTANGLE","ButtonLink":"https://www.joc.com/resources/special-reports/breakbulk-quarterly-intelligence","ButtonOpenInNewWindow":false,"ButtonText":"Learn More","CardLink":"","Icon":"newspaper","Published":true,"PublishingStart":"1698920835493","PublishingEnd":"1735685999493","SubscriberLevel":["Gold_Trial","Gold","Free","Silver_Free_Trial","Silver","Silver_Plus"],"CloseDelay":null,"DisplayDelay":null,"DisplayPerSession":null,"Taxonomies":[],"TargetUrls":[],"Position":null,"FeatureImageId":null,"FeatureImage":null,"__typename":"InternalPromotion"},{"Id":"2c9c0ab3-8d50-44eb-9a98-e31d8af31382","Name":"ISI Report - Rectangle Box","Description":"ISI Report - Rectangle Box","Body":"A premium access index of savings using domestic intermodal vs. OTR ","Title":"Intermodal Savings Index","PromotionType":"CTA_RECTANGLE","ButtonLink":"https://www.joc.com/resources/intermodal-savings-index","ButtonOpenInNewWindow":false,"ButtonText":"Learn More","CardLink":"","Icon":"newspaper","Published":true,"PublishingStart":"1682501020267","PublishingEnd":"1735685999267","SubscriberLevel":["Gold_Trial","Gold","Free","Silver_Free_Trial","Silver","Silver_Plus"],"CloseDelay":null,"DisplayDelay":null,"DisplayPerSession":null,"Taxonomies":[],"TargetUrls":[],"Position":null,"FeatureImageId":null,"FeatureImage":null,"__typename":"InternalPromotion"},{"Id":"88a09ce9-39b1-47d8-808d-f57a2089f173","Name":"Intermodal Service Scorecard - Rectangle Box","Description":"Intermodal Service Scorecard - Rectangle Box","Body":"Customers scoring their intermodal partners to identify the best service providers","Title":"Intermodal Service Scorecard","PromotionType":"CTA_RECTANGLE","ButtonLink":"https://www.joc.com/resources/special-reports/domestic-intermodal-service-scorecard","ButtonOpenInNewWindow":false,"ButtonText":"Learn More","CardLink":"","Icon":"newspaper","Published":true,"PublishingStart":"1698921058134","PublishingEnd":"1735685999134","SubscriberLevel":["Gold_Trial","Gold","Free","Silver_Free_Trial","Silver","Silver_Plus"],"CloseDelay":null,"DisplayDelay":null,"DisplayPerSession":null,"Taxonomies":[],"TargetUrls":[],"Position":null,"FeatureImageId":null,"FeatureImage":null,"__typename":"InternalPromotion"},{"Id":"c11d38c7-436c-461c-bd92-67ab3d1a2d2d","Name":"QI Report - Rectangle Box","Description":"QI Report - Rectangle Box","Body":"A premium access outlook critical to shippers and transportation providers","Title":"Quarterly Intelligence","PromotionType":"CTA_RECTANGLE","ButtonLink":"https://www.joc.com/resources/special-reports/quarterly-intelligence-report","ButtonOpenInNewWindow":false,"ButtonText":"Learn More","CardLink":"","Icon":"newspaper","Published":true,"PublishingStart":"1682500464170","PublishingEnd":"1735685999170","SubscriberLevel":["Gold_Trial","Gold","Free","Silver_Free_Trial","Silver","Silver_Plus"],"CloseDelay":null,"DisplayDelay":null,"DisplayPerSession":null,"Taxonomies":[],"TargetUrls":[],"Position":null,"FeatureImageId":null,"FeatureImage":null,"__typename":"InternalPromotion"},{"Id":"e5d0baf4-9140-4020-a8f2-0a32b1f168bd","Name":"Breakbulk Conference - 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Rectangle Box","Description":"Gateway - Rectangle Box","Body":"An extensive dashboard of charts organized by trade lane, mode, and topic","Title":"Gateway","PromotionType":"CTA_RECTANGLE","ButtonLink":"https://www.joc.com/gateway","ButtonOpenInNewWindow":false,"ButtonText":"Access Now","CardLink":"","Icon":"desktop","Published":true,"PublishingStart":"1685611945066","PublishingEnd":"1735685999066","SubscriberLevel":["Silver","Silver_Plus","Gold_Trial","Gold","Free","Silver_Free_Trial"],"CloseDelay":null,"DisplayDelay":null,"DisplayPerSession":null,"Taxonomies":[],"TargetUrls":[],"Position":null,"FeatureImageId":null,"FeatureImage":null,"__typename":"InternalPromotion"}],"nativeAdvertising":[{"Id":"5994e1c1-333c-462d-a230-0e63dd01a9b8","Title":"Shippers save money, time with automated transportation bidding tools","ContentBody":"\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eThe world of LTL is slow to embrace change. 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\" dir=\"ltr\"\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\" dir=\"ltr\"\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\" dir=\"ltr\"\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\" dir=\"ltr\"\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\" dir=\"ltr\"\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\" dir=\"ltr\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eThe spreadsheet technique also made bidding analysis an onerous task. Since Bid$ense automates and streamlines the entire RFP process, intensive examination is now simple. SMC³ knows that each bid has more than one best outcome. With uniform responses from each carrier, shippers can quickly rank results and create an unlimited quantity of what-if scenarios to make the optimal procurement decision.