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srcSet="/images/phoenix/5948357_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5948357_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5948357_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5948357_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5948357_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5948357_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5948357_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5948357_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5948357_0.1.jpg?format=jpeg&w=3840"/></div><div class="HeroCard_content__qxm4g"><h1 class="Heading_heading__h8IMw Heading_bold__h_y9l Heading_dark__jmb5G" style="font-size:var(--font-size-jumbo-fluid)">‘Solidarity strike’ call by Dutch port union gets industry attention</h1><div class="HeroCard_meta__3Tb3n"><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Greg Knowler, Senior Editor Europe | </div></div><p class="HeroCard_description__Bty9i">A dispute over severance pay compensation has resulted in a series of walkouts by dockworkers at Rotterdam’s ECT Delta terminal over the past month, severely disrupting the handling of deep-sea vessels, regional feeder ship calls and inland-bound cargo.</p></div></div></a></div><div class="LatestNews_wrapper__cJxSN" data-cy="latest-news"><div class="LatestNews_column__3bFP2"><div><ul><li class="TopStory_item__w62rS"><a class="TopStory_story__R9CXh" href="/article/quebec-provides-new-funding-for-proposed-montreal-terminal-citing-us-trade-tensions-5947783"><div class="TopStory_wrapper__8q2mR"><img alt="Quebec provides new funding for proposed Montreal terminal, citing US trade tensions" loading="lazy" decoding="async" data-nimg="fill" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;object-fit:cover;color:transparent" sizes="100vw" srcSet="/images/phoenix/5947771_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5947771_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5947771_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5947771_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5947771_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5947771_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5947771_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5947771_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5947771_0.1.jpg?format=jpeg&w=3840"/></div><span class="TopStory_title__9EM8l">Quebec provides new funding for proposed Montreal terminal, citing US trade tensions</span></a></li><li class="TopStory_item__w62rS"><a class="TopStory_story__R9CXh" href="/article/us-policy-changes-could-threaten-breakbulk-volume-growth-for-ports-5947723"><div class="TopStory_wrapper__8q2mR"><img alt="US policy changes could threaten breakbulk volume growth for ports" loading="lazy" decoding="async" data-nimg="fill" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;object-fit:cover;color:transparent" sizes="100vw" srcSet="/images/phoenix/5947709_0.1.jpg?format=jpeg&w=640 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href="/article/regional-ltl-partnership-to-speed-service-linking-midwest-northeast-5947638"><div class="TopStory_wrapper__8q2mR"><img alt="Regional LTL partnership to speed service linking Midwest, Northeast" loading="lazy" decoding="async" data-nimg="fill" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;object-fit:cover;color:transparent" sizes="100vw" srcSet="/images/phoenix/5947637_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5947637_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5947637_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5947637_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5947637_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5947637_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5947637_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5947637_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5947637_0.1.jpg?format=jpeg&w=3840"/></div><span class="TopStory_title__9EM8l">Regional LTL partnership to speed service linking Midwest, Northeast</span></a></li><li class="TopStory_item__w62rS"><a class="TopStory_story__R9CXh" href="/article/trumps-expansionist-worldview-puts-us-maritime-interests-in-spotlight-5946935"><div class="TopStory_wrapper__8q2mR"><img alt="Trump’s expansionist worldview puts US maritime interests in spotlight" loading="lazy" decoding="async" data-nimg="fill" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;object-fit:cover;color:transparent" sizes="100vw" srcSet="/images/phoenix/5946898_0.1.jpeg?format=jpeg&w=640 640w, /images/phoenix/5946898_0.1.jpeg?format=jpeg&w=750 750w, /images/phoenix/5946898_0.1.jpeg?format=jpeg&w=828 828w, /images/phoenix/5946898_0.1.jpeg?format=jpeg&w=1080 1080w, /images/phoenix/5946898_0.1.jpeg?format=jpeg&w=1200 1200w, /images/phoenix/5946898_0.1.jpeg?format=jpeg&w=1920 1920w, /images/phoenix/5946898_0.1.jpeg?format=jpeg&w=2048 2048w, /images/phoenix/5946898_0.1.jpeg?format=jpeg&w=3840 3840w" 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/images/phoenix/5945833_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5945833_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5945833_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5945833_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5945833_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5945833_0.1.jpg?format=jpeg&w=3840"/></div><div class="VerticalCard_body__wUKqo"><h2 class="Heading_heading__h8IMw Heading_bold__h_y9l Heading_dark__jmb5G" style="font-size:var(--font-size-2);margin:0;margin-bottom:var(--spacing-xs)">Asia-Europe carriers dangle contract discounts before shippers: Xeneta</h2><div class="VerticalCard_meta__cGXrI"><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Greg Knowler, Senior Editor Europe | </div></div><p class="VerticalCard_description__pOSlS">Spot rates on the eastbound corridor are fast converging on long-term prices, and carriers want to lock in cargo owners ahead of a return to Red Sea transits and the resulting capacity 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Europe to refuse to handle ships diverted from Rotterdam’s Hutchison Ports-owned ECT Delta terminal has raised the specter of cross-border “solidarity strikes” that the shipping industry is watching closely. Intermittent strike action has taken place this month at the Rotterdam terminal. No reports have yet been received of dockworkers elsewhere refusing to handle ships diverted from the terminal, but Tim Seifert, a spokesman for ECT Delta customer Hapag-Lloyd, said the carrier was monitoring the situation. “It is a bit early to evaluate the precise impact of the strike [activity],” Seifert told the Journal of Commerce this week. “We are analyzing the situation and looking at a case-by-case basis to see whether it creates sense to deviate vessels or adjust rotations and hope that the parties involved will quickly reach an agreement in their negotiations.” A spokesperson for ECT Delta said labor action was ongoing, but “in the meantime ships are being handled.” The FNV dispute over severance pay compensation has resulted in a series of walkouts by dockworkers at the ECT Delta terminal in the Maasvlakte area over the past month, severely disrupting the handling of deep-sea vessels, regional feeder ship calls and inland-bound cargo. “This compensation is a crucial part of the collective labor agreement that we made on Jan. 30,” Asmae Hajjari, union leader of FNV Havens, said in a statement this week. “The fact that the shareholder of Hutchison Ports now suddenly refuses to provide this guarantee is unacceptable to us.” Frustrated by the response from the terminal owner, the union is attempting to mobilize support in the region against Hutchison Ports via the European Transport Federation (ETF). “The union has called on its European colleagues to show solidarity with the dock workers in the port of Rotterdam,” FNV said in the statement. “If ships destined for Hutchison [ECT Delta] divert to other ports, these ports have been called upon not to handle these ships because of contaminated work.” Last-minute port omissions Peter Sand, chief analyst at rate benchmarking platform Xeneta, said carriers were making “last-minute omissions” of Rotterdam but he had not seen proof of solidarity strikes in Europe based on the FNV call, adding that “it will be pretty disastrous” if such strikes were held. “At a point where record cargo volumes from Asia are reaching the terminals of Europe, the timing of rolling strikes in container terminals across France and now also at the Rotterdam terminal is really bad,” Sand said. Bart Kuipers, port economist at the Erasmus Centre for Urban, Port and Transport Economics in Rotterdam, said a coordinated approach by European unions was rare and usually related to a European policy measure, a global problem or a problem with a particular company, such as the Hutchison Ports terminal. “What is quite normal is that port unions in other ports show their solidarity, so delegations from all over the world can show up at meetings in a certain port,” Kuipers told the Journal of Commerce Friday, adding that port unions were organized in a global network and that Hajjari, the leader of the Rotterdam union, was well known in the US. Data from Container Trades Statistics (CTS) shows China-to-North Europe volumes in December increased 17.6% year over year to a one-month record of 835,000 TEUs. Those containers are currently arriving at Northern European ports, and combined with the bad weather and dockworker strikes, are contributing to congestion. Hanna Stelzel, director of containers at the Port of Rotterdam, said the end of December and the beginning of January were congested due to holiday closures and adverse weather conditions, including a prolonged period of heavy fog. “Provided that weather conditions remain stable, we anticipate a gradual improvement in the weather-related situation,” she said, although acknowledging the ratio of waiting ships to the number of ships in the port remained high. The average waiting time at Rotterdam was about 1.2 days on Feb. 15, with eight vessels waiting at anchorage to enter the port, down from 16 on Jan. 18, according to data from S\u0026P Global Commodity Insights. S\u0026P Global is the parent of Journal of Commerce. Kuehne + Nagel said on its SeaExplorer visibility platform that yard congestion in Rotterdam was high at 90% and berths were ”fully occupied for the next months.” Rotterdam World Gateway has stopped accepting empty containers into its yard as a precautionary measure, SeaExplorer noted. Rotterdam handled a total of 13.8 million TEUs in 2024, a 2.8% increase year over year, as rising wages and falling inflation led to increased demand for consumer goods and food, the port said in a statement Friday. Emergency measures at Antwerp The bottlenecks in Rotterdam and rolling strikes in French ports through February are adding to the volume being diverted to Antwerp-Bruges, contributing to rising congestion at Europe’s second-largest hub. Overflowing container yards after persistently high import volume from Asia have forced at least one terminal – Antwerp Gateway – to implement emergency measures to clear the backlogs of boxes. “Due to extreme yard congestion at Antwerp Gateway Terminal, the terminal has implemented immediate measures to prevent a full operational standstill,” Cosco Shipping told customers in an advisory Thursday. “Antwerp Gateway will not accept contingency discharge/transshipment for nearby ports, and import deliveries will be prioritized over export shipments,” the carrier added. Kuehne + Nagel said stacking capacity in the Antwerp terminal was fully utilized and export delivery truck slots were being cut to 30% to prioritize the swift removal of import containers. Intermodal operator Contargo warned customers this week that the average waiting times for the handling of its barges were 76 hours in Rotterdam and 84 hours in Antwerp, while carriers are reporting feeders experiencing delays of 72 hours. Port workers in France this month are holding four-hour stoppages on 10 separate days ending Feb. 24 at container ports across the country, severely disrupting handling operations. A 48-hour countrywide strike is planned for Feb. 26–28. Contact Greg Knowler at greg.knowler@spglobal.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eA call by Dutch union FNV Havens for ports in Europe to refuse to handle ships diverted from Rotterdam’s Hutchison Ports-owned ECT Delta terminal has raised the specter of cross-border “solidarity strikes” that the shipping industry is watching closely. Intermittent strike action has taken place this month at the Rotterdam terminal. \u003c/p\u003e\u003cp\u003eNo reports have yet been received of dockworkers elsewhere refusing to handle ships diverted from the terminal, but Tim Seifert, a spokesman for ECT Delta customer Hapag-Lloyd, said the carrier was monitoring the situation. \u003c/p\u003e\u003cp\u003e“It is a bit early to evaluate the precise impact of the strike [activity],” Seifert told the \u003ci\u003eJournal of Commerce\u003c/i\u003e this week. “We are analyzing the situation and looking at a case-by-case basis to see whether it creates sense to deviate vessels or adjust rotations and hope that the parties involved will quickly reach an agreement in their negotiations.” \u003c/p\u003e\u003cp\u003eA spokesperson for ECT Delta said labor action was ongoing, but “in the meantime ships are being handled.” \u003c/p\u003e\u003cp\u003eThe FNV dispute over severance pay compensation has resulted in a series of walkouts by dockworkers at the ECT Delta terminal in the Maasvlakte area over the past month, severely disrupting the handling of deep-sea vessels, regional feeder ship calls and inland-bound cargo. \u003c/p\u003e\u003cp\u003e“This compensation is a crucial part of the collective labor agreement that we made on Jan. 30,” Asmae Hajjari, union leader of FNV Havens, said in a statement this week. “The fact that the shareholder of Hutchison Ports now suddenly refuses to provide this guarantee is unacceptable to us.” \u003c/p\u003e\u003cp\u003eFrustrated by the response from the terminal owner, the union is attempting to mobilize support in the region against Hutchison Ports via the European Transport Federation (ETF). \u003c/p\u003e\u003cp\u003e“The union has called on its European colleagues to show solidarity with the dock workers in the port of Rotterdam,” FNV said in the statement. “If ships destined for Hutchison [ECT Delta] divert to other ports, these ports have been called upon not to handle these ships because of contaminated work.” \u003c/p\u003e\u003ch3\u003eLast-minute port omissions \u003c/h3\u003e\u003cp\u003ePeter Sand, chief analyst at rate benchmarking platform Xeneta, said carriers were making “last-minute omissions” of Rotterdam but he had not seen proof of solidarity strikes in Europe based on the FNV call, adding that “it will be pretty disastrous” if such strikes were held. \u003c/p\u003e\u003cp\u003e“At a point where record cargo volumes from Asia are reaching the terminals of Europe, the timing of rolling strikes in container terminals across France and now also at the Rotterdam terminal is really bad,” Sand said. \u003c/p\u003e\u003cp\u003eBart Kuipers, port economist at the Erasmus Centre for Urban, Port and Transport Economics in Rotterdam, said a coordinated approach by European unions was rare and usually related to a European policy measure, a global problem or a problem with a particular company, such as the Hutchison Ports terminal. \u003c/p\u003e\u003cp\u003e“What is quite normal is that port unions in other ports show their solidarity, so delegations from all over the world can show up at meetings in a certain port,” Kuipers told the \u003ci\u003eJournal of Commerce\u003c/i\u003e Friday, adding that port unions were organized in a global network and that Hajjari, the leader of the Rotterdam union, was well known in the US. \u003c/p\u003e\u003cp\u003eData from Container Trades Statistics (CTS) shows China-to-North Europe volumes in December increased 17.6% year over year to a one-month record of 835,000 TEUs. Those containers are currently arriving at Northern European ports, and combined with the bad weather and dockworker strikes, are contributing to congestion. \u003c/p\u003e\u003cdiv class=\"wrapper-narrow\"\u003e\u003cdynamic-object type=\"jocchartid\" resource-id=\"f2ae9325-09af-4083-88a9-7a7e77dc7061\"\u003e\u003c/dynamic-object\u003e\u003c/div\u003e\u003cp\u003eHanna Stelzel, director of containers at the Port of Rotterdam, said the end of December and the beginning of January were congested due to holiday closures and adverse weather conditions, including a prolonged period of heavy fog. \u003c/p\u003e\u003cp\u003e“Provided that weather conditions remain stable, we anticipate a gradual improvement in the weather-related situation,” she said, although acknowledging the ratio of waiting ships to the number of ships in the port remained high. \u003c/p\u003e\u003cp\u003eThe average waiting time at Rotterdam was about 1.2 days on Feb. 15, with eight vessels waiting at anchorage to enter the port, down from 16 on Jan. 18, according to data from S\u0026amp;P Global Commodity Insights. S\u0026amp;P Global is the parent of \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003eKuehne + Nagel said on its SeaExplorer visibility platform that yard congestion in Rotterdam was high at 90% and berths were ”fully occupied for the next months.” Rotterdam World Gateway has stopped accepting empty containers into its yard as a precautionary measure, SeaExplorer noted. \u003c/p\u003e\u003cp\u003eRotterdam handled a total of 13.8 million TEUs in 2024, a 2.8% increase year over year, as rising wages and falling inflation led to increased demand for consumer goods and food, the port said in a statement Friday. \u003c/p\u003e\u003ch3\u003eEmergency measures at Antwerp \u003c/h3\u003e\u003cp\u003eThe bottlenecks in Rotterdam and rolling strikes in French ports through February are adding to the volume being diverted to Antwerp-Bruges, contributing to rising congestion at Europe’s second-largest hub. \u003c/p\u003e\u003cp\u003eOverflowing container yards after persistently high import volume from Asia have forced at least one terminal – Antwerp Gateway – to implement emergency measures to clear the backlogs of boxes. \u003c/p\u003e\u003cp\u003e“Due to extreme yard congestion at Antwerp Gateway Terminal, the terminal has implemented immediate measures to prevent a full operational standstill,” Cosco Shipping told customers in an advisory Thursday. \u003c/p\u003e\u003cp\u003e“Antwerp Gateway will not accept contingency discharge/transshipment for nearby ports, and import deliveries will be prioritized over export shipments,” the carrier added. \u003c/p\u003e\u003cp\u003eKuehne + Nagel said stacking capacity in the Antwerp terminal was fully utilized and export delivery truck slots were being cut to 30% to prioritize the swift removal of import containers. \u003c/p\u003e\u003cp\u003eIntermodal operator Contargo warned customers this week that the average waiting times for the handling of its barges were 76 hours in Rotterdam and 84 hours in Antwerp, while carriers are reporting feeders experiencing delays of 72 hours. \u003c/p\u003e\u003cp\u003ePort workers in France this month are holding four-hour stoppages on 10 separate days ending Feb. 24 at container ports across the country, severely disrupting handling operations. A 48-hour countrywide strike is planned for Feb. 26–28. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Greg Knowler at \u003c/i\u003e\u003ca href=\"mailto:greg.knowler@spglobal.com\"\u003e\u003ci\u003egreg.knowler@spglobal.com\u003c/i\u003e\u003c/a\u003e\u003ci\u003e.\u003c/i\u003e \u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Hutchison Ports’ ECT Delta terminal has been facing a series of work stoppages this month. Photo credit: Aerovista Luchtfotografie / Shutterstock.com. ","EventDate":null,"__typename":"Metadata"},"ModDate":"1740157274457","Taxonomy":{"MainCategory":[{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"9","Name":"Container Shipping News","Redirects":[{"Path":"/maritime/container-shipping-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"34","Name":"Container lines","Redirects":[{"Path":"/maritime/container-shipping-news/container-lines","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"37","Name":"Asia-Europe","Redirects":[{"Path":"/maritime/container-shipping-news/asia-europe","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"ContentType":"ARTICLE","__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Greg Knowler, Senior Editor Europe","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1740152294000","TitlePlainText":"‘Solidarity strike’ call by Dutch port union gets industry attention","Published":true,"Redirects":[{"Path":"/article/solidarity-strike-call-by-dutch-port-union-gets-industry-attention-5948375","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eA dispute over severance pay compensation has resulted in a series of walkouts by dockworkers at Rotterdam’s ECT Delta terminal over the past month, severely disrupting the handling of deep-sea vessels, regional feeder ship calls and inland-bound cargo.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"A dispute over severance pay compensation has resulted in a series of walkouts by dockworkers at Rotterdam’s ECT Delta terminal over the past month, severely disrupting the handling of deep-sea vessels, regional feeder ship calls and inland-bound cargo.","__typename":"Document"},{"Id":"5947783_JournalOfCommerce","Attachments":[{"FileName":"5947771_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"Quebec’s government is putting C$130 million (US$92 million) into a proposed container gateway north of the Port of Montreal, saying the port has reached capacity and that tensions with the US necessitate the need for additional trade lanes outside of North America. The provincial government said this week it provided the funds to the Montreal Port Authority (MPA) for the Contrecoeur project, a proposed 1.15 million-TEU terminal that would be developed about 43 miles up the St. Lawrence River from Montreal. The project has been marked by on and off starts since Quebec first provided C$55 million in funding in 2021 , following a C$300 million investment from Canada’s infrastructure bank in 2019. In the two years following that initial investment, the MPA sought a concessionaire to fund part of the terminal’s C$1.5 billion estimated cost in return for operating the terminal, hoping to break ground last year. But the MPA had trouble finding a partner willing to shoulder the additional cost of the project, a greenfield site that also requires extensive dredging and shoring up portions of the St. Lawrence River. The MPA said it was looking to restructure the project by taking on more of the risk and finding a new concessionaire. In 2023, it also secured another C$150 million from the Canadian government’s infrastructure fund. In Monday’s funding announcement, the office of Quebec’s Premier Francois Legault said that Contrecoeur was necessary because the Montreal port “has reached the maximum capacity of its facilities.” The statement said that the terminal should be commissioned in 2029. Legault also noted that the current political climate between Canada and the US was another reason for building Contrecoeur. President Donald Trump has threatened Canada with tariffs, along with musing about its annexation by the United States. “In the current context, it is more essential than ever to strengthen Québec’s competitiveness and diversify our markets to reduce our dependence on the United States,” Legault said. Contact Michael Angell at michael.angell@spglobal.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eQuebec’s government is putting C$130 million (US$92 million) into a proposed container gateway north of the Port of Montreal, saying the port has reached capacity and that tensions with the US necessitate the need for additional trade lanes outside of North America. \u003c/p\u003e\u003cp\u003eThe provincial government said this week it provided the funds to the Montreal Port Authority (MPA) for the Contrecoeur project, a proposed 1.15 million-TEU terminal that would be developed about 43 miles up the St. Lawrence River from Montreal. \u003c/p\u003e\u003cp\u003eThe project has been marked by on and off starts since \u003ca href=\"https://www.joc.com/article/quebec-awards-43-million-to-planned-montreal-terminal-5250985\"\u003eQuebec first provided C$55 million in funding in 2021\u003c/a\u003e, following a C$300 million investment from Canada’s infrastructure bank in 2019. \u003c/p\u003e\u003cp\u003eIn the two years following that initial investment, \u003ca href=\"https://www.joc.com/article/montreal-port-gets-federal-funds-for-mega-terminal-after-operators-balk-at-risk-5222977\"\u003ethe MPA sought a concessionaire\u003c/a\u003e to fund part of the terminal’s C$1.5 billion estimated cost in return for operating the terminal, hoping to break ground last year. \u003c/p\u003e\u003cp\u003eBut the MPA had trouble finding a partner willing to shoulder the additional cost of the project, a greenfield site that also requires extensive dredging and shoring up portions of the St. Lawrence River. \u003c/p\u003e\u003cp\u003eThe MPA said it was looking to restructure the project by taking on more of the risk and finding a new concessionaire. In 2023, it also secured another C$150 million from the Canadian government’s infrastructure fund. \u003c/p\u003e\u003cp\u003eIn Monday’s funding announcement, the office of Quebec’s Premier Francois Legault said that Contrecoeur was necessary because the Montreal port “has reached the maximum capacity of its facilities.” The statement said that the terminal should be commissioned in 2029. \u003c/p\u003e\u003cp\u003eLegault also noted that the current political climate between Canada and the US was another reason for building Contrecoeur. President Donald Trump has threatened Canada with tariffs, along with musing about its annexation by the United States. \u003c/p\u003e\u003cp\u003e“In the current context, it is more essential than ever to strengthen Québec’s competitiveness and diversify our markets to reduce our dependence on the United States,” Legault said. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Michael Angell at \u003c/i\u003e\u003ca href=\"mailto:michael.angell@spglobal.com \"\u003e\u003ci\u003emichael.angell@spglobal.com\u003c/i\u003e\u003c/a\u003e.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":" The start of the Contrecoeur terminal project has been delayed due to difficulties in finding a private partner willing to share its costs. Photo credit: Montreal Port Authority.","EventDate":null,"__typename":"Metadata"},"ModDate":"1740085518790","Taxonomy":{"MainCategory":[{"Id":"42","Name":"North American ports","Redirects":[{"Path":"/maritime/port-news/north-american-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"40","Name":"Port infrastructure","Redirects":[{"Path":"/maritime/port-news/port-infrastructure","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"43","Name":"Marine terminals","Redirects":[{"Path":"/maritime/port-news/marine-terminals","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"ContentType":"ARTICLE","__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Michael Angell, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1740083354000","TitlePlainText":"Quebec provides new funding for proposed Montreal terminal, citing US trade tensions","Published":true,"Redirects":[{"Path":"/article/quebec-provides-new-funding-for-proposed-montreal-terminal-citing-us-trade-tensions-5947783","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe provincial government is looking to reignite the long-delayed Contrecoeur project, saying Montreal needs more capacity and new trade partners. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The provincial government is looking to reignite the long-delayed Contrecoeur project, saying Montreal needs more capacity and new trade partners.","__typename":"Document"},{"Id":"5947723_JournalOfCommerce","Attachments":[{"FileName":"5947709_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"Southeastern US ports anticipate growth in 2025 despite looming steel tariffs and energy policy changes that could shake up the US breakbulk and project cargo sector. At a Feb. 12 address, Georgia Ports President and CEO Griff Lynch announced that the Port of Brunswick has claimed the top spot as the busiest US port for automobiles and heavy equipment, handling over 2 million tons of roll-on/roll-off (ro-ro) cargo in 2024 following the completion of $262 million in improvements to the port. In becoming the leading US auto port, Brunswick surpasses the Port of Baltimore, which shut down for an extended period following the deadly collapse of the Francis Scott Key Bridge in March 2024 after it was hit by a container ship . The Port of Brunswick handled 901,912 units of automobiles in 2024, up 13.3% from the previous year, according to port data. It’s likely Brunswick benefited to some extent from cargo diversions from Baltimore, whose handling of automobiles dropped 11% last year to under 750,000 units. US President Donald Trump on Feb. 18 announced plans to impose tariffs of approximately 25% on automobile imports. According to the Port of Brunswick, US-made exports account for over 90% of autos moved by rail at the port’s Colonel Island Terminal. Steel, wind drive Houston activity US policy changes could alter cargo activity for some key commodities at Port Houston, the nation’s largest breakbulk and project cargo complex, following a busy 2024 for multiple segments. Steel accounted for about three-fourths of annual breakbulk volumes at the port in 2024, which recorded its second-highest steel volume in five years and third-highest in the last decade. On Feb. 11, Trump announced plans to impose 25% tariffs on steel and aluminum. Meanwhile, the port recorded triple-digit growth for wind power equipment volumes amid growing demands across Texas, the nation’s largest producer of wind energy. Upon taking office, Trump issued an executive order halting new federal leases for offshore wind projects, while his administration has shifted its focus to fossil fuel production. John Mosley, chief commercial officer for Port Houston, told the Journal of Commerce that the port is monitoring ongoing changes in international trade tariff policies and how they might affect the region. The port is also planning $85 million in improvements to its multipurpose facilities over the next five years. “Looking ahead, we will approach our work as we always have,” he said. Mosley said steel volumes at Port Houston were strong in 2023 and 2024, with cargo reaching 4.5 million tons in 2024, a 1% increase over 2023. Asian and South American countries account for 76% of Houston’s steel imports as the port is a key destination for steel cargo from South Korea (34%), Vietnam (11%) Japan (10%), China (11%) and Brazil (10%), Mosley said, citing Port Houston data. Wind power equipment moving through Port Houston’s facilities totaled 1,300 tons, a 680% increase over 2023, according to port data provided to the Journal of Commerce. “Some of that shift can be attributed to expanding wind energy capacity in Texas by 2.5 gigawatts [GW] through the first half of 2024,” Mosley said, citing US Energy Information Administration data. Plywood cargo activity is on track to grow in 2025 to meet rising construction demand, Mosley said. Plywood volumes reached 97,634 tons in 2024, a 388% increase over the previous year. The public terminals managed by Houston’s port authority recorded 5.4 million tons in overall breakbulk and project cargo volume in 2024, up 0.5% from 2023, according to port data provided to the Journal of Commerce. Mosley said a small increase in steel imports of tubular goods used for oil and gas drilling helped carry the year forward. LNG powers project cargo boost Steel imports and project cargo volumes are set to keep pace with 2024 growth at the Port of New Orleans, Janine Mansour, the port’s director of trade development, told the Journal of Commerce. Cargo volumes of steel, the port’s largest breakbulk commodity, grew 2% in 2024 to 740,498 tons, according to Port of New Orleans data, and Mansour said those levels should continue through 2025. Project cargo volume increased 50% to 50,912 tons in 2024 on movement of cargo for the $13.2 billion Venture Global liquefied natural gas (LNG) export facility project in Plaquemines Parish, about 20 miles south of New Orleans, Mansour said. “Venture Global Plaquemines phase two is still in construction and a significant driver on project cargo, as well as import cement,” she said. In another growth area for the port, lumber imports for 2024 grew to 56,200 tons, a 132% increase over the previous year. Total volumes of bagged cargo — which include commodities such as cement, sugar, ferroalloys and coffee — fell 43% to 83,976 tons for the year, with volumes expected to remain the same in 2025. Mansour said the port has received inquiries on bagged cargo from the eastern coast of South America. “We see import cement in bags as a strong growth opportunity,” she said. Total breakbulk and project cargo tonnage last year in New Orleans slipped to 1.2 million tons, 1.6% lower from 2023. “No additional spillover or significant changes are expected in 2025,” Mansour said. Contact Autumn Cafiero Giusti at autumn@autumngiusti.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eSoutheastern US ports anticipate growth in 2025 despite looming steel tariffs and energy policy changes that could shake up the US breakbulk and project cargo sector. \u003c/p\u003e\u003cp\u003eAt a Feb. 12 address, Georgia Ports President and CEO Griff Lynch announced that the Port of Brunswick has claimed the top spot as the busiest US port for automobiles and heavy equipment, handling over 2 million tons of roll-on/roll-off (ro-ro) cargo in 2024 following the completion of $262 million in improvements to the port.\u003c/p\u003e\u003cp\u003eIn becoming the leading US auto port, Brunswick surpasses the Port of Baltimore, which shut down for an extended period following the deadly collapse of the Francis Scott Key Bridge in March 2024 \u003ca href=\"https://www.joc.com/article/no-timeline-for-baltimore-port-reopening-following-bridge-collapse-5234333\"\u003eafter it was hit by a container ship\u003c/a\u003e. \u003c/p\u003e\u003cp\u003eThe Port of Brunswick handled 901,912 units of automobiles in 2024, up 13.3% from the previous year, according to port data. It’s likely Brunswick benefited to some extent from cargo diversions from Baltimore, whose handling of automobiles dropped 11% last year to under 750,000 units. \u003c/p\u003e\u003cp\u003eUS President Donald Trump on Feb. 18 announced plans to impose tariffs of approximately 25% on automobile imports. According to the Port of Brunswick, US-made exports account for over 90% of autos moved by rail at the port’s Colonel Island Terminal.\u003c/p\u003e\u003ch3\u003eSteel, wind drive Houston activity\u003c/h3\u003e\u003cp\u003eUS policy changes could alter cargo activity for some key commodities at Port Houston, the nation’s largest breakbulk and project cargo complex, following a busy 2024 for multiple segments. \u003c/p\u003e\u003cp\u003eSteel accounted for about three-fourths of annual breakbulk volumes at the port in 2024, which recorded its second-highest steel volume in five years and third-highest in the last decade. On Feb. 11, Trump announced plans to impose 25% tariffs on steel and aluminum.\u003c/p\u003e\u003cp\u003eMeanwhile, the port recorded triple-digit growth for wind power equipment volumes amid growing demands across Texas, the nation’s largest producer of wind energy. Upon taking office, Trump issued an executive order halting new federal leases for offshore wind projects, while his administration has shifted its focus to fossil fuel production. \u003c/p\u003e\u003cp\u003eJohn Mosley, chief commercial officer for Port Houston, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e that the port is monitoring ongoing changes in international trade tariff policies and how they might affect the region. The port is also planning $85 million in improvements to its multipurpose facilities over the next five years.\u003c/p\u003e\u003cp\u003e“Looking ahead, we will approach our work as we always have,” he said. \u003c/p\u003e\u003cp\u003eMosley said steel volumes at Port Houston were strong in 2023 and 2024, with cargo reaching 4.5 million tons in 2024, a 1% increase over 2023.\u003c/p\u003e\u003cp\u003eAsian and South American countries account for 76% of Houston’s steel imports as the port is a key destination for steel cargo from South Korea (34%), Vietnam (11%) Japan (10%), China (11%) and Brazil (10%), Mosley said, citing Port Houston data. \u003c/p\u003e\u003cp\u003eWind power equipment moving through Port Houston’s facilities totaled 1,300 tons, a 680% increase over 2023, according to port data provided to the \u003ci\u003eJournal of Commerce.\u003c/i\u003e “Some of that shift can be attributed to expanding wind energy capacity in Texas by 2.5 gigawatts [GW] through the first half of 2024,” Mosley said, citing US Energy Information Administration data. \u003c/p\u003e\u003cp\u003ePlywood cargo activity is on track to grow in 2025 to meet rising construction demand, Mosley said. Plywood volumes reached 97,634 tons in 2024, a 388% increase over the previous year.\u003c/p\u003e\u003cp\u003eThe public terminals managed by Houston’s port authority recorded 5.4 million tons in overall breakbulk and project cargo volume in 2024, up 0.5% from 2023, according to port data provided to the \u003ci\u003eJournal of Commerce\u003c/i\u003e. Mosley said a small increase in steel imports of tubular goods used for oil and gas drilling helped carry the year forward. \u003c/p\u003e\u003ch3\u003eLNG powers project cargo boost\u003c/h3\u003e\u003cp\u003eSteel imports and project cargo volumes are set to keep pace with 2024 growth at the Port of New Orleans, Janine Mansour, the port’s director of trade development, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003eCargo volumes of steel, the port’s largest breakbulk commodity, grew 2% in 2024 to 740,498 tons, according to Port of New Orleans data, and Mansour said those levels should continue through 2025.\u003c/p\u003e\u003cp\u003eProject cargo volume increased 50% to 50,912 tons in 2024 on movement of cargo for the $13.2 billion Venture Global liquefied natural gas (LNG) export facility project in Plaquemines Parish, about 20 miles south of New Orleans, Mansour said. \u003c/p\u003e\u003cp\u003e“Venture Global Plaquemines phase two is still in construction and a significant driver on project cargo, as well as import cement,” she said.\u003c/p\u003e\u003cp\u003eIn another growth area for the port, lumber imports for 2024 grew to 56,200 tons, a 132% increase over the previous year. \u003c/p\u003e\u003cp\u003eTotal volumes of bagged cargo — which include commodities such as cement, sugar, ferroalloys and coffee — fell 43% to 83,976 tons for the year, with volumes expected to remain the same in 2025. Mansour said the port has received inquiries on bagged cargo from the eastern coast of South America.\u003c/p\u003e\u003cp\u003e“We see import cement in bags as a strong growth opportunity,” she said.\u003c/p\u003e\u003cp\u003eTotal breakbulk and project cargo tonnage last year in New Orleans slipped to 1.2 million tons, 1.6% lower from 2023. “No additional spillover or significant changes are expected in 2025,” Mansour said. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Autumn Cafiero Giusti at \u003c/i\u003e\u003ca href=\"mailto:autumn@autumngiusti.com\"\u003e\u003ci\u003eautumn@autumngiusti.com\u003c/i\u003e\u003c/a\u003e\u003ci\u003e.\u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Asian and South American countries account for 76% of Port Houston’s steel imports. Photo credit: Port Houston.","EventDate":null,"__typename":"Metadata"},"ModDate":"1740085095403","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"41","Name":"Breakbulk ports","Redirects":[{"Path":"/maritime/port-news/breakbulk-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"42","Name":"North American ports","Redirects":[{"Path":"/maritime/port-news/north-american-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"ContentType":"ARTICLE","__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Autumn Cafiero Giusti, Special Correspondent","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1740076214000","TitlePlainText":"US policy changes could threaten breakbulk volume growth for ports","Published":true,"Redirects":[{"Path":"/article/us-policy-changes-could-threaten-breakbulk-volume-growth-for-ports-5947723","__typename":"Redirect"},{"Path":"/article/us-policy-changes-loom-over-breakbulk-volume-wins-for-ports-5947723","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eRobust automobile, steel and wind power equipment movements in 2024 put US ports on a strong footing, but tariffs and a shift in government priorities could temper progress this year.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Robust automobile, steel and wind power equipment movements in 2024 put US ports on a strong footing, but tariffs and a shift in government priorities could temper progress this year.","__typename":"Document"},{"Id":"5947705_JournalOfCommerce","Attachments":[{"FileName":"5947688_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"The Port of Oakland’s new five-year strategic growth plan lays out an ambitious program to modernize cargo-handling infrastructure and transloading capacity, a strategy that is intended to grow containerized imports at a gateway that is geared toward exports. The five-year strategic plan that was approved on Feb. 10 by Oakland’s Board of Port Commissioners focuses on key infrastructure projects including widening of its turning basins to enable uninterrupted two-way vessel traffic, redevelopment of the defunct Howard Terminal for maritime support activities and continued redevelopment of a former Army base for warehousing and rail-to-container transloading activities. Mike Jacob, president of the Pacific Merchant Shipping Association (PMSA), which represents terminal operators and shipping lines on the West Coast, said Oakland’s strategic plan is generally on target in that it will make the Northern California gateway more attractive to importers and carriers on the trans-Pacific trade. “The port needs to be more competitive in the import space,” Jacob said. The trans-Pacific trade has always been weak in exports compared with imports, and exports could weaken further if the US incurs retaliatory tariffs from Asian trading partners, he noted. Data shows Oakland lagging other ports on the West Coast when it comes to imports from Asia. The Southern California port complex of Los Angeles and Long Beach and the Northwest Seaport Alliance of Seattle and Tacoma had near-record years in 2024 for Asia imports, with year-on-year gains of 24.2% and 28.4%, respectively, according to PIERS, a Journal of Commerce sister product within S\u0026P Global. In Oakland, Asian imports increased 13.2%. More than 75% of the laden containers handled in Los Angeles-Long Beach are imports, whereas in Oakland laden imports account for 55% of the boxes handled, according to statistics on the ports’ websites. Oakland seeking first-call inbound service Imports attract first-call inbound services in the trans-Pacific. Vessels in Pacific Southwest services from Asia call first in Los Angeles-Long Beach, where about 80% of the containers are discharged. The vessels then call in Oakland to handle the remaining 20% of the containers. Ships are topped off primarily with agricultural exports from California’s Central Valley and protein (meat) products railed to Oakland from the Midwest. Oakland has no first-call inbound services from Asia. Bryan Brandes, Oakland’s maritime director, said the port is pursuing first-call inbound services, adding that an announcement could come in 2026. Among the goals outlined in Oakland’s strategic plan are capturing market growth and expanding the port’s economic base, while modernizing and upgrading infrastructure to support that growth, Brandes said. The project to widen Oakland’s Inner and Outer Harbor turning basins to allow the largest vessels deployed in the trans-Pacific to enter and leave the port without restrictions has been planned for several years and is progressing through the permitting process. The port is targeting 2027 to begin construction and 2029 as the completion date, said port COO Kristi McKenney. When completed, vessels will be able to enter and exit the port 24 hours a day without regard to the tidal variations they face now. This is critical to keeping vessel strings in the trans-Pacific on schedule, McKenney said. Development projects on tap Redevelopment of Howard Terminal for maritime and trucking-related activities is back on track after five years of being held up due to plans by investors to build a stadium for the Oakland A’s baseball team . That consideration went away in 2023 when the team’s owners chose to relocate the A’s and purchased land in Las Vegas for a baseball stadium. Although the Howard site is too small to support a modern container terminal, its location within the harbor is well-suited for support activities such as the overnight staging of trucks and containers. Eleven potential investors responded to the port’s “request for quote” (RFQ) for the site, McKenney said, adding the port authority will take about six months to “see what’s rising to the top” from the potential developers before moving forward. The 160-acre former Army base adjacent to the port is now a logistics center known as the Gateway Industrial District that has been under development for the past five years since road and rail improvements were completed. Warehouses, rail-to-container transloading facilities for exports and equipment storage are being developed, all of which will create synergy between importers and exporters, Brandes said. “Every exporter needs a box from an importer,” he said. Oakland is committed to continue developing green initiatives such as electrical charging infrastructure for EV trucks and cargo-handling equipment at marine terminals. The port is assisting the private sector in these areas primarily