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eJesse Burnett of Central Garden \u0026amp; Pet experiences many of the same benefits. Founded in 1980, Central Garden \u0026amp; Pet has spent the last three decades growing from a small garden supply company to a provider of a range of products from dog chews and bird seed to soil supplements and natural insecticides. For much of its life, the company shipped these disparate goods via LTL and truckload carriers to retailers throughout the country, relying on each business unit to negotiate directly with their freight transportation providers. This arrangement worked fairly well for a small company, but as Central Garden \u0026amp; Pet expanded, leadership decided to consolidate decision making.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eBurnett helped centralize the transportation decision making in 2015 with SMC³’s Bid$ense. Before Bid$ense, every business unit operated independently as far as negotiating with carriers.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e“There were a lot of different things just floating around,” he said. “We didn’t have master agreements in place; no national pricing at all. The pricing from carriers was just all over the place, depending on where you were.”\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eThe transformations he saw with Bid$ense were immediate. Burnett has been using the tool about every other year since its implementation at the company. Central Garden and Pet’s $19.6 million 2019 LTL bid saved the company just more than 9 percent when compared to its historical average. For Burnett, though, bid automation extends far beyond savings.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e“We knew that we weren’t getting the best pricing offer from our carriers just because nothing was centralized,” he continued. “We knew that if we combined everything from all these business units and paired it with one corporate offering, then it would drive some cost benefit with it.”\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eWhen the company initially decided to centralize bid procurement, executives researched a number of different methodologies and technologies. In the end, though, Burnett found that Bid$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\" dir=\"ltr\"\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\" dir=\"ltr\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eTransportation procurement is an integral part of the modern supply chain. With Bid$ense, shippers can develop a strategic implementation plan that saves them time and money, but also helps them create strong relationships with their carrier partners. These carriers appreciate the solution’s data-cleansing process; when carriers receive a complete shipment history and future volume forecast, they don’t have to guess on pricing. Carriers that receive more data from shippers get a complete picture of that shipper’s freight, allowing them to accurately plan instead of simply preparing for the worst-case scenario. Clean data presented through an automated system can lead to both bigger shipment savings and a lasting partnership between carrier and customer.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eWhether customers are looking to streamline over-the-road transportation bidding by automating the RFP process or create an entirely new, centralized sourcing process, Bid$ense has the analytical horsepower to get the job done.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\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":{"Id":"46","Name":"LTL","Redirects":[{"Path":"/surface/trucking-news/ltl","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},"Redirects":[{"Path":"/shippers-save-money-time-with-automated-transportation-bidding-tools-5994e1c1","__typename":"Redirect"}],"EntityMetadata":{"CreatedAt":"1724062819729","__typename":"EntityMetadata"},"__typename":"PartnerContent"},{"Id":"92549aa6-bf87-42f9-a742-cbcd76e3d298","Title":"SSA Marine Mexico Modernizes Facilities with $15 Million Investment ","ContentBody":"\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eSSA Marine Mexico has made significant strides in modernizing its infrastructure at the Port of Manzanillo, investing $15 million to enhance operational efficiency and sustainability at its facilities. This move is part of the company's broader strategy to remain at the forefront of the shipping and logistics industry.