through grant funding from state and federal sources, McKenney said. Contact Bill Mongelluzzo at bill.mongelluzzo@spglobal.com","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eThe Port of Oakland’s new five-year strategic growth plan lays out an ambitious program to modernize cargo-handling infrastructure and transloading capacity, a strategy that is intended to grow containerized imports at a gateway that is geared toward exports. \u003c/p\u003e\u003cp\u003eThe five-year strategic plan that was approved on Feb. 10 by Oakland’s Board of Port Commissioners focuses on key infrastructure projects including widening of its turning basins to enable uninterrupted two-way vessel traffic, redevelopment of the defunct Howard Terminal for maritime support activities and continued redevelopment of a former Army base for warehousing and rail-to-container transloading activities. \u003c/p\u003e\u003cp\u003eMike Jacob, president of the Pacific Merchant Shipping Association (PMSA), which represents terminal operators and shipping lines on the West Coast, said Oakland’s strategic plan is generally on target in that it will make the Northern California gateway more attractive to importers and carriers on the trans-Pacific trade. \u003c/p\u003e\u003cp\u003e“The port needs to be more competitive in the import space,” Jacob said. The trans-Pacific trade has always been weak in exports compared with imports, and exports could weaken further if the US incurs retaliatory tariffs from Asian trading partners, he noted. \u003c/p\u003e\u003cp\u003eData shows Oakland lagging other ports on the West Coast when it comes to imports from Asia. \u003c/p\u003e\u003cp\u003eThe Southern California port complex of Los Angeles and Long Beach and the Northwest Seaport Alliance of Seattle and Tacoma had near-record years in 2024 for Asia imports, with year-on-year gains of 24.2% and 28.4%, respectively, according to PIERS, a \u003ci\u003eJournal of Commerce\u003c/i\u003e sister product within S\u0026amp;P Global. In Oakland, Asian imports increased 13.2%. \u003c/p\u003e\u003cp\u003eMore than 75% of the laden containers handled in Los Angeles-Long Beach are imports, whereas in Oakland laden imports account for 55% of the boxes handled, according to statistics on the ports’ websites. \u003c/p\u003e\u003ch3\u003eOakland seeking first-call inbound service\u003c/h3\u003e\u003cp\u003eImports attract first-call inbound services in the trans-Pacific. Vessels in Pacific Southwest services from Asia call first in Los Angeles-Long Beach, where about 80% of the containers are discharged. The vessels then call in Oakland to handle the remaining 20% of the containers. Ships are topped off primarily with agricultural exports from California’s Central Valley and protein (meat) products railed to Oakland from the Midwest. Oakland has no first-call inbound services from Asia. \u003c/p\u003e\u003cdiv class=\"wrapper-narrow\"\u003e\u003cdynamic-object type=\"jocchartid\" resource-id=\"4e002908-4b97-4403-abc6-17a31473ce27\"\u003e\u003c/dynamic-object\u003e\u003c/div\u003e\u003cp\u003eBryan Brandes, Oakland’s maritime director, said the port is pursuing first-call inbound services, adding that an announcement could come in 2026. \u003c/p\u003e\u003cp\u003eAmong the goals outlined in Oakland’s strategic plan are capturing market growth and expanding the port’s economic base, while modernizing and upgrading infrastructure to support that growth, Brandes said. \u003c/p\u003e\u003cp\u003eThe project to widen Oakland’s Inner and Outer Harbor turning basins to allow the largest vessels deployed in the trans-Pacific to enter and leave the port without restrictions has been planned for several years and is progressing through the permitting process. \u003c/p\u003e\u003cp\u003eThe port is targeting 2027 to begin construction and 2029 as the completion date, said port COO Kristi McKenney. When completed, vessels will be able to enter and exit the port 24 hours a day without regard to the tidal variations they face now. This is critical to keeping vessel strings in the trans-Pacific on schedule, McKenney said. \u003c/p\u003e\u003ch3\u003eDevelopment projects on tap\u003c/h3\u003e\u003cp\u003eRedevelopment of Howard Terminal for maritime and trucking-related activities is back on track after five years of being held up due to \u003ca href=\"https://www.joc.com/article/oaklands-howard-terminal-eyes-redevelopment-after-ballpark-proposal-strikes-out-5234580\"\u003eplans by investors to build a stadium for the Oakland A’s baseball team\u003c/a\u003e. That consideration went away in 2023 when the team’s owners chose to relocate the A’s and purchased land in Las Vegas for a baseball stadium. \u003c/p\u003e\u003cp\u003eAlthough the Howard site is too small to support a modern container terminal, its location within the harbor is well-suited for support activities such as the overnight staging of trucks and containers. Eleven potential investors responded to the port’s “request for quote” (RFQ) for the site, McKenney said, adding the port authority will take about six months to “see what’s rising to the top” from the potential developers before moving forward. \u003c/p\u003e\u003cp\u003eThe 160-acre former Army base adjacent to the port is now a logistics center known as the Gateway Industrial District that has been under development for the past five years since road and rail improvements were completed. Warehouses, rail-to-container transloading facilities for exports and equipment storage are being developed, all of which will create synergy between importers and exporters, Brandes said. \u003c/p\u003e\u003cp\u003e“Every exporter needs a box from an importer,” he said. \u003c/p\u003e\u003cp\u003eOakland is committed to continue developing green initiatives such as electrical charging infrastructure for EV trucks and cargo-handling equipment at marine terminals. The port is assisting the private sector in these areas primarily through grant funding from state and federal sources, McKenney said. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Bill Mongelluzzo at \u003c/i\u003e\u003ca href=\"mailto:bill.mongelluzzo@spglobal.com\"\u003e\u003ci\u003ebill.mongelluzzo@spglobal.com\u003c/i\u003e\u003c/a\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"The Port of Oakland lagged other West Coast ports in 2024 when it came to growth in imports from Asia. Photo credit: Pandora Pictures / Shutterstock.com.","EventDate":null,"__typename":"Metadata"},"ModDate":"1740074416940","Taxonomy":{"MainCategory":[{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"9","Name":"Container Shipping News","Redirects":[{"Path":"/maritime/container-shipping-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"10","Name":"Port News","Redirects":[{"Path":"/maritime/port-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"40","Name":"Port infrastructure","Redirects":[{"Path":"/maritime/port-news/port-infrastructure","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"42","Name":"North American ports","Redirects":[{"Path":"/maritime/port-news/north-american-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"43","Name":"Marine terminals","Redirects":[{"Path":"/maritime/port-news/marine-terminals","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"ContentType":"ARTICLE","__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Bill Mongelluzzo, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1740072254000","TitlePlainText":"Oakland pins growth on attracting imports, first-call inbound service","Published":true,"Redirects":[{"Path":"/article/oakland-pins-growth-on-attracting-imports-first-call-inbound-service-5947705","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe port’s recently approved five-year strategic plan details infrastructure, transloading and maritime support activities that it hopes will spur cargo growth by making the Northern California gateway more attractive to importers.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The port’s recently approved five-year strategic plan details infrastructure, transloading and maritime support activities that it hopes will spur cargo growth by making the Northern California gateway more attractive to importers.","__typename":"Document"},{"Id":"5947638_JournalOfCommerce","Attachments":[{"FileName":"5947637_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"Regional less-than-truckload (LTL) carriers in the US are redrawing their service maps by buying new terminals, merging with competitors and forming partnerships to build density in their freight networks and offer their shipper customers more services to more locations. Two of the largest US regional LTL providers, Dayton Freight Lines and A. Duie Pyle, on Tuesday said they would partner to expand their service territories, with A. Duie Pyle gaining next-day lanes throughout Ohio and Dayton pushing into Pennsylvania. The partnership follows the purchase of Ohio-based Sutton Transport by Pittsburgh-based Pitt Ohio and smaller deals that are consolidating LTL regional capacity in the Midwest, such as the acquisition of RMX Freight Systems last year by Moran Transportation . Pyle and Dayton have been partners since 2003, exchanging two-day shipments at Pyle’s Streetsboro, Ohio, terminals and Dayton’s Cleveland service center. The new initiative upgrades two-day service to next-day, meeting shipper demand for faster transit. For Pyle, increased LTL competition made the need to expand into Ohio clear, said John Luciani, chief operating officer of the West Chester, Pennsylvania-based company. “We needed to provide overnight service from New Jersey to the state of Ohio,” Luciani said. “There’s competition providing overnight service, so we were at a disadvantage,” he told the Journal of Commerce Wednesday. “We worked for a little over a year with Dayton to work out ways to infuse next-day shipments into each other’s networks.” Pyle is expanding its terminal network in Ohio to facilitate next-day service. “We’ve purchased a service center in Bowling Green [Ohio] and we will build in Columbus and lease in Cincinnati,” complementing service centers in Streetsboro and Cleveland, Luciani added. “We had customers tell us that if we were in Columbus we’d be handling their business going to the Northeast, and that was all the motivation we needed,” he said. “Our customers have asked us to expand to provide the high-quality service they want.” Dayton is the third-largest regional US LTL provider ranked by revenue, while Pyle is sixth-largest, according to data from SJ Consulting Group. Its next-day service expansion will be rolled out over the next few quarters, Luciani said. Closing coverage gaps LTL carriers in the Midwest are not just looking to grow, they are filling a gap left by the loss of USF Holland, a leading regional LTL carrier in the Midwest and a subsidiary of bankrupt LTL provider Yellow. Holland shut down along with Yellow’s other carriers in July 2023. “I still think there’s a hole” in the LTL landscape left by Holland, Mike Moran, president of Moran Transportation, told the Journal of Commerce. Holland, acquired by Yellow in 2005, covered the entire Midwest and parts of the south central and southeast United States. Despite decades of offshoring of manufacturing jobs, the Midwest is still home to many US manufacturers, with five of the 10 largest manufacturing states in the US and more than 57,000 manufacturing companies, according to industrial data provider MNI. As the Dayton-Pyle partnership underscores, the Midwest is also a gateway to the Northeast market. R+L Carriers, a Wilmington, Ohio-based national LTL provider, acquired Yellow’s 304-door Maybrook, New York, terminal in December to expand in the Northeast. ”The Midwest is a critical link [in LTL networks] and it’s often overlooked,” said Kevin Huntsman, president of Mastio \u0026 Company, a transportation market research firm. The Midwest is a key hub for shipments from the West, East and Gulf coasts, he said. “There’s a strong connection between the Midwest and the Dallas and Houston markets,” Huntsman said. Pitt Ohio recently launched an express LTL service from Ohio to Texas, and LTL carriers are looking to make more Midwest-to-Mexico connections. Regional LTL carriers across the US are also positioning themselves to compete against national carriers and multiregional companies such as Knight-Swift, which has three regional subsidiaries and is seeking a fourth LTL provider in the Northeast. “There’s a lot happening with regional carriers and I’d expect a lot of consolidation or strategic partnerships,” said Dean Jones, chief commercial officer at AFS Logistics. LTL providers are also watching FedEx Freight, the largest US LTL provider, which is being spun off by parcel carrier FedEx. It is unclear how an independent FedEx Freight might alter the competitive balance and reshape the LTL market. More density, freight Tim Haitz, chief commercial officer at Wisconsin-based regional LTL provider Standard Forwarding Freight, sees more freight flowing to regional companies. \"When freight is going only 500 miles, a long-haul LTL carrier probably touches it more in transit than a regional guy, just because of how the long-haul network is set up to service the whole country,” said Haitz, who worked for decades for Yellow and Roadway. “That’s why you’re seeing a lot of mergers and acquisitions and partnerships among regional carriers all over the country,” Haitz said. “If you can integrate systems and hand off freight, you can extend your networks and become more important to the customer.” Standard Forwarding Freight itself was acquired at the end of 2024 from DHL by Sakaem Logistics, an investment firm owned by the family that used to own defunct car hauler Jack Cooper Transport. The regional LTL carrier has 14 terminals across the Midwest. Contact William B. Cassidy at bill.cassidy@spglobal.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eRegional less-than-truckload (LTL) carriers in the US are redrawing their service maps by buying new terminals, merging with competitors and forming partnerships to build density in their freight networks and offer their shipper customers more services to more locations. \u003c/p\u003e\u003cp\u003eTwo of the largest US regional LTL providers, Dayton Freight Lines and A. Duie Pyle, on Tuesday said they would partner to expand their service territories, with A. Duie Pyle gaining next-day lanes throughout Ohio and Dayton pushing into Pennsylvania. \u003c/p\u003e\u003cp\u003eThe partnership follows the purchase of Ohio-based \u003ca href=\"https://www.joc.com/article/ma-activity-redrawing-regional-ltl-map-in-us-midwest-and-beyond-5917864\"\u003eSutton Transport\u003c/a\u003e by Pittsburgh-based Pitt Ohio and smaller deals that are consolidating LTL regional capacity in the Midwest, such as the acquisition of RMX Freight Systems last year by \u003ca href=\"https://www.joc.com/article/smaller-us-ltl-carriers-increasingly-merging-in-sink-or-swim-market-5783875\"\u003eMoran Transportation\u003c/a\u003e. \u003c/p\u003e\u003cp\u003ePyle and Dayton have been partners since 2003, exchanging two-day shipments at Pyle’s Streetsboro, Ohio, terminals and Dayton’s Cleveland service center. The new initiative upgrades two-day service to next-day, meeting shipper demand for faster transit. \u003c/p\u003e\u003cp\u003eFor Pyle, increased \u003ca href=\"https://www.joc.com/article/us-ltl-rates-rising-as-industrial-outlook-shipper-confidence-improve-5944443\"\u003eLTL competition\u003c/a\u003e made the need to expand into Ohio clear, said John Luciani, chief operating officer of the West Chester, Pennsylvania-based company. “We needed to provide overnight service from New Jersey to the state of Ohio,” Luciani said. \u003c/p\u003e\u003cp\u003e“There’s competition providing overnight service, so we were at a disadvantage,” he told the \u003ci\u003eJournal of Commerce\u003c/i\u003e Wednesday. “We worked for a little over a year with Dayton to work out ways to infuse next-day shipments into each other’s networks.” \u003c/p\u003e\u003cp\u003ePyle is expanding its terminal network in Ohio to facilitate next-day service. “We’ve purchased a service center in Bowling Green [Ohio] and we will build in Columbus and lease in Cincinnati,” complementing service centers in Streetsboro and Cleveland, Luciani added. \u003c/p\u003e\u003cp\u003e“We had customers tell us that if we were in Columbus we’d be handling their business going to the Northeast, and that was all the motivation we needed,” he said. “Our customers have asked us to expand to provide the high-quality service they want.” \u003c/p\u003e\u003cp\u003eDayton is the third-largest regional US LTL provider ranked by revenue, while Pyle is sixth-largest, according to data from SJ Consulting Group. Its next-day service expansion will be rolled out over the next few quarters, Luciani said. \u003c/p\u003e\u003cp\u003e\u003cb\u003eClosing coverage gaps\u003c/b\u003e \u003c/p\u003e\u003cp\u003eLTL carriers in the Midwest are not just looking to grow, they are filling a gap left by the loss of USF Holland, a leading regional LTL carrier in the Midwest and a subsidiary of bankrupt LTL provider Yellow. Holland shut down along with Yellow’s other carriers in July 2023. \u003c/p\u003e\u003cp\u003e“I still think there’s a hole” in the LTL landscape left by Holland, Mike Moran, president of Moran Transportation, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. Holland, acquired by Yellow in 2005, covered the entire Midwest and parts of the south central and southeast United States. \u003c/p\u003e\u003cp\u003eDespite decades of offshoring of manufacturing jobs, the Midwest is still home to many US manufacturers, with five of the 10 largest manufacturing states in the US and more than 57,000 manufacturing companies, according to industrial data provider MNI. \u003c/p\u003e\u003cp\u003eAs the Dayton-Pyle partnership underscores, the Midwest is also a gateway to the Northeast market. R+L Carriers, a Wilmington, Ohio-based national LTL provider, acquired Yellow’s 304-door Maybrook, New York, terminal in December to expand in the Northeast. \u003c/p\u003e\u003cp\u003e”The Midwest is a critical link [in LTL networks] and it’s often overlooked,” said Kevin Huntsman, president of Mastio \u0026amp; Company, a transportation market research firm. The Midwest is a key hub for shipments from the West, East and Gulf coasts, he said. \u003c/p\u003e\u003cp\u003e“There’s a strong connection between the Midwest and the Dallas and Houston markets,” Huntsman said. Pitt Ohio recently launched an express LTL service from Ohio to Texas, and LTL carriers are looking to make more \u003ca href=\"https://www.joc.com/article/us-ltl-providers-seeking-bigger-share-of-mexico-cross-border-trucking-5929402\"\u003eMidwest-to-Mexico\u003c/a\u003e connections. \u003c/p\u003e\u003cp\u003eRegional LTL carriers across the US are also positioning themselves to compete against national carriers and multiregional companies such as Knight-Swift, which has three regional subsidiaries and is \u003ca href=\"https://www.joc.com/article/knight-swift-puts-ltl-buyouts-on-hold-as-us-freight-market-flattens-5928140\"\u003eseeking a fourth LTL provider\u003c/a\u003e in the Northeast. \u003c/p\u003e\u003cp\u003e“There’s a lot happening with regional carriers and I’d expect a lot of consolidation or strategic partnerships,” said Dean Jones, chief commercial officer at AFS Logistics. \u003c/p\u003e\u003cp\u003eLTL providers are also watching FedEx Freight, the largest US LTL provider, which is being spun off by parcel carrier FedEx. It is unclear how an independent FedEx Freight \u003ca href=\"https://www.joc.com/article/fedex-freight-spinoff-is-latest-move-to-reshape-us-ltl-market-5909683\"\u003emight alter the competitive balance\u003c/a\u003e and reshape the LTL market. \u003c/p\u003e\u003cp\u003e\u003cb\u003eMore density, freight\u003c/b\u003e \u003c/p\u003e\u003cp\u003eTim Haitz, chief commercial officer at Wisconsin-based regional LTL provider Standard Forwarding Freight, sees more freight flowing to regional companies. \u003c/p\u003e\u003cp\u003e\"When freight is going only 500 miles, a long-haul LTL carrier probably touches it more in transit than a regional guy, just because of how the long-haul network is set up to service the whole country,” said Haitz, who worked for decades for Yellow and Roadway. \u003c/p\u003e\u003cp\u003e“That’s why you’re seeing a lot of mergers and acquisitions and partnerships among regional carriers all over the country,” Haitz said. “If you can integrate systems and hand off freight, you can extend your networks and become more important to the customer.” \u003c/p\u003e\u003cp\u003eStandard Forwarding Freight itself was acquired at the end of 2024 from DHL by Sakaem Logistics, an investment firm owned by the family that used to own defunct car hauler Jack Cooper Transport. The regional LTL carrier has 14 terminals across the Midwest. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact William B. Cassidy at \u003c/i\u003e\u003ca href=\"mailto:bill.cassidy@spglobal.com\"\u003e\u003ci\u003ebill.cassidy@spglobal.com\u003c/i\u003e\u003c/a\u003e.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Competitive pressure and customer demand is driving A. Duie Pyle to expand south and west of its core northeastern region, COO John Luciani says. Photo credit: Collins Unlimited / Shutterstock.com.","EventDate":null,"__typename":"Metadata"},"ModDate":"1740150375350","Taxonomy":{"MainCategory":[{"Id":"2","Name":"Surface","Redirects":[{"Path":"/surface","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"11","Name":"Trucking News","Redirects":[{"Path":"/surface/trucking-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"46","Name":"LTL","Redirects":[{"Path":"/surface/trucking-news/ltl","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"ContentType":"ARTICLE","__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"William B. Cassidy, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1740064754000","TitlePlainText":"Regional LTL partnership to speed service linking Midwest, Northeast","Published":true,"Redirects":[{"Path":"/article/regional-ltl-partnership-to-speed-service-linking-midwest-northeast-5947638","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eDayton Freight Lines and A. Duie Pyle are partnering to provide next-day service from the East Coast to all parts of Ohio as shippers demand more speed. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Dayton Freight Lines and A. Duie Pyle are partnering to provide next-day service from the East Coast to all parts of Ohio as shippers demand more speed.","__typename":"Document"},{"Id":"5946935_JournalOfCommerce","Attachments":[{"FileName":"5946735_0.1.jpg","FileType":"Nondownloadable","Title":null,"__typename":"Attachment"},{"FileName":"5946898_0.1.jpeg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"US President Donald Trump has maritime on the mind, flexing an expansionist worldview to expand regional control and limit Chinese and Russian influence in the Western Hemisphere. In just the very early days of the new administration, the White House has cited the security threat of Russian and Chinese shipping in Arctic waters as justification for Trump’s designs on Greenland and Canada and has escalated pressure on Panama to push out a Hong Kong-based marine terminal operator it deems under China’s sway.  The president’s missives, importantly, have not impacted container shipping, but they are noteworthy, nonetheless. Commercial shipping and the extensions of military power, most visible via navies and strategic port investment such as China’s Belt and Road, have rarely come into conflict while sharing the same waters. But increased geopolitical risks, driven largely by heightened tensions between China and the United States, are pushing the commercial and government spheres closer together. As the US looks to strengthen its regional sphere of influence, bipartisan political attention is building to boost US shipbuilding , and thus, its ability to project power in the Arctic and reduce dependence on foreign carriers. While political interest for a US shipbuilding renaissance might be the most favorable since the Nixon administration, the challenge is daunting. Rebuilding an industry that has been in decline since World War II would take massive and consistent multiyear investment — unlike, say, renaming a body of water shared with Mexico and Cuba. Once at more than 2,000 vessels and 300 shipyards, the US international merchant fleet now numbers approximately 80 and just 20 or so of domestic shipyards. During a call in November with the president of South Korea, Trump expressed interest in the increased cooperation between the two countries’ shipbuilding industries, according to Nikkei Asia. Hanwhan Systems and Hanwha Ocean acquired Philly Shipyard, which builds US-flag ships for Jones Act trades, in December for approximately $100 million. The outgoing Biden administration, which like Trump defended US Steel from Japanese buyers, blasted Chinese steel subsidies for unfairly propping up Chinese shipbuilding. Trump on Feb. 10 announced a 25% tariff on US imports of steel and aluminum, effective March 12.  US shipbuilding proponents are encouraged by Trump filling his new cabinet with three men known to have supported US shipbuilding while in Congress — former congressmen Mike Waltz and Jamieson Greer are now national security advisor and US trade representative, respectively, while ex-Sen. Marco Rubio is Secretary of State.  The Trump administration has a legislative vehicle at its disposal via the newly introduced SHIPS Act. The SHIPS Act , introduced in the Senate and House and backed by both sides of the aisle, would require all government cargoes to be shipped via the US-flag fleet. The legislation, if passed, would mandate that an annually increasing percentage of commercial goods imported from China move on US-flag ships starting in 2029, eventually reaching 10%. The legislation as of mid-February had yet to start moving through either of the respective Senate or House committees. Panama squeeze More immediately, the Trump administration is putting the heat on Panama’s government for allowing Hong Kong-based Hutchison Port Holdings (HPH) to operate a port on either side of the Panama Canal through a long-standing concession that began in 1997 and was renewed in 2021. Louis Sola, newly tapped by Trump as chairman of the Federal Maritime Commission and a one-time Panama resident, told senators during a Jan 28 that US terminal operators did not get a fair shake in the country due to corruption in the government. US-based SSA Marine, Singapore-based PSA and Taiwan-based Evergreen Terminal also have terminals in Panama. Panama announced on Feb. 7 that it would not renew its membership in China’s Belt and Road initiative, the massive infrastructure investment designed to string ports, including Cosco Shipping’s newly opened mega-terminal in Peru, like proverbial pearls. Trump has proposed a massive US sovereign investment fund, which could hypothetically aid the canal in a $2 billion project to ensure it has enough water to fully support its locks. CK Hutchison Group’s container division, spanning 298 berths and 53 ports in 24 countries, reports that 8.9% of its revenue comes from its Panama operations, which contributes 1.3% to its global berthage, analyst John McCown of the Center for Maritime Strategy wrote. “It is unreasonable to consider a de minimis segment of a conglomerate that actually has nothing to do with the canal to be a national security risk,” McCown wrote in a Feb. 18 analysis. Meanwhile, Senate Republicans are laying out the legal argument that the US could retake control of the canal if the neutrality has been violated. And Mauricio Claver-Carone, Trump’s special envoy for Latin America, told Politico in early February that the US Army Corps of Engineers could help the canal , with the condition that the US could get a “piece of it.” Expanding the remit of the Panama Canal Authority to the management of port concessions could be one way to increase US oversight without trying to force a cancellation of HPH’s concessions, which are in place until 2047, or retaking control of the waterway. Contact Mark Szakonyi at mark.szakonyi@spglobal.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cdiv class=\"wrapper-narrow float-right-element\"\u003e\u003cimg src=\"/images/phoenix/5946735_0.1.jpg\"\u003e\u003c/img\u003e\u003c/div\u003e\u003cp\u003eUS President Donald Trump has maritime on the mind, flexing an expansionist worldview to expand regional control and limit Chinese and Russian influence in the Western Hemisphere. In just the very early days of the new administration, the White House has cited the security threat of Russian and Chinese shipping in Arctic waters as justification for Trump’s designs on Greenland and Canada and has escalated pressure on Panama to push out a Hong Kong-based marine terminal operator it deems under China’s sway.  \u003c/p\u003e\u003cp\u003eThe president’s missives, importantly, have not impacted container shipping, but they are noteworthy, nonetheless. Commercial shipping and the extensions of military power, most visible via navies and strategic port investment such as China’s Belt and Road, have rarely come into conflict while sharing the same waters. But increased geopolitical risks, driven largely by heightened tensions between China and the United States, are pushing the commercial and government spheres closer together. \u003c/p\u003e\u003cp\u003eAs the US looks to strengthen its regional sphere of influence, \u003ca href=\"https://www.joc.com/article/us-flag-vessel-owners-investors-tout-wave-of-support-for-expanding-fleet-5819921\"\u003ebipartisan political attention is building to boost US shipbuilding\u003c/a\u003e, and thus, its ability to project power in the Arctic and reduce dependence on foreign carriers. While political interest for a US shipbuilding renaissance might be the most favorable since the Nixon administration, the challenge is daunting. \u003c/p\u003e\u003cp\u003eRebuilding an industry that has been in decline since World War II would take massive and consistent multiyear investment — unlike, say, renaming a body of water shared with Mexico and Cuba. Once at more than 2,000 vessels and 300 shipyards, the US international merchant fleet now numbers approximately 80 and just 20 or so of domestic shipyards. \u003c/p\u003e\u003cp\u003eDuring a call in November with the president of South Korea, Trump \u003ca href=\"http://go.microsoft.com/fwlink/p/?LinkId=255141\"\u003eexpressed interest\u003c/a\u003e in the increased cooperation between the two countries’ shipbuilding industries, according to Nikkei Asia. Hanwhan Systems and Hanwha Ocean acquired Philly Shipyard, which builds US-flag ships for Jones Act trades, in December for approximately $100 million. \u003c/p\u003e\u003cp\u003eThe outgoing Biden administration, which like Trump defended US Steel from Japanese buyers, blasted Chinese steel subsidies for unfairly propping up Chinese shipbuilding. Trump on Feb. 10 announced a 25% tariff on US imports of steel and aluminum, effective March 12.  \u003c/p\u003e\u003cp\u003eUS shipbuilding proponents are encouraged by Trump filling his new cabinet with three men known to have supported US shipbuilding while in Congress — former congressmen Mike Waltz and Jamieson Greer are now national security advisor and US trade representative, respectively, while ex-Sen. Marco Rubio is Secretary of State.  \u003c/p\u003e\u003cp\u003eThe Trump administration has a legislative vehicle at its disposal via the newly introduced SHIPS Act. The \u003ca href=\"https://www.joc.com/article/legislation-aims-to-mandate-rising-share-of-china-imports-on-expanded-us-flag-fleet-5909698\"\u003eSHIPS Act\u003c/a\u003e, introduced in the Senate and House and backed by both sides of the aisle, would require all government cargoes to be shipped via the US-flag fleet. The legislation, if passed, would mandate that an annually increasing percentage of commercial goods imported from China move on US-flag ships starting in 2029, eventually reaching 10%. The legislation as of mid-February had yet to start moving through either of the respective Senate or House committees. \u003c/p\u003e\u003ch3\u003ePanama squeeze\u003c/h3\u003e\u003cp\u003eMore immediately, the Trump administration is putting the heat on Panama’s government for allowing Hong Kong-based Hutchison Port Holdings (HPH) to operate a port on either side of the Panama Canal through a long-standing concession that began in 1997 and was renewed in 2021. Louis Sola, newly tapped by Trump as chairman of the Federal Maritime Commission and a one-time Panama resident, told senators during a Jan 28 that \u003ca href=\"https://www.joc.com/article/fmc-chair-questions-level-playing-field-in-panama-canal-operations-5932469\"\u003eUS terminal operators did not get a fair shake\u003c/a\u003e in the country due to corruption in the government. US-based SSA Marine, Singapore-based PSA and Taiwan-based Evergreen Terminal also have terminals in Panama. \u003c/p\u003e\u003cp\u003ePanama announced on Feb. 7 that it would not renew its membership in China’s Belt and Road initiative, the massive infrastructure investment designed to string ports, including Cosco Shipping’s newly opened mega-terminal in Peru, like proverbial pearls. Trump has proposed a massive US sovereign investment fund, which could hypothetically aid the canal in a $2 billion project to ensure it has enough water to fully support its locks. \u003c/p\u003e\u003cp\u003eCK Hutchison Group’s container division, spanning 298 berths and 53 ports in 24 countries, reports that \u003ca href=\"https://centerformaritimestrategy.org/publications/part-2-can-the-greatest-maritime-infrastructure-project-ever-provide-even-more-benefits-to-the-united-states/\"\u003e8.9% of its revenue\u003c/a\u003e comes from its Panama operations, which contributes 1.3% to its global berthage, analyst John McCown of the Center for Maritime Strategy wrote. \u003c/p\u003e\u003cp\u003e“It is unreasonable to consider a de minimis segment of a conglomerate that actually has nothing to do with the canal to be a national security risk,” McCown wrote in a Feb. 18 analysis. \u003c/p\u003e\u003cp\u003eMeanwhile, Senate Republicans are laying out the legal argument that the US could retake control of the canal if the neutrality has been violated. And Mauricio Claver-Carone, Trump’s special envoy for Latin America, told Politico in early February that the US Army Corps of Engineers \u003ca href=\"https://www.politico.com/news/magazine/2025/02/12/mauricio-claver-carone-interview-trump-latin-america-00203718\"\u003ecould help the canal\u003c/a\u003e, with the condition that the US could get a “piece of it.” \u003c/p\u003e\u003cp\u003eExpanding the remit of the Panama Canal Authority to the management of port concessions could be one way to increase US oversight without trying to force a cancellation of HPH’s concessions, which are in place until 2047, or retaking control of the waterway. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Mark Szakonyi at \u003c/i\u003e\u003ca href=\"mark.szakonyi@spglobal.com\"\u003e\u003ci\u003emark.szakonyi@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":" US shipbuilding proponents are encouraged by President Donald Trump filling his new cabinet with three men known to have supported US shipbuilding while in Congress. (Trump pictured in 2019 on USS Wasp at Yokosuka Naval Base.) Photo credit: Brendan Smialowski / AFP via Getty Images.","EventDate":null,"__typename":"Metadata"},"ModDate":"1740070815317","Taxonomy":{"MainCategory":[{"Id":"44","Name":"International ports","Redirects":[{"Path":"/maritime/port-news/international-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"9","Name":"Container Shipping News","Redirects":[{"Path":"/maritime/container-shipping-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"10","Name":"Port News","Redirects":[{"Path":"/maritime/port-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"16","Name":"Transport, Trade and Regulation News","Redirects":[{"Path":"/supply-chain/transport-trade-and-regulation-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"40","Name":"Port infrastructure","Redirects":[{"Path":"/maritime/port-news/port-infrastructure","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"43","Name":"Marine terminals","Redirects":[{"Path":"/maritime/port-news/marine-terminals","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"ContentType":"ARTICLE","__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Mark Szakonyi, Executive Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1740052800000","TitlePlainText":"Trump’s expansionist worldview puts US maritime interests in spotlight","Published":true,"Redirects":[{"Path":"/article/trumps-expansionist-worldview-puts-us-maritime-interests-in-spotlight-5946935","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eAs the new US administration looks to strengthen its regional sphere of influence, bipartisan political support is building to boost US shipbuilding, and thus, the country’s ability to project power in the Arctic and reduce dependence on foreign carriers. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"As the new US administration looks to strengthen its regional sphere of influence, bipartisan political support is building to boost US shipbuilding, and thus, the country’s ability to project power in the Arctic and reduce dependence on foreign carriers.","__typename":"Document"}],"itemsCount":434382,"nextToken":1,"__typename":"DocumentPaginatedList"}},"mainStory":{"Id":"5948375_JournalOfCommerce","Attachments":[{"FileName":"5948357_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"A call by Dutch union FNV Havens for ports in Europe to refuse to handle ships diverted from Rotterdam’s Hutchison Ports-owned ECT Delta terminal has raised the specter of cross-border “solidarity strikes” that the shipping industry is watching closely. Intermittent strike action has taken place this month at the Rotterdam terminal. No reports have yet been received of dockworkers elsewhere refusing to handle ships diverted from the terminal, but Tim Seifert, a spokesman for ECT Delta customer Hapag-Lloyd, said the carrier was monitoring the situation. “It is a bit early to evaluate the precise impact of the strike [activity],” Seifert told the Journal of Commerce this week. “We are analyzing the situation and looking at a case-by-case basis to see whether it creates sense to deviate vessels or adjust rotations and hope that the parties involved will quickly reach an agreement in their negotiations.” A spokesperson for ECT Delta said labor action was ongoing, but “in the meantime ships are being handled.” The FNV dispute over severance pay compensation has resulted in a series of walkouts by dockworkers at the ECT Delta terminal in the Maasvlakte area over the past month, severely disrupting the handling of deep-sea vessels, regional feeder ship calls and inland-bound cargo. “This compensation is a crucial part of the collective labor agreement that we made on Jan. 30,” Asmae Hajjari, union leader of FNV Havens, said in a statement this week. “The fact that the shareholder of Hutchison Ports now suddenly refuses to provide this guarantee is unacceptable to us.” Frustrated by the response from the terminal owner, the union is attempting to mobilize support in the region against Hutchison Ports via the European Transport Federation (ETF). “The union has called on its European colleagues to show solidarity with the dock workers in the port of Rotterdam,” FNV said in the statement. “If ships destined for Hutchison [ECT Delta] divert to other ports, these ports have been called upon not to handle these ships because of contaminated work.” Last-minute port omissions Peter Sand, chief analyst at rate benchmarking platform Xeneta, said carriers were making “last-minute omissions” of Rotterdam but he had not seen proof of solidarity strikes in Europe based on the FNV call, adding that “it will be pretty disastrous” if such strikes were held. “At a point where record cargo volumes from Asia are reaching the terminals of Europe, the timing of rolling strikes in container terminals across France and now also at the Rotterdam terminal is really bad,” Sand said. Bart Kuipers, port economist at the Erasmus Centre for Urban, Port and Transport Economics in Rotterdam, said a coordinated approach by European unions was rare and usually related to a European policy measure, a global problem or a problem with a particular company, such as the Hutchison Ports terminal. “What is quite normal is that port unions in other ports show their solidarity, so delegations from all over the world can show up at meetings in a certain port,” Kuipers told the Journal of Commerce Friday, adding that port unions were organized in a global network and that Hajjari, the leader of the Rotterdam union, was well known in the US. Data from Container Trades Statistics (CTS) shows China-to-North Europe volumes in December increased 17.6% year over year to a one-month record of 835,000 TEUs. Those containers are currently arriving at Northern European ports, and combined with the bad weather and dockworker strikes, are contributing to congestion. Hanna Stelzel, director of containers at the Port of Rotterdam, said the end of December and the beginning of January were congested due to holiday closures and adverse weather conditions, including a prolonged period of heavy fog. “Provided that weather conditions remain stable, we anticipate a gradual improvement in the weather-related situation,” she said, although acknowledging the ratio of waiting ships to the number of ships in the port remained high. The average waiting time at Rotterdam was about 1.2 days on Feb. 15, with eight vessels waiting at anchorage to enter the port, down from 16 on Jan. 18, according to data from S\u0026P Global Commodity Insights. S\u0026P Global is the parent of Journal of Commerce. Kuehne + Nagel said on its SeaExplorer visibility platform that yard congestion in Rotterdam was high at 90% and berths were ”fully occupied for the next months.” Rotterdam World Gateway has stopped accepting empty containers into its yard as a precautionary measure, SeaExplorer noted. Rotterdam handled a total of 13.8 million TEUs in 2024, a 2.8% increase year over year, as rising wages and falling inflation led to increased demand for consumer goods and food, the port said in a statement Friday. Emergency measures at Antwerp The bottlenecks in Rotterdam and rolling strikes in French ports through February are adding to the volume being diverted to Antwerp-Bruges, contributing to rising congestion at Europe’s second-largest hub. Overflowing container yards after persistently high import volume from Asia have forced at least one terminal – Antwerp Gateway – to implement emergency measures to clear the backlogs of boxes. “Due to extreme yard congestion at Antwerp Gateway Terminal, the terminal has implemented immediate measures to prevent a full operational standstill,” Cosco Shipping told customers in an advisory Thursday. “Antwerp Gateway will not accept contingency discharge/transshipment for nearby ports, and import deliveries will be prioritized over export shipments,” the carrier added. Kuehne + Nagel said stacking capacity in the Antwerp terminal was fully utilized and export delivery truck slots were being cut to 30% to prioritize the swift removal of import containers. Intermodal operator Contargo warned customers this week that the average waiting times for the handling of its barges were 76 hours in Rotterdam and 84 hours in Antwerp, while carriers are reporting feeders experiencing delays of 72 hours. Port workers in France this month are holding four-hour stoppages on 10 separate days ending Feb. 24 at container ports across the country, severely disrupting handling operations. A 48-hour countrywide strike is planned for Feb. 26–28. Contact Greg Knowler at greg.knowler@spglobal.