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e•\u003c/span\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e\t\u003c/span\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eStrengthening Sustainability with Advanced Technology\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cfigure class=\"joc_admin__inline-image-position-left joc_admin__inline-image-size-medium\" data-figure-size=\"medium\" data-figure-position=\"left\"\u003e\u003cspan class=\"joc_admin__inline-image-inherit\"\u003e\u003cimg src=\"/content-assets/1730488295264_Cranes%20arrival%20to%20TEC%20I.png\" alt=\"Cranes arrival to TEC I\" class=\"joc_admin__inline-image-inherit\"\u003e\u003c/span\u003e\u003c/figure\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e \u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eIn July, SSA Marine Mexico added seven state-of-the-art E-RTG (Electric Rubber-Tired Gantry) cranes to its fleet, valued at $14 million. These advanced cranes were distributed across its two terminals: four cranes were assigned to the Multipurpose Terminal, and three to the Specialized Container Terminal I. \u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eWhat sets these cranes apart is their dual-operation capability, allowing them to function either on electric power or diesel fuel. This innovation plays a critical role in reducing the environmental impact of operations, contributing to a 7% increase in energy efficiency. This efficiency improvement is equivalent to eliminating nearly 4,000 tons of CO2 emissions annually, underscoring SSA Marine Mexico's commitment to sustainability.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eThrough this acquisition, SSA Marine Mexico not only enhances its cargo-handling capabilities but also reinforces its leadership in integrating cutting-edge, eco-friendly technology in the maritime industry. The company continues to push the boundaries of efficiency and sustainability, ensuring long-term value for both its customers and the environment.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e•\u003c/span\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e\t\u003c/span\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eUpgraded Facilities to Meet Growing Demand\u003c/span\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e \u003c/span\u003e\u003c/p\u003e\u003cfigure class=\"joc_admin__inline-image-position-left joc_admin__inline-image-size-medium\" data-figure-size=\"medium\" data-figure-position=\"left\"\u003e\u003cspan class=\"joc_admin__inline-image-inherit\"\u003e\u003cimg src=\"/content-assets/1730488350634_Multipurpose%20terminal.png\" alt=\"Multipurpose Terminal\" class=\"joc_admin__inline-image-inherit\"\u003e\u003c/span\u003e\u003c/figure\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eIn addition to the new cranes, SSA Marine Mexico has completed crucial modernization and repair work across its Multipurpose Terminal and Specialized Facility at the Port of Manzanillo. This $1 million investment targeted critical infrastructure enhancements, focusing on both structural integrity and operational functionality.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eKey improvements included leveling approximately 12,000 square meters in the dock area, along with the removal of outdated concrete curbs and asphalt layers. The upgraded space now features high-resistance pavers designed to optimize water drainage and prevent pooling, ensuring safer and more efficient operations.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eMoreover, the Specialized Facility saw significant upgrades, including the leveling of key warehouse areas to facilitate smoother cargo handling processes.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eThese infrastructure improvements directly enhance the handling of TEUS (Twenty-foot Equivalent Unit containers), further demonstrating SSA Marine Mexico's unwavering commitment to continuous modernization, operational safety, and efficiency.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eWith these initiatives, SSA Marine Mexico is well-positioned to meet the growing demands of the global shipping industry while setting new standards in sustainable port operations.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eLINK:\u003c/span\u003e\u003ca href=\"https://www.ssamarine.mx/ssa-ing/index\" rel=\"noreferrer\" class=\"joc_admin__link\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e https://www.ssamarine.mx/ssa-ing/index\u003c/span\u003e\u003c/a\u003e\u003cbr\u003e\u003c/p\u003e","Author":"Sponsored by SSA Marine ","PhotoCutline":"Photo by SSA Marine Mexico","FeatureImageId":"e1447250-5fe7-43ba-a297-16b55e1dcd5f","FeatureImage":{"Id":"e1447250-5fe7-43ba-a297-16b55e1dcd5f","Name":"Cranes arrival to TEC I.png","Path":"/content-assets/1730488383359_Cranes arrival to TEC I.png","__typename":"File"},"Taxonomy":{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},"Redirects":[{"Path":"/ssa-marine-mexico-modernizes-facilities-with-15-million-investment-92549aa6","__typename":"Redirect"}],"EntityMetadata":{"CreatedAt":"1730488384752","__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\" dir=\"ltr\"\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":{"Id":"46","Name":"LTL","Redirects":[{"Path":"/surface/trucking-news/ltl","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},"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":"2","Name":"Surface","Menu":true,"MetaTitle":"Surface Transport News | Journal of Commerce","MetaDescription":"Explore the world of ground transport news - from trucks to railroads, intermodal connections, and port ties. 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