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eA call by Dutch union FNV Havens for ports in Europe to refuse to handle ships diverted from Rotterdam’s Hutchison Ports-owned ECT Delta terminal has raised the specter of cross-border “solidarity strikes” that the shipping industry is watching closely. Intermittent strike action has taken place this month at the Rotterdam terminal. \u003c/p\u003e\u003cp\u003eNo reports have yet been received of dockworkers elsewhere refusing to handle ships diverted from the terminal, but Tim Seifert, a spokesman for ECT Delta customer Hapag-Lloyd, said the carrier was monitoring the situation. \u003c/p\u003e\u003cp\u003e“It is a bit early to evaluate the precise impact of the strike [activity],” Seifert told the \u003ci\u003eJournal of Commerce\u003c/i\u003e this week. “We are analyzing the situation and looking at a case-by-case basis to see whether it creates sense to deviate vessels or adjust rotations and hope that the parties involved will quickly reach an agreement in their negotiations.” \u003c/p\u003e\u003cp\u003eA spokesperson for ECT Delta said labor action was ongoing, but “in the meantime ships are being handled.” \u003c/p\u003e\u003cp\u003eThe FNV dispute over severance pay compensation has resulted in a series of walkouts by dockworkers at the ECT Delta terminal in the Maasvlakte area over the past month, severely disrupting the handling of deep-sea vessels, regional feeder ship calls and inland-bound cargo. \u003c/p\u003e\u003cp\u003e“This compensation is a crucial part of the collective labor agreement that we made on Jan. 30,” Asmae Hajjari, union leader of FNV Havens, said in a statement this week. “The fact that the shareholder of Hutchison Ports now suddenly refuses to provide this guarantee is unacceptable to us.” \u003c/p\u003e\u003cp\u003eFrustrated by the response from the terminal owner, the union is attempting to mobilize support in the region against Hutchison Ports via the European Transport Federation (ETF). \u003c/p\u003e\u003cp\u003e“The union has called on its European colleagues to show solidarity with the dock workers in the port of Rotterdam,” FNV said in the statement. “If ships destined for Hutchison [ECT Delta] divert to other ports, these ports have been called upon not to handle these ships because of contaminated work.” \u003c/p\u003e\u003ch3\u003eLast-minute port omissions \u003c/h3\u003e\u003cp\u003ePeter Sand, chief analyst at rate benchmarking platform Xeneta, said carriers were making “last-minute omissions” of Rotterdam but he had not seen proof of solidarity strikes in Europe based on the FNV call, adding that “it will be pretty disastrous” if such strikes were held. \u003c/p\u003e\u003cp\u003e“At a point where record cargo volumes from Asia are reaching the terminals of Europe, the timing of rolling strikes in container terminals across France and now also at the Rotterdam terminal is really bad,” Sand said. \u003c/p\u003e\u003cp\u003eBart Kuipers, port economist at the Erasmus Centre for Urban, Port and Transport Economics in Rotterdam, said a coordinated approach by European unions was rare and usually related to a European policy measure, a global problem or a problem with a particular company, such as the Hutchison Ports terminal. \u003c/p\u003e\u003cp\u003e“What is quite normal is that port unions in other ports show their solidarity, so delegations from all over the world can show up at meetings in a certain port,” Kuipers told the \u003ci\u003eJournal of Commerce\u003c/i\u003e Friday, adding that port unions were organized in a global network and that Hajjari, the leader of the Rotterdam union, was well known in the US. \u003c/p\u003e\u003cp\u003eData from Container Trades Statistics (CTS) shows China-to-North Europe volumes in December increased 17.6% year over year to a one-month record of 835,000 TEUs. Those containers are currently arriving at Northern European ports, and combined with the bad weather and dockworker strikes, are contributing to congestion. \u003c/p\u003e\u003cdiv class=\"wrapper-narrow\"\u003e\u003cdynamic-object type=\"jocchartid\" resource-id=\"f2ae9325-09af-4083-88a9-7a7e77dc7061\"\u003e\u003c/dynamic-object\u003e\u003c/div\u003e\u003cp\u003eHanna Stelzel, director of containers at the Port of Rotterdam, said the end of December and the beginning of January were congested due to holiday closures and adverse weather conditions, including a prolonged period of heavy fog. \u003c/p\u003e\u003cp\u003e“Provided that weather conditions remain stable, we anticipate a gradual improvement in the weather-related situation,” she said, although acknowledging the ratio of waiting ships to the number of ships in the port remained high. \u003c/p\u003e\u003cp\u003eThe average waiting time at Rotterdam was about 1.2 days on Feb. 15, with eight vessels waiting at anchorage to enter the port, down from 16 on Jan. 18, according to data from S\u0026amp;P Global Commodity Insights. S\u0026amp;P Global is the parent of \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003eKuehne + Nagel said on its SeaExplorer visibility platform that yard congestion in Rotterdam was high at 90% and berths were ”fully occupied for the next months.” Rotterdam World Gateway has stopped accepting empty containers into its yard as a precautionary measure, SeaExplorer noted. \u003c/p\u003e\u003cp\u003eRotterdam handled a total of 13.8 million TEUs in 2024, a 2.8% increase year over year, as rising wages and falling inflation led to increased demand for consumer goods and food, the port said in a statement Friday. \u003c/p\u003e\u003ch3\u003eEmergency measures at Antwerp \u003c/h3\u003e\u003cp\u003eThe bottlenecks in Rotterdam and rolling strikes in French ports through February are adding to the volume being diverted to Antwerp-Bruges, contributing to rising congestion at Europe’s second-largest hub. \u003c/p\u003e\u003cp\u003eOverflowing container yards after persistently high import volume from Asia have forced at least one terminal – Antwerp Gateway – to implement emergency measures to clear the backlogs of boxes. \u003c/p\u003e\u003cp\u003e“Due to extreme yard congestion at Antwerp Gateway Terminal, the terminal has implemented immediate measures to prevent a full operational standstill,” Cosco Shipping told customers in an advisory Thursday. \u003c/p\u003e\u003cp\u003e“Antwerp Gateway will not accept contingency discharge/transshipment for nearby ports, and import deliveries will be prioritized over export shipments,” the carrier added. \u003c/p\u003e\u003cp\u003eKuehne + Nagel said stacking capacity in the Antwerp terminal was fully utilized and export delivery truck slots were being cut to 30% to prioritize the swift removal of import containers. \u003c/p\u003e\u003cp\u003eIntermodal operator Contargo warned customers this week that the average waiting times for the handling of its barges were 76 hours in Rotterdam and 84 hours in Antwerp, while carriers are reporting feeders experiencing delays of 72 hours. \u003c/p\u003e\u003cp\u003ePort workers in France this month are holding four-hour stoppages on 10 separate days ending Feb. 24 at container ports across the country, severely disrupting handling operations. A 48-hour countrywide strike is planned for Feb. 26–28. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Greg Knowler at \u003c/i\u003e\u003ca href=\"mailto:greg.knowler@spglobal.com\"\u003e\u003ci\u003egreg.knowler@spglobal.com\u003c/i\u003e\u003c/a\u003e\u003ci\u003e.\u003c/i\u003e \u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Hutchison Ports’ ECT Delta terminal has been facing a series of work stoppages this month. Photo credit: Aerovista Luchtfotografie / Shutterstock.com. ","EventDate":null,"__typename":"Metadata"},"ModDate":"1740157274457","Taxonomy":{"MainCategory":[{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"9","Name":"Container Shipping News","Redirects":[{"Path":"/maritime/container-shipping-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"34","Name":"Container lines","Redirects":[{"Path":"/maritime/container-shipping-news/container-lines","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"37","Name":"Asia-Europe","Redirects":[{"Path":"/maritime/container-shipping-news/asia-europe","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"ContentType":"ARTICLE","__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Greg Knowler, Senior Editor Europe","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1740152294000","TitlePlainText":"‘Solidarity strike’ call by Dutch port union gets industry attention","Published":true,"Redirects":[{"Path":"/article/solidarity-strike-call-by-dutch-port-union-gets-industry-attention-5948375","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eA dispute over severance pay compensation has resulted in a series of walkouts by dockworkers at Rotterdam’s ECT Delta terminal over the past month, severely disrupting the handling of deep-sea vessels, regional feeder ship calls and inland-bound cargo.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"A dispute over severance pay compensation has resulted in a series of walkouts by dockworkers at Rotterdam’s ECT Delta terminal over the past month, severely disrupting the handling of deep-sea vessels, regional feeder ship calls and inland-bound cargo.","__typename":"Document"},"latestNews":[{"Id":"5947783_JournalOfCommerce","Attachments":[{"FileName":"5947771_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"Quebec’s government is putting C$130 million (US$92 million) into a proposed container gateway north of the Port of Montreal, saying the port has reached capacity and that tensions with the US necessitate the need for additional trade lanes outside of North America. The provincial government said this week it provided the funds to the Montreal Port Authority (MPA) for the Contrecoeur project, a proposed 1.15 million-TEU terminal that would be developed about 43 miles up the St. Lawrence River from Montreal. The project has been marked by on and off starts since Quebec first provided C$55 million in funding in 2021 , following a C$300 million investment from Canada’s infrastructure bank in 2019. In the two years following that initial investment, the MPA sought a concessionaire to fund part of the terminal’s C$1.5 billion estimated cost in return for operating the terminal, hoping to break ground last year. But the MPA had trouble finding a partner willing to shoulder the additional cost of the project, a greenfield site that also requires extensive dredging and shoring up portions of the St. Lawrence River. The MPA said it was looking to restructure the project by taking on more of the risk and finding a new concessionaire. In 2023, it also secured another C$150 million from the Canadian government’s infrastructure fund. In Monday’s funding announcement, the office of Quebec’s Premier Francois Legault said that Contrecoeur was necessary because the Montreal port “has reached the maximum capacity of its facilities.” The statement said that the terminal should be commissioned in 2029. Legault also noted that the current political climate between Canada and the US was another reason for building Contrecoeur. President Donald Trump has threatened Canada with tariffs, along with musing about its annexation by the United States. “In the current context, it is more essential than ever to strengthen Québec’s competitiveness and diversify our markets to reduce our dependence on the United States,” Legault said. Contact Michael Angell at michael.angell@spglobal.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eQuebec’s government is putting C$130 million (US$92 million) into a proposed container gateway north of the Port of Montreal, saying the port has reached capacity and that tensions with the US necessitate the need for additional trade lanes outside of North America. \u003c/p\u003e\u003cp\u003eThe provincial government said this week it provided the funds to the Montreal Port Authority (MPA) for the Contrecoeur project, a proposed 1.15 million-TEU terminal that would be developed about 43 miles up the St. Lawrence River from Montreal. \u003c/p\u003e\u003cp\u003eThe project has been marked by on and off starts since \u003ca href=\"https://www.joc.com/article/quebec-awards-43-million-to-planned-montreal-terminal-5250985\"\u003eQuebec first provided C$55 million in funding in 2021\u003c/a\u003e, following a C$300 million investment from Canada’s infrastructure bank in 2019. \u003c/p\u003e\u003cp\u003eIn the two years following that initial investment, \u003ca href=\"https://www.joc.com/article/montreal-port-gets-federal-funds-for-mega-terminal-after-operators-balk-at-risk-5222977\"\u003ethe MPA sought a concessionaire\u003c/a\u003e to fund part of the terminal’s C$1.5 billion estimated cost in return for operating the terminal, hoping to break ground last year. \u003c/p\u003e\u003cp\u003eBut the MPA had trouble finding a partner willing to shoulder the additional cost of the project, a greenfield site that also requires extensive dredging and shoring up portions of the St. Lawrence River. \u003c/p\u003e\u003cp\u003eThe MPA said it was looking to restructure the project by taking on more of the risk and finding a new concessionaire. In 2023, it also secured another C$150 million from the Canadian government’s infrastructure fund. \u003c/p\u003e\u003cp\u003eIn Monday’s funding announcement, the office of Quebec’s Premier Francois Legault said that Contrecoeur was necessary because the Montreal port “has reached the maximum capacity of its facilities.” The statement said that the terminal should be commissioned in 2029. \u003c/p\u003e\u003cp\u003eLegault also noted that the current political climate between Canada and the US was another reason for building Contrecoeur. President Donald Trump has threatened Canada with tariffs, along with musing about its annexation by the United States. \u003c/p\u003e\u003cp\u003e“In the current context, it is more essential than ever to strengthen Québec’s competitiveness and diversify our markets to reduce our dependence on the United States,” Legault said. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Michael Angell at \u003c/i\u003e\u003ca href=\"mailto:michael.angell@spglobal.com \"\u003e\u003ci\u003emichael.angell@spglobal.com\u003c/i\u003e\u003c/a\u003e.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":" The start of the Contrecoeur terminal project has been delayed due to difficulties in finding a private partner willing to share its costs. Photo credit: Montreal Port Authority.","EventDate":null,"__typename":"Metadata"},"ModDate":"1740085518790","Taxonomy":{"MainCategory":[{"Id":"42","Name":"North American ports","Redirects":[{"Path":"/maritime/port-news/north-american-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"40","Name":"Port infrastructure","Redirects":[{"Path":"/maritime/port-news/port-infrastructure","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"43","Name":"Marine terminals","Redirects":[{"Path":"/maritime/port-news/marine-terminals","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"ContentType":"ARTICLE","__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Michael Angell, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1740083354000","TitlePlainText":"Quebec provides new funding for proposed Montreal terminal, citing US trade tensions","Published":true,"Redirects":[{"Path":"/article/quebec-provides-new-funding-for-proposed-montreal-terminal-citing-us-trade-tensions-5947783","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe provincial government is looking to reignite the long-delayed Contrecoeur project, saying Montreal needs more capacity and new trade partners. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The provincial government is looking to reignite the long-delayed Contrecoeur project, saying Montreal needs more capacity and new trade partners.","__typename":"Document"},{"Id":"5947723_JournalOfCommerce","Attachments":[{"FileName":"5947709_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"Southeastern US ports anticipate growth in 2025 despite looming steel tariffs and energy policy changes that could shake up the US breakbulk and project cargo sector. At a Feb. 12 address, Georgia Ports President and CEO Griff Lynch announced that the Port of Brunswick has claimed the top spot as the busiest US port for automobiles and heavy equipment, handling over 2 million tons of roll-on/roll-off (ro-ro) cargo in 2024 following the completion of $262 million in improvements to the port. In becoming the leading US auto port, Brunswick surpasses the Port of Baltimore, which shut down for an extended period following the deadly collapse of the Francis Scott Key Bridge in March 2024 after it was hit by a container ship . The Port of Brunswick handled 901,912 units of automobiles in 2024, up 13.3% from the previous year, according to port data. It’s likely Brunswick benefited to some extent from cargo diversions from Baltimore, whose handling of automobiles dropped 11% last year to under 750,000 units. US President Donald Trump on Feb. 18 announced plans to impose tariffs of approximately 25% on automobile imports. According to the Port of Brunswick, US-made exports account for over 90% of autos moved by rail at the port’s Colonel Island Terminal. Steel, wind drive Houston activity US policy changes could alter cargo activity for some key commodities at Port Houston, the nation’s largest breakbulk and project cargo complex, following a busy 2024 for multiple segments. Steel accounted for about three-fourths of annual breakbulk volumes at the port in 2024, which recorded its second-highest steel volume in five years and third-highest in the last decade. On Feb. 11, Trump announced plans to impose 25% tariffs on steel and aluminum. Meanwhile, the port recorded triple-digit growth for wind power equipment volumes amid growing demands across Texas, the nation’s largest producer of wind energy. Upon taking office, Trump issued an executive order halting new federal leases for offshore wind projects, while his administration has shifted its focus to fossil fuel production. John Mosley, chief commercial officer for Port Houston, told the Journal of Commerce that the port is monitoring ongoing changes in international trade tariff policies and how they might affect the region. The port is also planning $85 million in improvements to its multipurpose facilities over the next five years. “Looking ahead, we will approach our work as we always have,” he said. Mosley said steel volumes at Port Houston were strong in 2023 and 2024, with cargo reaching 4.5 million tons in 2024, a 1% increase over 2023. Asian and South American countries account for 76% of Houston’s steel imports as the port is a key destination for steel cargo from South Korea (34%), Vietnam (11%) Japan (10%), China (11%) and Brazil (10%), Mosley said, citing Port Houston data. Wind power equipment moving through Port Houston’s facilities totaled 1,300 tons, a 680% increase over 2023, according to port data provided to the Journal of Commerce. “Some of that shift can be attributed to expanding wind energy capacity in Texas by 2.5 gigawatts [GW] through the first half of 2024,” Mosley said, citing US Energy Information Administration data. Plywood cargo activity is on track to grow in 2025 to meet rising construction demand, Mosley said. Plywood volumes reached 97,634 tons in 2024, a 388% increase over the previous year. The public terminals managed by Houston’s port authority recorded 5.4 million tons in overall breakbulk and project cargo volume in 2024, up 0.5% from 2023, according to port data provided to the Journal of Commerce. Mosley said a small increase in steel imports of tubular goods used for oil and gas drilling helped carry the year forward. LNG powers project cargo boost Steel imports and project cargo volumes are set to keep pace with 2024 growth at the Port of New Orleans, Janine Mansour, the port’s director of trade development, told the Journal of Commerce. Cargo volumes of steel, the port’s largest breakbulk commodity, grew 2% in 2024 to 740,498 tons, according to Port of New Orleans data, and Mansour said those levels should continue through 2025. Project cargo volume increased 50% to 50,912 tons in 2024 on movement of cargo for the $13.2 billion Venture Global liquefied natural gas (LNG) export facility project in Plaquemines Parish, about 20 miles south of New Orleans, Mansour said. “Venture Global Plaquemines phase two is still in construction and a significant driver on project cargo, as well as import cement,” she said. In another growth area for the port, lumber imports for 2024 grew to 56,200 tons, a 132% increase over the previous year. Total volumes of bagged cargo — which include commodities such as cement, sugar, ferroalloys and coffee — fell 43% to 83,976 tons for the year, with volumes expected to remain the same in 2025. Mansour said the port has received inquiries on bagged cargo from the eastern coast of South America. “We see import cement in bags as a strong growth opportunity,” she said. Total breakbulk and project cargo tonnage last year in New Orleans slipped to 1.2 million tons, 1.6% lower from 2023. “No additional spillover or significant changes are expected in 2025,” Mansour said. Contact Autumn Cafiero Giusti at autumn@autumngiusti.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eSoutheastern US ports anticipate growth in 2025 despite looming steel tariffs and energy policy changes that could shake up the US breakbulk and project cargo sector. \u003c/p\u003e\u003cp\u003eAt a Feb. 12 address, Georgia Ports President and CEO Griff Lynch announced that the Port of Brunswick has claimed the top spot as the busiest US port for automobiles and heavy equipment, handling over 2 million tons of roll-on/roll-off (ro-ro) cargo in 2024 following the completion of $262 million in improvements to the port.\u003c/p\u003e\u003cp\u003eIn becoming the leading US auto port, Brunswick surpasses the Port of Baltimore, which shut down for an extended period following the deadly collapse of the Francis Scott Key Bridge in March 2024 \u003ca href=\"https://www.joc.com/article/no-timeline-for-baltimore-port-reopening-following-bridge-collapse-5234333\"\u003eafter it was hit by a container ship\u003c/a\u003e. \u003c/p\u003e\u003cp\u003eThe Port of Brunswick handled 901,912 units of automobiles in 2024, up 13.3% from the previous year, according to port data. It’s likely Brunswick benefited to some extent from cargo diversions from Baltimore, whose handling of automobiles dropped 11% last year to under 750,000 units. \u003c/p\u003e\u003cp\u003eUS President Donald Trump on Feb. 18 announced plans to impose tariffs of approximately 25% on automobile imports. According to the Port of Brunswick, US-made exports account for over 90% of autos moved by rail at the port’s Colonel Island Terminal.\u003c/p\u003e\u003ch3\u003eSteel, wind drive Houston activity\u003c/h3\u003e\u003cp\u003eUS policy changes could alter cargo activity for some key commodities at Port Houston, the nation’s largest breakbulk and project cargo complex, following a busy 2024 for multiple segments. \u003c/p\u003e\u003cp\u003eSteel accounted for about three-fourths of annual breakbulk volumes at the port in 2024, which recorded its second-highest steel volume in five years and third-highest in the last decade. On Feb. 11, Trump announced plans to impose 25% tariffs on steel and aluminum.\u003c/p\u003e\u003cp\u003eMeanwhile, the port recorded triple-digit growth for wind power equipment volumes amid growing demands across Texas, the nation’s largest producer of wind energy. Upon taking office, Trump issued an executive order halting new federal leases for offshore wind projects, while his administration has shifted its focus to fossil fuel production. \u003c/p\u003e\u003cp\u003eJohn Mosley, chief commercial officer for Port Houston, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e that the port is monitoring ongoing changes in international trade tariff policies and how they might affect the region. The port is also planning $85 million in improvements to its multipurpose facilities over the next five years.\u003c/p\u003e\u003cp\u003e“Looking ahead, we will approach our work as we always have,” he said. \u003c/p\u003e\u003cp\u003eMosley said steel volumes at Port Houston were strong in 2023 and 2024, with cargo reaching 4.5 million tons in 2024, a 1% increase over 2023.\u003c/p\u003e\u003cp\u003eAsian and South American countries account for 76% of Houston’s steel imports as the port is a key destination for steel cargo from South Korea (34%), Vietnam (11%) Japan (10%), China (11%) and Brazil (10%), Mosley said, citing Port Houston data. \u003c/p\u003e\u003cp\u003eWind power equipment moving through Port Houston’s facilities totaled 1,300 tons, a 680% increase over 2023, according to port data provided to the \u003ci\u003eJournal of Commerce.\u003c/i\u003e “Some of that shift can be attributed to expanding wind energy capacity in Texas by 2.5 gigawatts [GW] through the first half of 2024,” Mosley said, citing US Energy Information Administration data. \u003c/p\u003e\u003cp\u003ePlywood cargo activity is on track to grow in 2025 to meet rising construction demand, Mosley said. Plywood volumes reached 97,634 tons in 2024, a 388% increase over the previous year.\u003c/p\u003e\u003cp\u003eThe public terminals managed by Houston’s port authority recorded 5.4 million tons in overall breakbulk and project cargo volume in 2024, up 0.5% from 2023, according to port data provided to the \u003ci\u003eJournal of Commerce\u003c/i\u003e. Mosley said a small increase in steel imports of tubular goods used for oil and gas drilling helped carry the year forward. \u003c/p\u003e\u003ch3\u003eLNG powers project cargo boost\u003c/h3\u003e\u003cp\u003eSteel imports and project cargo volumes are set to keep pace with 2024 growth at the Port of New Orleans, Janine Mansour, the port’s director of trade development, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003eCargo volumes of steel, the port’s largest breakbulk commodity, grew 2% in 2024 to 740,498 tons, according to Port of New Orleans data, and Mansour said those levels should continue through 2025.\u003c/p\u003e\u003cp\u003eProject cargo volume increased 50% to 50,912 tons in 2024 on movement of cargo for the $13.2 billion Venture Global liquefied natural gas (LNG) export facility project in Plaquemines Parish, about 20 miles south of New Orleans, Mansour said. \u003c/p\u003e\u003cp\u003e“Venture Global Plaquemines phase two is still in construction and a significant driver on project cargo, as well as import cement,” she said.\u003c/p\u003e\u003cp\u003eIn another growth area for the port, lumber imports for 2024 grew to 56,200 tons, a 132% increase over the previous year. \u003c/p\u003e\u003cp\u003eTotal volumes of bagged cargo — which include commodities such as cement, sugar, ferroalloys and coffee — fell 43% to 83,976 tons for the year, with volumes expected to remain the same in 2025. Mansour said the port has received inquiries on bagged cargo from the eastern coast of South America.\u003c/p\u003e\u003cp\u003e“We see import cement in bags as a strong growth opportunity,” she said.\u003c/p\u003e\u003cp\u003eTotal breakbulk and project cargo tonnage last year in New Orleans slipped to 1.2 million tons, 1.6% lower from 2023. “No additional spillover or significant changes are expected in 2025,” Mansour said. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Autumn Cafiero Giusti at \u003c/i\u003e\u003ca href=\"mailto:autumn@autumngiusti.com\"\u003e\u003ci\u003eautumn@autumngiusti.com\u003c/i\u003e\u003c/a\u003e\u003ci\u003e.\u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Asian and South American countries account for 76% of Port Houston’s steel imports. Photo credit: Port Houston.","EventDate":null,"__typename":"Metadata"},"ModDate":"1740085095403","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"41","Name":"Breakbulk ports","Redirects":[{"Path":"/maritime/port-news/breakbulk-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"42","Name":"North American ports","Redirects":[{"Path":"/maritime/port-news/north-american-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"ContentType":"ARTICLE","__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Autumn Cafiero Giusti, Special Correspondent","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1740076214000","TitlePlainText":"US policy changes could threaten breakbulk volume growth for ports","Published":true,"Redirects":[{"Path":"/article/us-policy-changes-could-threaten-breakbulk-volume-growth-for-ports-5947723","__typename":"Redirect"},{"Path":"/article/us-policy-changes-loom-over-breakbulk-volume-wins-for-ports-5947723","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eRobust automobile, steel and wind power equipment movements in 2024 put US ports on a strong footing, but tariffs and a shift in government priorities could temper progress this year.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Robust automobile, steel and wind power equipment movements in 2024 put US ports on a strong footing, but tariffs and a shift in government priorities could temper progress this year.","__typename":"Document"},{"Id":"5947705_JournalOfCommerce","Attachments":[{"FileName":"5947688_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"The Port of Oakland’s new five-year strategic growth plan lays out an ambitious program to modernize cargo-handling infrastructure and transloading capacity, a strategy that is intended to grow containerized imports at a gateway that is geared toward exports. The five-year strategic plan that was approved on Feb. 10 by Oakland’s Board of Port Commissioners focuses on key infrastructure projects including widening of its turning basins to enable uninterrupted two-way vessel traffic, redevelopment of the defunct Howard Terminal for maritime support activities and continued redevelopment of a former Army base for warehousing and rail-to-container transloading activities. Mike Jacob, president of the Pacific Merchant Shipping Association (PMSA), which represents terminal operators and shipping lines on the West Coast, said Oakland’s strategic plan is generally on target in that it will make the Northern California gateway more attractive to importers and carriers on the trans-Pacific trade. “The port needs to be more competitive in the import space,” Jacob said. The trans-Pacific trade has always been weak in exports compared with imports, and exports could weaken further if the US incurs retaliatory tariffs from Asian trading partners, he noted. Data shows Oakland lagging other ports on the West Coast when it comes to imports from Asia. The Southern California port complex of Los Angeles and Long Beach and the Northwest Seaport Alliance of Seattle and Tacoma had near-record years in 2024 for Asia imports, with year-on-year gains of 24.2% and 28.4%, respectively, according to PIERS, a Journal of Commerce sister product within S\u0026P Global. In Oakland, Asian imports increased 13.2%. More than 75% of the laden containers handled in Los Angeles-Long Beach are imports, whereas in Oakland laden imports account for 55% of the boxes handled, according to statistics on the ports’ websites. Oakland seeking first-call inbound service Imports attract first-call inbound services in the trans-Pacific. Vessels in Pacific Southwest services from Asia call first in Los Angeles-Long Beach, where about 80% of the containers are discharged. The vessels then call in Oakland to handle the remaining 20% of the containers. Ships are topped off primarily with agricultural exports from California’s Central Valley and protein (meat) products railed to Oakland from the Midwest. Oakland has no first-call inbound services from Asia. Bryan Brandes, Oakland’s maritime director, said the port is pursuing first-call inbound services, adding that an announcement could come in 2026. Among the goals outlined in Oakland’s strategic plan are capturing market growth and expanding the port’s economic base, while modernizing and upgrading infrastructure to support that growth, Brandes said. The project to widen Oakland’s Inner and Outer Harbor turning basins to allow the largest vessels deployed in the trans-Pacific to enter and leave the port without restrictions has been planned for several years and is progressing through the permitting process. The port is targeting 2027 to begin construction and 2029 as the completion date, said port COO Kristi McKenney. When completed, vessels will be able to enter and exit the port 24 hours a day without regard to the tidal variations they face now. This is critical to keeping vessel strings in the trans-Pacific on schedule, McKenney said. Development projects on tap Redevelopment of Howard Terminal for maritime and trucking-related activities is back on track after five years of being held up due to plans by investors to build a stadium for the Oakland A’s baseball team . That consideration went away in 2023 when the team’s owners chose to relocate the A’s and purchased land in Las Vegas for a baseball stadium. Although the Howard site is too small to support a modern container terminal, its location within the harbor is well-suited for support activities such as the overnight staging of trucks and containers. Eleven potential investors responded to the port’s “request for quote” (RFQ) for the site, McKenney said, adding the port authority will take about six months to “see what’s rising to the top” from the potential developers before moving forward. The 160-acre former Army base adjacent to the port is now a logistics center known as the Gateway Industrial District that has been under development for the past five years since road and rail improvements were completed. Warehouses, rail-to-container transloading facilities for exports and equipment storage are being developed, all of which will create synergy between importers and exporters, Brandes said. “Every exporter needs a box from an importer,” he said. Oakland is committed to continue developing green initiatives such as electrical charging infrastructure for EV trucks and cargo-handling equipment at marine terminals. The port is assisting the private sector in these areas primarily through grant funding from state and federal sources, McKenney said. Contact Bill Mongelluzzo at bill.mongelluzzo@spglobal.com","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eThe Port of Oakland’s new five-year strategic growth plan lays out an ambitious program to modernize cargo-handling infrastructure and transloading capacity, a strategy that is intended to grow containerized imports at a gateway that is geared toward exports. \u003c/p\u003e\u003cp\u003eThe five-year strategic plan that was approved on Feb. 10 by Oakland’s Board of Port Commissioners focuses on key infrastructure projects including widening of its turning basins to enable uninterrupted two-way vessel traffic, redevelopment of the defunct Howard Terminal for maritime support activities and continued redevelopment of a former Army base for warehousing and rail-to-container transloading activities. \u003c/p\u003e\u003cp\u003eMike Jacob, president of the Pacific Merchant Shipping Association (PMSA), which represents terminal operators and shipping lines on the West Coast, said Oakland’s strategic plan is generally on target in that it will make the Northern California gateway more attractive to importers and carriers on the trans-Pacific trade. \u003c/p\u003e\u003cp\u003e“The port needs to be more competitive in the import space,” Jacob said. The trans-Pacific trade has always been weak in exports compared with imports, and exports could weaken further if the US incurs retaliatory tariffs from Asian trading partners, he noted. \u003c/p\u003e\u003cp\u003eData shows Oakland lagging other ports on the West Coast when it comes to imports from Asia. \u003c/p\u003e\u003cp\u003eThe Southern California port complex of Los Angeles and Long Beach and the Northwest Seaport Alliance of Seattle and Tacoma had near-record years in 2024 for Asia imports, with year-on-year gains of 24.2% and 28.4%, respectively, according to PIERS, a \u003ci\u003eJournal of Commerce\u003c/i\u003e sister product within S\u0026amp;P Global. In Oakland, Asian imports increased 13.2%. \u003c/p\u003e\u003cp\u003eMore than 75% of the laden containers handled in Los Angeles-Long Beach are imports, whereas in Oakland laden imports account for 55% of the boxes handled, according to statistics on the ports’ websites. \u003c/p\u003e\u003ch3\u003eOakland seeking first-call inbound service\u003c/h3\u003e\u003cp\u003eImports attract first-call inbound services in the trans-Pacific. Vessels in Pacific Southwest services from Asia call first in Los Angeles-Long Beach, where about 80% of the containers are discharged. The vessels then call in Oakland to handle the remaining 20% of the containers. Ships are topped off primarily with agricultural exports from California’s Central Valley and protein (meat) products railed to Oakland from the Midwest. Oakland has no first-call inbound services from Asia. \u003c/p\u003e\u003cdiv class=\"wrapper-narrow\"\u003e\u003cdynamic-object type=\"jocchartid\" resource-id=\"4e002908-4b97-4403-abc6-17a31473ce27\"\u003e\u003c/dynamic-object\u003e\u003c/div\u003e\u003cp\u003eBryan Brandes, Oakland’s maritime director, said the port is pursuing first-call inbound services, adding that an announcement could come in 2026. \u003c/p\u003e\u003cp\u003eAmong the goals outlined in Oakland’s strategic plan are capturing market growth and expanding the port’s economic base, while modernizing and upgrading infrastructure to support that growth, Brandes said. \u003c/p\u003e\u003cp\u003eThe project to widen Oakland’s Inner and Outer Harbor turning basins to allow the largest vessels deployed in the trans-Pacific to enter and leave the port without restrictions has been planned for several years and is progressing through the permitting process. \u003c/p\u003e\u003cp\u003eThe port is targeting 2027 to begin construction and 2029 as the completion date, said port COO Kristi McKenney. When completed, vessels will be able to enter and exit the port 24 hours a day without regard to the tidal variations they face now. This is critical to keeping vessel strings in the trans-Pacific on schedule, McKenney said. \u003c/p\u003e\u003ch3\u003eDevelopment projects on tap\u003c/h3\u003e\u003cp\u003eRedevelopment of Howard Terminal for maritime and trucking-related activities is back on track after five years of being held up due to \u003ca href=\"https://www.joc.com/article/oaklands-howard-terminal-eyes-redevelopment-after-ballpark-proposal-strikes-out-5234580\"\u003eplans by investors to build a stadium for the Oakland A’s baseball team\u003c/a\u003e. That consideration went away in 2023 when the team’s owners chose to relocate the A’s and purchased land in Las Vegas for a baseball stadium. \u003c/p\u003e\u003cp\u003eAlthough the Howard site is too small to support a modern container terminal, its location within the harbor is well-suited for support activities such as the overnight staging of trucks and containers. Eleven potential investors responded to the port’s “request for quote” (RFQ) for the site, McKenney said, adding the port authority will take about six months to “see what’s rising to the top” from the potential developers before moving forward. \u003c/p\u003e\u003cp\u003eThe 160-acre former Army base adjacent to the port is now a logistics center known as the Gateway Industrial District that has been under development for the past five years since road and rail improvements were completed. Warehouses, rail-to-container transloading facilities for exports and equipment storage are being developed, all of which will create synergy between importers and exporters, Brandes said. \u003c/p\u003e\u003cp\u003e“Every exporter needs a box from an importer,” he said. \u003c/p\u003e\u003cp\u003eOakland is committed to continue developing green initiatives such as electrical charging infrastructure for EV trucks and cargo-handling equipment at marine terminals. The port is assisting the private sector in these areas primarily through grant funding from state and federal sources, McKenney said. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Bill Mongelluzzo at \u003c/i\u003e\u003ca href=\"mailto:bill.mongelluzzo@spglobal.com\"\u003e\u003ci\u003ebill.mongelluzzo@spglobal.com\u003c/i\u003e\u003c/a\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"The Port of Oakland lagged other West Coast ports in 2024 when it came to growth in imports from Asia. Photo credit: Pandora Pictures / Shutterstock.com.","EventDate":null,"__typename":"Metadata"},"ModDate":"1740074416940","Taxonomy":{"MainCategory":[{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"9","Name":"Container Shipping News","Redirects":[{"Path":"/maritime/container-shipping-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"10","Name":"Port News","Redirects":[{"Path":"/maritime/port-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"40","Name":"Port infrastructure","Redirects":[{"Path":"/maritime/port-news/port-infrastructure","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"42","Name":"North American ports","Redirects":[{"Path":"/maritime/port-news/north-american-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"43","Name":"Marine terminals","Redirects":[{"Path":"/maritime/port-news/marine-terminals","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"ContentType":"ARTICLE","__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Bill Mongelluzzo, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1740072254000","TitlePlainText":"Oakland pins growth on attracting imports, first-call inbound service","Published":true,"Redirects":[{"Path":"/article/oakland-pins-growth-on-attracting-imports-first-call-inbound-service-5947705","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe port’s recently approved five-year strategic plan details infrastructure, transloading and maritime support activities that it hopes will spur cargo growth by making the Northern California gateway more attractive to importers.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The port’s recently approved five-year strategic plan details infrastructure, transloading and maritime support activities that it hopes will spur cargo growth by making the Northern California gateway more attractive to importers.","__typename":"Document"},{"Id":"5947638_JournalOfCommerce","Attachments":[{"FileName":"5947637_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"Regional less-than-truckload (LTL) carriers in the US are redrawing their service maps by buying new terminals, merging with competitors and forming partnerships to build density in their freight networks and offer their shipper customers more services to more locations. Two of the largest US regional LTL providers, Dayton Freight Lines and A. Duie Pyle, on Tuesday said they would partner to expand their service territories, with A. Duie Pyle gaining next-day lanes throughout Ohio and Dayton pushing into Pennsylvania. The partnership follows the purchase of Ohio-based Sutton Transport by Pittsburgh-based Pitt Ohio and smaller deals that are consolidating LTL regional capacity in the Midwest, such as the acquisition of RMX Freight Systems last year by Moran Transportation . Pyle and Dayton have been partners since 2003, exchanging two-day shipments at Pyle’s Streetsboro, Ohio, terminals and Dayton’s Cleveland service center. The new initiative upgrades two-day service to next-day, meeting shipper demand for faster transit. For Pyle, increased LTL competition made the need to expand into Ohio clear, said John Luciani, chief operating officer of the West Chester, Pennsylvania-based company. “We needed to provide overnight service from New Jersey to the state of Ohio,” Luciani said. “There’s competition providing overnight service, so we were at a disadvantage,” he told the Journal of Commerce Wednesday. “We worked for a little over a year with Dayton to work out ways to infuse next-day shipments into each other’s networks.” Pyle is expanding its terminal network in Ohio to facilitate next-day service. “We’ve purchased a service center in Bowling Green [Ohio] and we will build in Columbus and lease in Cincinnati,” complementing service centers in Streetsboro and Cleveland, Luciani added. “We had customers tell us that if we were in Columbus we’d be handling their business going to the Northeast, and that was all the motivation we needed,” he said. “Our customers have asked us to expand to provide the high-quality service they want.” Dayton is the third-largest regional US LTL provider ranked by revenue, while Pyle is sixth-largest, according to data from SJ Consulting Group. Its next-day service expansion will be rolled out over the next few quarters, Luciani said. Closing coverage gaps LTL carriers in the Midwest are not just looking to grow, they are filling a gap left by the loss of USF Holland, a leading regional LTL carrier in the Midwest and a subsidiary of bankrupt LTL provider Yellow. Holland shut down along with Yellow’s other carriers in July 2023. “I still think there’s a hole” in the LTL landscape left by Holland, Mike Moran, president of Moran Transportation, told the Journal of Commerce. Holland, acquired by Yellow in 2005, covered the entire Midwest and parts of the south central and southeast United States. Despite decades of offshoring of manufacturing jobs, the Midwest is still home to many US manufacturers, with five of the 10 largest manufacturing states in the US and more than 57,000 manufacturing companies, according to industrial data provider MNI. As the Dayton-Pyle partnership underscores, the Midwest is also a gateway to the Northeast market. R+L Carriers, a Wilmington, Ohio-based national LTL provider, acquired Yellow’s 304-door Maybrook, New York, terminal in December to expand in the Northeast. ”The Midwest is a critical link [in LTL networks] and it’s often overlooked,” said Kevin Huntsman, president of Mastio \u0026 Company, a transportation market research firm. The Midwest is a key hub for shipments from the West, East and Gulf coasts, he said. “There’s a strong connection between the Midwest and the Dallas and Houston markets,” Huntsman said. Pitt Ohio recently launched an express LTL service from Ohio to Texas, and LTL carriers are looking to make more Midwest-to-Mexico connections. Regional LTL carriers across the US are also positioning themselves to compete against national carriers and multiregional companies such as Knight-Swift, which has three regional subsidiaries and is seeking a fourth LTL provider in the Northeast. “There’s a lot happening with regional carriers and I’d expect a lot of consolidation or strategic partnerships,” said Dean Jones, chief commercial officer at AFS Logistics. LTL providers are also watching FedEx Freight, the largest US LTL provider, which is being spun off by parcel carrier FedEx. It is unclear how an independent FedEx Freight might alter the competitive balance and reshape the LTL market. More density, freight Tim Haitz, chief commercial officer at Wisconsin-based regional LTL provider Standard Forwarding Freight, sees more freight flowing to regional companies. \"When freight is going only 500 miles, a long-haul LTL carrier probably touches it more in transit than a regional guy, just because of how the long-haul network is set up to service the whole country,” said Haitz, who worked for decades for Yellow and Roadway. “That’s why you’re seeing a lot of mergers and acquisitions and partnerships among regional carriers all over the country,” Haitz said. “If you can integrate systems and hand off freight, you can extend your networks and become more important to the customer.” Standard Forwarding Freight itself was acquired at the end of 2024 from DHL by Sakaem Logistics, an investment firm owned by the family that used to own defunct car hauler Jack Cooper Transport. The regional LTL carrier has 14 terminals across the Midwest. Contact William B. Cassidy at bill.cassidy@spglobal.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eRegional less-than-truckload (LTL) carriers in the US are redrawing their service maps by buying new terminals, merging with competitors and forming partnerships to build density in their freight networks and offer their shipper customers more services to more locations. \u003c/p\u003e\u003cp\u003eTwo of the largest US regional LTL providers, Dayton Freight Lines and A. Duie Pyle, on Tuesday said they would partner to expand their service territories, with A. Duie Pyle gaining next-day lanes throughout Ohio and Dayton pushing into Pennsylvania. \u003c/p\u003e\u003cp\u003eThe partnership follows the purchase of Ohio-based \u003ca href=\"https://www.joc.com/article/ma-activity-redrawing-regional-ltl-map-in-us-midwest-and-beyond-5917864\"\u003eSutton Transport\u003c/a\u003e by Pittsburgh-based Pitt Ohio and smaller deals that are consolidating LTL regional capacity in the Midwest, such as the acquisition of RMX Freight Systems last year by \u003ca href=\"https://www.joc.com/article/smaller-us-ltl-carriers-increasingly-merging-in-sink-or-swim-market-5783875\"\u003eMoran Transportation\u003c/a\u003e. \u003c/p\u003e\u003cp\u003ePyle and Dayton have been partners since 2003, exchanging two-day shipments at Pyle’s Streetsboro, Ohio, terminals and Dayton’s Cleveland service center. The new initiative upgrades two-day service to next-day, meeting shipper demand for faster transit. \u003c/p\u003e\u003cp\u003eFor Pyle, increased \u003ca href=\"https://www.joc.com/article/us-ltl-rates-rising-as-industrial-outlook-shipper-confidence-improve-5944443\"\u003eLTL competition\u003c/a\u003e made the need to expand into Ohio clear, said John Luciani, chief operating officer of the West Chester, Pennsylvania-based company. “We needed to provide overnight service from New Jersey to the state of Ohio,” Luciani said. \u003c/p\u003e\u003cp\u003e“There’s competition providing overnight service, so we were at a disadvantage,” he told the \u003ci\u003eJournal of Commerce\u003c/i\u003e Wednesday. “We worked for a little over a year with Dayton to work out ways to infuse next-day shipments into each other’s networks.” \u003c/p\u003e\u003cp\u003ePyle is expanding its terminal network in Ohio to facilitate next-day service. “We’ve purchased a service center in Bowling Green [Ohio] and we will build in Columbus and lease in Cincinnati,” complementing service centers in Streetsboro and Cleveland, Luciani added. \u003c/p\u003e\u003cp\u003e“We had customers tell us that if we were in Columbus we’d be handling their business going to the Northeast, and that was all the motivation we needed,” he said. “Our customers have asked us to expand to provide the high-quality service they want.” \u003c/p\u003e\u003cp\u003eDayton is the third-largest regional US LTL provider ranked by revenue, while Pyle is sixth-largest, according to data from SJ Consulting Group. Its next-day service expansion will be rolled out over the next few quarters, Luciani said. \u003c/p\u003e\u003cp\u003e\u003cb\u003eClosing coverage gaps\u003c/b\u003e \u003c/p\u003e\u003cp\u003eLTL carriers in the Midwest are not just looking to grow, they are filling a gap left by the loss of USF Holland, a leading regional LTL carrier in the Midwest and a subsidiary of bankrupt LTL provider Yellow. Holland shut down along with Yellow’s other carriers in July 2023. \u003c/p\u003e\u003cp\u003e“I still think there’s a hole” in the LTL landscape left by Holland, Mike Moran, president of Moran Transportation, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. Holland, acquired by Yellow in 2005, covered the entire Midwest and parts of the south central and southeast United States. \u003c/p\u003e\u003cp\u003eDespite decades of offshoring of manufacturing jobs, the Midwest is still home to many US manufacturers, with five of the 10 largest manufacturing states in the US and more than 57,000 manufacturing companies, according to industrial data provider MNI. \u003c/p\u003e\u003cp\u003eAs the Dayton-Pyle partnership underscores, the Midwest is also a gateway to the Northeast market. R+L Carriers, a Wilmington, Ohio-based national LTL provider, acquired Yellow’s 304-door Maybrook, New York, terminal in December to expand in the Northeast. \u003c/p\u003e\u003cp\u003e”The Midwest is a critical link [in LTL networks] and it’s often overlooked,” said Kevin Huntsman, president of Mastio \u0026amp; Company, a transportation market research firm. The Midwest is a key hub for shipments from the West, East and Gulf coasts, he said. \u003c/p\u003e\u003cp\u003e“There’s a strong connection between the Midwest and the Dallas and Houston markets,” Huntsman said. Pitt Ohio recently launched an express LTL service from Ohio to Texas, and LTL carriers are looking to make more \u003ca href=\"https://www.joc.com/article/us-ltl-providers-seeking-bigger-share-of-mexico-cross-border-trucking-5929402\"\u003eMidwest-to-Mexico\u003c/a\u003e connections. \u003c/p\u003e\u003cp\u003eRegional LTL carriers across the US are also positioning themselves to compete against national carriers and multiregional companies such as Knight-Swift, which has three regional subsidiaries and is \u003ca href=\"https://www.joc.com/article/knight-swift-puts-ltl-buyouts-on-hold-as-us-freight-market-flattens-5928140\"\u003eseeking a fourth LTL provider\u003c/a\u003e in the Northeast. \u003c/p\u003e\u003cp\u003e“There’s a lot happening with regional carriers and I’d expect a lot of consolidation or strategic partnerships,” said Dean Jones, chief commercial officer at AFS Logistics. \u003c/p\u003e\u003cp\u003eLTL providers are also watching FedEx Freight, the largest US LTL provider, which is being spun off by parcel carrier FedEx. It is unclear how an independent FedEx Freight \u003ca href=\"https://www.joc.com/article/fedex-freight-spinoff-is-latest-move-to-reshape-us-ltl-market-5909683\"\u003emight alter the competitive balance\u003c/a\u003e and reshape the LTL market. \u003c/p\u003e\u003cp\u003e\u003cb\u003eMore density, freight\u003c/b\u003e \u003c/p\u003e\u003cp\u003eTim Haitz, chief commercial officer at Wisconsin-based regional LTL provider Standard Forwarding Freight, sees more freight flowing to regional companies. \u003c/p\u003e\u003cp\u003e\"When freight is going only 500 miles, a long-haul LTL carrier probably touches it more in transit than a regional guy, just because of how the long-haul network is set up to service the whole country,” said Haitz, who worked for decades for Yellow and Roadway. \u003c/p\u003e\u003cp\u003e“That’s why you’re seeing a lot of mergers and acquisitions and partnerships among regional carriers all over the country,” Haitz said. “If you can integrate systems and hand off freight, you can extend your networks and become more important to the customer.” \u003c/p\u003e\u003cp\u003eStandard Forwarding Freight itself was acquired at the end of 2024 from DHL by Sakaem Logistics, an investment firm owned by the family that used to own defunct car hauler Jack Cooper Transport. The regional LTL carrier has 14 terminals across the Midwest. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact William B. Cassidy at \u003c/i\u003e\u003ca href=\"mailto:bill.cassidy@spglobal.com\"\u003e\u003ci\u003ebill.cassidy@spglobal.com\u003c/i\u003e\u003c/a\u003e.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Competitive pressure and customer demand is driving A. Duie Pyle to expand south and west of its core northeastern region, COO John Luciani says. Photo credit: Collins Unlimited / Shutterstock.com.","EventDate":null,"__typename":"Metadata"},"ModDate":"1740150375350","Taxonomy":{"MainCategory":[{"Id":"2","Name":"Surface","Redirects":[{"Path":"/surface","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"11","Name":"Trucking News","Redirects":[{"Path":"/surface/trucking-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"46","Name":"LTL","Redirects":[{"Path":"/surface/trucking-news/ltl","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"ContentType":"ARTICLE","__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"William B. Cassidy, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1740064754000","TitlePlainText":"Regional LTL partnership to speed service linking Midwest, Northeast","Published":true,"Redirects":[{"Path":"/article/regional-ltl-partnership-to-speed-service-linking-midwest-northeast-5947638","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eDayton Freight Lines and A. Duie Pyle are partnering to provide next-day service from the East Coast to all parts of Ohio as shippers demand more speed. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Dayton Freight Lines and A. Duie Pyle are partnering to provide next-day service from the East Coast to all parts of Ohio as shippers demand more speed.","__typename":"Document"},{"Id":"5946935_JournalOfCommerce","Attachments":[{"FileName":"5946735_0.1.jpg","FileType":"Nondownloadable","Title":null,"__typename":"Attachment"},{"FileName":"5946898_0.1.jpeg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"US President Donald Trump has maritime on the mind, flexing an expansionist worldview to expand regional control and limit Chinese and Russian influence in the Western Hemisphere. In just the very early days of the new administration, the White House has cited the security threat of Russian and Chinese shipping in Arctic waters as justification for Trump’s designs on Greenland and Canada and has escalated pressure on Panama to push out a Hong Kong-based marine terminal operator it deems under China’s sway.  The president’s missives, importantly, have not impacted container shipping, but they are noteworthy, nonetheless. Commercial shipping and the extensions of military power, most visible via navies and strategic port investment such as China’s Belt and Road, have rarely come into conflict while sharing the same waters. But increased geopolitical risks, driven largely by heightened tensions between China and the United States, are pushing the commercial and government spheres closer together. As the US looks to strengthen its regional sphere of influence, bipartisan political attention is building to boost US shipbuilding , and thus, its ability to project power in the Arctic and reduce dependence on foreign carriers. While political interest for a US shipbuilding renaissance might be the most favorable since the Nixon administration, the challenge is daunting. Rebuilding an industry that has been in decline since World War II would take massive and consistent multiyear investment — unlike, say, renaming a body of water shared with Mexico and Cuba. Once at more than 2,000 vessels and 300 shipyards, the US international merchant fleet now numbers approximately 80 and just 20 or so of domestic shipyards. During a call in November with the president of South Korea, Trump expressed interest in the increased cooperation between the two countries’ shipbuilding industries, according to Nikkei Asia. Hanwhan Systems and Hanwha Ocean acquired Philly Shipyard, which builds US-flag ships for Jones Act trades, in December for approximately $100 million. The outgoing Biden administration, which like Trump defended US Steel from Japanese buyers, blasted Chinese steel subsidies for unfairly propping up Chinese shipbuilding. Trump on Feb. 10 announced a 25% tariff on US imports of steel and aluminum, effective March 12.  US shipbuilding proponents are encouraged by Trump filling his new cabinet with three men known to have supported US shipbuilding while in Congress — former congressmen Mike Waltz and Jamieson Greer are now national security advisor and US trade representative, respectively, while ex-Sen. Marco Rubio is Secretary of State.  The Trump administration has a legislative vehicle at its disposal via the newly introduced SHIPS Act. The SHIPS Act , introduced in the Senate and House and backed by both sides of the aisle, would require all government cargoes to be shipped via the US-flag fleet. The legislation, if passed, would mandate that an annually increasing percentage of commercial goods imported from China move on US-flag ships starting in 2029, eventually reaching 10%. The legislation as of mid-February had yet to start moving through either of the respective Senate or House committees. Panama squeeze More immediately, the Trump administration is putting the heat on Panama’s government for allowing Hong Kong-based Hutchison Port Holdings (HPH) to operate a port on either side of the Panama Canal through a long-standing concession that began in 1997 and was renewed in 2021. Louis Sola, newly tapped by Trump as chairman of the Federal Maritime Commission and a one-time Panama resident, told senators during a Jan 28 that US terminal operators did not get a fair shake in the country due to corruption in the government. US-based SSA Marine, Singapore-based PSA and Taiwan-based Evergreen Terminal also have terminals in Panama. Panama announced on Feb. 7 that it would not renew its membership in China’s Belt and Road initiative, the massive infrastructure investment designed to string ports, including Cosco Shipping’s newly opened mega-terminal in Peru, like proverbial pearls. Trump has proposed a massive US sovereign investment fund, which could hypothetically aid the canal in a $2 billion project to ensure it has enough water to fully support its locks. CK Hutchison Group’s container division, spanning 298 berths and 53 ports in 24 countries, reports that 8.9% of its revenue comes from its Panama operations, which contributes 1.3% to its global berthage, analyst John McCown of the Center for Maritime Strategy wrote. “It is unreasonable to consider a de minimis segment of a conglomerate that actually has nothing to do with the canal to be a national security risk,” McCown wrote in a Feb. 18 analysis. Meanwhile, Senate Republicans are laying out the legal argument that the US could retake control of the canal if the neutrality has been violated. And Mauricio Claver-Carone, Trump’s special envoy for Latin America, told Politico in early February that the US Army Corps of Engineers could help the canal , with the condition that the US could get a “piece of it.” Expanding the remit of the Panama Canal Authority to the management of port concessions could be one way to increase US oversight without trying to force a cancellation of HPH’s concessions, which are in place until 2047, or retaking control of the waterway. Contact Mark Szakonyi at mark.szakonyi@spglobal.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cdiv class=\"wrapper-narrow float-right-element\"\u003e\u003cimg src=\"/images/phoenix/5946735_0.1.jpg\"\u003e\u003c/img\u003e\u003c/div\u003e\u003cp\u003eUS President Donald Trump has maritime on the mind, flexing an expansionist worldview to expand regional control and limit Chinese and Russian influence in the Western Hemisphere. In just the very early days of the new administration, the White House has cited the security threat of Russian and Chinese shipping in Arctic waters as justification for Trump’s designs on Greenland and Canada and has escalated pressure on Panama to push out a Hong Kong-based marine terminal operator it deems under China’s sway.  \u003c/p\u003e\u003cp\u003eThe president’s missives, importantly, have not impacted container shipping, but they are noteworthy, nonetheless. Commercial shipping and the extensions of military power, most visible via navies and strategic port investment such as China’s Belt and Road, have rarely come into conflict while sharing the same waters. But increased geopolitical risks, driven largely by heightened tensions between China and the United States, are pushing the commercial and government spheres closer together. \u003c/p\u003e\u003cp\u003eAs the US looks to strengthen its regional sphere of influence, \u003ca href=\"https://www.joc.com/article/us-flag-vessel-owners-investors-tout-wave-of-support-for-expanding-fleet-5819921\"\u003ebipartisan political attention is building to boost US shipbuilding\u003c/a\u003e, and thus, its ability to project power in the Arctic and reduce dependence on foreign carriers. While political interest for a US shipbuilding renaissance might be the most favorable since the Nixon administration, the challenge is daunting. \u003c/p\u003e\u003cp\u003eRebuilding an industry that has been in decline since World War II would take massive and consistent multiyear investment — unlike, say, renaming a body of water shared with Mexico and Cuba. Once at more than 2,000 vessels and 300 shipyards, the US international merchant fleet now numbers approximately 80 and just 20 or so of domestic shipyards. \u003c/p\u003e\u003cp\u003eDuring a call in November with the president of South Korea, Trump \u003ca href=\"http://go.microsoft.com/fwlink/p/?LinkId=255141\"\u003eexpressed interest\u003c/a\u003e in the increased cooperation between the two countries’ shipbuilding industries, according to Nikkei Asia. Hanwhan Systems and Hanwha Ocean acquired Philly Shipyard, which builds US-flag ships for Jones Act trades, in December for approximately $100 million. \u003c/p\u003e\u003cp\u003eThe outgoing Biden administration, which like Trump defended US Steel from Japanese buyers, blasted Chinese steel subsidies for unfairly propping up Chinese shipbuilding. Trump on Feb. 10 announced a 25% tariff on US imports of steel and aluminum, effective March 12.  \u003c/p\u003e\u003cp\u003eUS shipbuilding proponents are encouraged by Trump filling his new cabinet with three men known to have supported US shipbuilding while in Congress — former congressmen Mike Waltz and Jamieson Greer are now national security advisor and US trade representative, respectively, while ex-Sen. Marco Rubio is Secretary of State.  \u003c/p\u003e\u003cp\u003eThe Trump administration has a legislative vehicle at its disposal via the newly introduced SHIPS Act. The \u003ca href=\"https://www.joc.com/article/legislation-aims-to-mandate-rising-share-of-china-imports-on-expanded-us-flag-fleet-5909698\"\u003eSHIPS Act\u003c/a\u003e, introduced in the Senate and House and backed by both sides of the aisle, would require all government cargoes to be shipped via the US-flag fleet. The legislation, if passed, would mandate that an annually increasing percentage of commercial goods imported from China move on US-flag ships starting in 2029, eventually reaching 10%. The legislation as of mid-February had yet to start moving through either of the respective Senate or House committees. \u003c/p\u003e\u003ch3\u003ePanama squeeze\u003c/h3\u003e\u003cp\u003eMore immediately, the Trump administration is putting the heat on Panama’s government for allowing Hong Kong-based Hutchison Port Holdings (HPH) to operate a port on either side of the Panama Canal through a long-standing concession that began in 1997 and was renewed in 2021. Louis Sola, newly tapped by Trump as chairman of the Federal Maritime Commission and a one-time Panama resident, told senators during a Jan 28 that \u003ca href=\"https://www.joc.com/article/fmc-chair-questions-level-playing-field-in-panama-canal-operations-5932469\"\u003eUS terminal operators did not get a fair shake\u003c/a\u003e in the country due to corruption in the government. US-based SSA Marine, Singapore-based PSA and Taiwan-based Evergreen Terminal also have terminals in Panama. \u003c/p\u003e\u003cp\u003ePanama announced on Feb. 7 that it would not renew its membership in China’s Belt and Road initiative, the massive infrastructure investment designed to string ports, including Cosco Shipping’s newly opened mega-terminal in Peru, like proverbial pearls. Trump has proposed a massive US sovereign investment fund, which could hypothetically aid the canal in a $2 billion project to ensure it has enough water to fully support its locks. \u003c/p\u003e\u003cp\u003eCK Hutchison Group’s container division, spanning 298 berths and 53 ports in 24 countries, reports that \u003ca href=\"https://centerformaritimestrategy.org/publications/part-2-can-the-greatest-maritime-infrastructure-project-ever-provide-even-more-benefits-to-the-united-states/\"\u003e8.9% of its revenue\u003c/a\u003e comes from its Panama operations, which contributes 1.3% to its global berthage, analyst John McCown of the Center for Maritime Strategy wrote. \u003c/p\u003e\u003cp\u003e“It is unreasonable to consider a de minimis segment of a conglomerate that actually has nothing to do with the canal to be a national security risk,” McCown wrote in a Feb. 18 analysis. \u003c/p\u003e\u003cp\u003eMeanwhile, Senate Republicans are laying out the legal argument that the US could retake control of the canal if the neutrality has been violated. And Mauricio Claver-Carone, Trump’s special envoy for Latin America, told Politico in early February that the US Army Corps of Engineers \u003ca href=\"https://www.politico.com/news/magazine/2025/02/12/mauricio-claver-carone-interview-trump-latin-america-00203718\"\u003ecould help the canal\u003c/a\u003e, with the condition that the US could get a “piece of it.” \u003c/p\u003e\u003cp\u003eExpanding the remit of the Panama Canal Authority to the management of port concessions could be one way to increase US oversight without trying to force a cancellation of HPH’s concessions, which are in place until 2047, or retaking control of the waterway. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Mark Szakonyi at \u003c/i\u003e\u003ca href=\"mark.szakonyi@spglobal.com\"\u003e\u003ci\u003emark.szakonyi@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":" US shipbuilding proponents are encouraged by President Donald Trump filling his new cabinet with three men known to have supported US shipbuilding while in Congress. (Trump pictured in 2019 on USS Wasp at Yokosuka Naval Base.) Photo credit: Brendan Smialowski / AFP via Getty Images.","EventDate":null,"__typename":"Metadata"},"ModDate":"1740070815317","Taxonomy":{"MainCategory":[{"Id":"44","Name":"International ports","Redirects":[{"Path":"/maritime/port-news/international-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"9","Name":"Container Shipping News","Redirects":[{"Path":"/maritime/container-shipping-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"10","Name":"Port News","Redirects":[{"Path":"/maritime/port-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"16","Name":"Transport, Trade and Regulation News","Redirects":[{"Path":"/supply-chain/transport-trade-and-regulation-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"40","Name":"Port infrastructure","Redirects":[{"Path":"/maritime/port-news/port-infrastructure","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"43","Name":"Marine terminals","Redirects":[{"Path":"/maritime/port-news/marine-terminals","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"ContentType":"ARTICLE","__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Mark Szakonyi, Executive Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1740052800000","TitlePlainText":"Trump’s expansionist worldview puts US maritime interests in spotlight","Published":true,"Redirects":[{"Path":"/article/trumps-expansionist-worldview-puts-us-maritime-interests-in-spotlight-5946935","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eAs the new US administration looks to strengthen its regional sphere of influence, bipartisan political support is building to boost US shipbuilding, and thus, the country’s ability to project power in the Arctic and reduce dependence on foreign carriers. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"As the new US administration looks to strengthen its regional sphere of influence, bipartisan political support is building to boost US shipbuilding, and thus, the country’s ability to project power in the Arctic and reduce dependence on foreign carriers.","__typename":"Document"}],"commentaries":[{"Id":"5948388_JournalOfCommerce","Attachments":[{"FileName":"5948386_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"The Journal of Commerce’s roots extend back to 1827, when Samuel Morse and partners started a newspaper in New York. In 1844, Morse effectively started the telecommunications revolution. His first telegraph message asked, “What hath God wrought?” To many, the answer to that question might have been the development of containerization by Malcom McLean of Maxton, North Carolina. McLean’s transportation roots were in less-than-truckload (LTL). He was an early pioneer; McLean Trucking was founded in 1934 — the same year as the Motor Carrier Act of 1934 — and at one time was the fourth-largest motor carrier in the United States. This Motor Carrier Act followed traditional regulatory thinking. To ensure sufficient capacity, carriers were granted monopolies in the form of operating authorities. With tobacco a highly rated commodity, this was an incredibly lucrative business. These profits supported the acquisition of other motor carriers and the seed capital to start containerization. What the hagiography of McLean frequently omits is that he was not perfect. He twice “bet the company” on oil prices — and got it wrong both times. The development of high-speed container ships known as SL-7s were deployed in 1972 and 1973 during the first fuel shock. The ships’ high operating costs destroyed any profitability, and they were sold to the United States Navy in 1981 and 1982. In 1969, McLean sold Sea-Land to R.J. Reynolds Tobacco Company. In 1978, McLean purchased United States Lines and built a fleet of 4,400-TEU container ships. These were the largest ships at the time and were designed to operate in around-the-world services. Following the second oil shock of 1979, these vessels were designed to be fuel-efficient — albeit slow. When oil prices cratered five years later, so did US Lines. A ‘grander strategy’ While the SL-7s and EconoShips are well-known aspects of McLean’s legacy, I think it is worthwhile exploring his grander strategy. SeaLand was vertically integrated — deploying his ships, calling his terminals, utilizing cranes of his specifications, carrying his containers, and moving on his chassis. While this model was emulated by many of those that followed, it is worthwhile to think about what has changed since then — and what it means today. Independent vessel strings are mostly a thing of the past. Vessel-sharing agreements (VSAs) have given way to global alliances — not to mention outright acquisitions. SeaLand–Maersk was an early VSA that ultimately led to Maersk acquiring SeaLand. This is a reflection of the need for economies of scope and scale — alongside density and service frequency — that are table stakes in today’s liner shipping world. By the early 1960s, McLean’s concept for standardized shipping containers gave rise to the container leasing industry. Sea Containers was an early entrant that was followed by others. This was a reflection that the capital-intensive nature of liner shipping made it almost impossible for a carrier to invest in everything. It was also a realization that economies of scale were sometimes beyond the reach of a single entity. While the chassis was necessary to provide pickup and delivery, carrier provision of chassis was limited to the United States. McLean was a trucker at heart and couldn’t imagine not having his own wheels. This decision haunted the industry for decades. Finally, in 2012, Maersk sold its chassis-leasing subsidiary, Direct ChassisLink, Inc. (DCLI), to a private equity firm. In an industry where most want to be second, almost every other line followed. Marine terminals were the last to be unbundled — perhaps because lines viewed them as their “crown jewels,” or perhaps because of their high price tags. These investments became popular with infrastructure funds and their pension fund investors. What we have today is the opposite of McLean’s vision. A vertically integrated enterprise of cost centers has been replaced by a network of profit centers that closely resembles the intermodal rail world. Whereas the former would inevitably cross-subsidize separate components through intricate transfer pricing, the latter has created a world of cutthroat capitalism. The impacts are not always clear. Container and chassis providers claim that they offer savings; however, their line customers may not agree — perhaps because they lack the sophistication to ascertain the true cost of ownership and operation. The impact on marine terminals is much more pervasive. Whereas an ocean carrier might have previously absorbed some additional costs (e.g., extra gates, third shifts, etc.) in a holistic service perspective, today’s terminals have owners that demand profitability across the spectrum. Our industry, despite its global scale, is still relatively young. We are living Joseph Schumpeter’s theory of creative destruction that he believed is essential for capitalism and economic growth. New innovations replace old ones. McLean’s innovations were essential, but not timeless. Our industry is essential, and the only certainty is change. Contact Ted Prince at ted@tricitiesintermodal.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eThe \u003ci\u003eJournal of Commerce\u003c/i\u003e’s roots extend back to 1827, when Samuel Morse and partners started a newspaper in New York. In 1844, Morse effectively started the telecommunications revolution. His first telegraph message asked, “What hath God wrought?” \u003c/p\u003e\u003cp\u003eTo many, the answer to that question might have been the development of containerization by Malcom McLean of Maxton, North Carolina. McLean’s transportation roots were in less-than-truckload (LTL). He was an early pioneer; McLean Trucking was founded in 1934 — the same year as the Motor Carrier Act of 1934 — and at one time was the fourth-largest motor carrier in the United States. \u003c/p\u003e\u003cp\u003eThis Motor Carrier Act followed traditional regulatory thinking. To ensure sufficient capacity, carriers were granted monopolies in the form of operating authorities. With tobacco a highly rated commodity, this was an incredibly lucrative business. These profits supported the acquisition of other motor carriers and the seed capital to start containerization. \u003c/p\u003e\u003cp\u003eWhat the hagiography of McLean frequently omits is that he was not perfect. He twice “bet the company” on oil prices — and got it wrong both times. The development of high-speed container ships known as SL-7s were deployed in 1972 and 1973 during the first fuel shock. The ships’ high operating costs destroyed any profitability, and they were sold to the United States Navy in 1981 and 1982. \u003c/p\u003e\u003cp\u003eIn 1969, McLean sold Sea-Land to R.J. Reynolds Tobacco Company. In 1978, McLean purchased United States Lines and built a fleet of 4,400-TEU container ships. These were the largest ships at the time and were designed to operate in around-the-world services. Following the second oil shock of 1979, these vessels were designed to be fuel-efficient — albeit slow. When oil prices cratered five years later, so did US Lines. \u003c/p\u003e\u003ch3\u003eA ‘grander strategy’\u003c/h3\u003e\u003cp\u003eWhile the SL-7s and EconoShips are well-known aspects of McLean’s legacy, I think it is worthwhile exploring his grander strategy. SeaLand was vertically integrated — deploying his ships, calling his terminals, utilizing cranes of his specifications, carrying his containers, and moving on his chassis. While this model was emulated by many of those that followed, it is worthwhile to think about what has changed since then — and what it means today. \u003c/p\u003e\u003cp\u003eIndependent vessel strings are mostly a thing of the past. Vessel-sharing agreements (VSAs) have given way to global alliances — not to mention outright acquisitions. SeaLand–Maersk was an early VSA that ultimately led to Maersk acquiring SeaLand. This is a reflection of the need for economies of scope and scale — alongside density and service frequency — that are table stakes in today’s liner shipping world. \u003c/p\u003e\u003cp\u003eBy the early 1960s, McLean’s concept for standardized shipping containers gave rise to the container leasing industry. Sea Containers was an early entrant that was followed by others. This was a reflection that the capital-intensive nature of liner shipping made it almost impossible for a carrier to invest in everything. It was also a realization that economies of scale were sometimes beyond the reach of a single entity. \u003c/p\u003e\u003cp\u003eWhile the chassis was necessary to provide pickup and delivery, carrier provision of chassis was limited to the United States. McLean was a trucker at heart and couldn’t imagine not having his own wheels. This decision haunted the industry for decades. Finally, in 2012, Maersk sold its chassis-leasing subsidiary, Direct ChassisLink, Inc. (DCLI), to a private equity firm. In an industry where most want to be second, almost every other line followed. \u003c/p\u003e\u003cp\u003eMarine terminals were the last to be unbundled — perhaps because lines viewed them as their “crown jewels,” or perhaps because of their high price tags. These investments became popular with infrastructure funds and their pension fund investors. \u003c/p\u003e\u003cp\u003eWhat we have today is the opposite of McLean’s vision. A vertically integrated enterprise of cost centers has been replaced by a network of profit centers that closely resembles the intermodal rail world. Whereas the former would inevitably cross-subsidize separate components through intricate transfer pricing, the latter has created a world of cutthroat capitalism. \u003c/p\u003e\u003cp\u003eThe impacts are not always clear. Container and chassis providers claim that they offer savings; however, their line customers may not agree — perhaps because they lack the sophistication to ascertain the true cost of ownership and operation. \u003c/p\u003e\u003cp\u003eThe impact on marine terminals is much more pervasive. Whereas an ocean carrier might have previously absorbed some additional costs (e.g., extra gates, third shifts, etc.) in a holistic service perspective, today’s terminals have owners that demand profitability across the spectrum. \u003c/p\u003e\u003cp\u003eOur industry, despite its global scale, is still relatively young. We are living Joseph Schumpeter’s theory of creative destruction that he believed is essential for capitalism and economic growth. New innovations replace old ones. McLean’s innovations were essential, but not timeless. Our industry is essential, and the only certainty is change. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Ted Prince at \u003c/i\u003e\u003ca href=\"mailto:ted@tricitiesintermodal.com\"\u003e\u003ci\u003eted@tricitiesintermodal.com\u003c/i\u003e\u003c/a\u003e.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Ted Prince, founder and CEO, Tri-Cities Intermodal LLC ","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Containerization, despite its global scale, is still relatively young, notes Ted Prince. Photo credit: Mariusz Bugno / Shutterstock.com.","EventDate":null,"__typename":"Metadata"},"ModDate":"1740158295217","Taxonomy":{"MainCategory":[{"Id":"4","Name":"Supply chain","Redirects":[{"Path":"/supply-chain","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[],"ContentType":"COMMENTARY","__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1740153140000","TitlePlainText":"In appreciation of McLean’s essential, although not timeless, innovations","Published":true,"Redirects":[{"Path":"/article/in-appreciation-of-mcleans-essential-although-not-timeless-innovations-5948388","__typename":"Redirect"},{"Path":"/article/in-appreciation-of-mcleans-essential-though-not-timeless-innovations-5948388","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eWhat we have today in containerization is the opposite of Malcom McLean’s vision, writes Ted Prince — a vertically integrated enterprise of cost centers has been replaced by a network of profit centers that closely resembles the intermodal rail world.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"What we have today in containerization is the opposite of Malcom McLean’s vision, writes Ted Prince — a vertically integrated enterprise of cost centers has been replaced by a network of profit centers that closely resembles the intermodal rail world.","__typename":"Document"},{"Id":"5946820_JournalOfCommerce","Attachments":[{"FileName":"5946804_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"The Federal Motor Carrier Safety Administration (FMCSA) has crossed a dangerous line. Amid rapid government downsizing, FMCSA is defying logic with a proposed rule that would expand its mission beyond highway safety into commercial contracts, undermining decades of deregulation and free enterprise. For over four decades, pricing deregulation in freight has supercharged the nation’s economy to become the fastest and safest delivery system in the world. Free markets drive innovation and economic growth. FMCSA’s unprecedented attempt to re-regulate pricing undercuts one of America’s greatest strengths. The proposed rule mandates that brokers disclose proprietary pricing information to motor carriers — 48 hours after the deal is completed. This arbitrary intervention serves no commercial or safety purpose, instead setting a dangerous precedent that jeopardizes the confidentiality of business contracts. If implemented, this rule would unravel decades of industry progress, harming brokers, shippers and carriers alike, while raising prices for consumers. FMCSA’s legal justification relies on a long-outdated notion intended to protect motor carriers and shippers from rebates. Ironically, this rule achieves the opposite — it harms shippers, distorts competition, increases costs and exposes sensitive commercial data to exploitation. Shippers oppose this direct assault on free trade that violates their confidentiality and call it a regulatory overreach. The Transportation Intermediaries Association (TIA), the largest broker and forwarder group — the American Trucking Associations, the largest trucking group — and the National Industrial Transportation League (NITL), representing America’s largest shippers, each strongly oppose the proposed rule. FMCSA has been led to believe that some small carriers should not need to find shipper customers and instead be given access to confidential pricing data for personal gain. The proposal rewards those unwilling to build a sustainable business by giving them a backdoor to proprietary information. Why not petition the Securities and Exchange Commission to protect day traders from their poor investment decisions? Just as stock market participants assume risks, carriers choosing to operate solely in the spot market must take responsibility for their business models. FMCSA’s intervention is not about fairness — it is government-sanctioned theft. FMCSA’s belief that this rule is a minor adjustment is dangerously naive. The reality is far more insidious: Thousands of motor carriers own brokerages, meaning confidential pricing data would immediately fall into the hands of direct competitors. Freight payment companies, factoring firms and unregulated dispatch services — many operating without proper licensing — would gain unrestricted access to private contracts. Supply chains would become fully exposed, allowing bad actors to dismantle shipper relationships and exploit competitive advantages. FMCSA has no authority to regulate the consequences of such a reckless policy. Once proprietary data is released, it will be impossible to contain. FMCSA ‘loses public confidence’ FMCSA expressed a belief that the rule may enhance highway safety by ensuring carriers are “better capitalized.” No data supports this notion, which is yet another example of FMCSA crafting policy based on personal belief rather than empirical evidence. FMCSA continually loses public confidence. FMCSA’s Compliance, Safety, Accountability (CSA) program, introduced in 2010, promised to predict unsafe carriers. Fifteen years later, after academia, the Congressional Budget Office, FMCSA’s Inspector General and Congress proved that CSA failed to predict future crashes, we are still waiting for CSA 2010. The agency was forced to withdraw the data from public view. FMCSA is once again making policy based on speculation, not facts. At a recent meeting, the former chief safety officer of FMCSA acknowledged that there are only four or five complaints regarding rate transparency. Bewilderingly, FMCSA is prioritizing this issue instead of addressing the national security matter of over 80,000 fraud complaints in its database. Fraud poses a significant risk to supply chains that are crucial for food security and pharmaceuticals. Instead of tackling real threats, FMCSA pursues nonsense. In addition to its fundamental flaws, this proposed rule is impractical. Most shipments do not settle within 48 hours due to delays related to claims, proof of delivery or payment cycles. FMCSA has not provided a clear plan for how brokers would securely transmit sensitive information or navigate the complexities involved in calculating per-shipment service costs. This regulation places an unnecessary burden on tens of thousands of brokers and hundreds of thousands of shippers, all to meet an inconsequential demand. FMCSA’s proposed rule poses a serious threat to the freight industry; it serves no commercial purpose, violates principles of free trade, and irresponsibly exposes confidential data to potential bad actors. Moreover, it distracts FMCSA from its primary mission: ensuring highway safety. The industry, including carriers, shippers and brokers, stands in unanimous opposition to this detrimental regulation. It must be stopped before it causes irreparable harm to one of the most critical sectors of the US economy. Contact Jeff Tucker at jeff.tucker@tuckerco.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eThe Federal Motor Carrier Safety Administration (FMCSA) has crossed a dangerous line. Amid rapid government downsizing, FMCSA is defying logic with a proposed rule that would expand its mission beyond highway safety into commercial contracts, undermining decades of deregulation and free enterprise. \u003c/p\u003e\u003cp\u003eFor over four decades, pricing deregulation in freight has supercharged the nation’s economy to become the fastest and safest delivery system in the world. Free markets drive innovation and economic growth. FMCSA’s unprecedented attempt to re-regulate pricing undercuts one of America’s greatest strengths. \u003c/p\u003e\u003cp\u003e\u003ca href=\"https://www.joc.com/article/us-regulator-reopens-truck-broker-transparency-proposal-for-new-comments-5946406\"\u003eThe proposed rule\u003c/a\u003e mandates that brokers disclose proprietary pricing information to motor carriers — 48 hours after the deal is completed. This arbitrary intervention serves no commercial or safety purpose, instead setting a dangerous precedent that jeopardizes the confidentiality of business contracts. If implemented, this rule would unravel decades of industry progress, harming brokers, shippers and carriers alike, while raising prices for consumers. \u003c/p\u003e\u003cp\u003eFMCSA’s legal justification relies on a long-outdated notion intended to protect motor carriers and shippers from rebates. Ironically, this rule achieves the opposite — it harms shippers, distorts competition, increases costs and exposes sensitive commercial data to exploitation. Shippers oppose this direct assault on free trade that violates their confidentiality and call it a regulatory overreach. \u003c/p\u003e\u003cp\u003eThe Transportation Intermediaries Association (TIA), the largest broker and forwarder group — the American Trucking Associations, the largest trucking group — and the National Industrial Transportation League (NITL), representing America’s largest shippers, each strongly oppose the proposed rule. \u003c/p\u003e\u003cp\u003eFMCSA has been led to believe that some small carriers should not need to find shipper customers and instead be given access to confidential pricing data for personal gain. The proposal rewards those unwilling to build a sustainable business by giving them a backdoor to proprietary information. \u003c/p\u003e\u003cp\u003eWhy not petition the Securities and Exchange Commission to protect day traders from their poor investment decisions? Just as stock market participants assume risks, carriers choosing to operate solely in the spot market must take responsibility for their business models. FMCSA’s intervention is not about fairness — it is government-sanctioned theft. \u003c/p\u003e\u003cp\u003eFMCSA’s belief that this rule is a minor adjustment is dangerously naive. The reality is far more insidious: \u003c/p\u003e\u003cul\u003e\u003cli\u003eThousands of motor carriers own brokerages, meaning confidential pricing data would immediately fall into the hands of direct competitors. \u003c/li\u003e\u003cli\u003eFreight payment companies, factoring firms and unregulated dispatch services — many operating without proper licensing — would gain unrestricted access to private contracts. \u003c/li\u003e\u003cli\u003eSupply chains would become fully exposed, allowing bad actors to dismantle shipper relationships and exploit competitive advantages. \u003c/li\u003e\u003c/ul\u003e\u003cp\u003eFMCSA has no authority to regulate the consequences of such a reckless policy. Once proprietary data is released, it will be impossible to contain. \u003c/p\u003e\u003ch3\u003eFMCSA ‘loses public confidence’ \u003c/h3\u003e\u003cp\u003eFMCSA expressed a belief that the rule may enhance highway safety by ensuring carriers are “better capitalized.” No data supports this notion, which is yet another example of FMCSA crafting policy based on personal belief rather than empirical evidence. \u003c/p\u003e\u003cp\u003eFMCSA continually loses public confidence. FMCSA’s Compliance, Safety, Accountability (CSA) program, introduced in 2010, promised to predict unsafe carriers. Fifteen years later, after academia, the Congressional Budget Office, FMCSA’s Inspector General and Congress proved that CSA failed to predict future crashes, we are still waiting for CSA 2010. The agency was forced to withdraw the data from public view. FMCSA is once again making policy based on speculation, not facts. \u003c/p\u003e\u003cp\u003eAt a recent meeting, the former chief safety officer of FMCSA acknowledged that there are only four or five complaints regarding rate transparency. Bewilderingly, FMCSA is prioritizing this issue instead of addressing the national security matter of over 80,000 fraud complaints in its database. Fraud poses a significant risk to supply chains that are crucial for food security and pharmaceuticals. Instead of tackling real threats, FMCSA pursues nonsense. \u003c/p\u003e\u003cp\u003eIn addition to its fundamental flaws, this proposed rule is impractical. Most shipments do not settle within 48 hours due to delays related to claims, proof of delivery or payment cycles. FMCSA has not provided a clear plan for how brokers would securely transmit sensitive information or navigate the complexities involved in calculating per-shipment service costs. This regulation places an unnecessary burden on tens of thousands of brokers and hundreds of thousands of shippers, all to meet an inconsequential demand. \u003c/p\u003e\u003cp\u003eFMCSA’s proposed rule poses a serious threat to the freight industry; it serves no commercial purpose, violates principles of free trade, and irresponsibly exposes confidential data to potential bad actors. Moreover, it distracts FMCSA from its primary mission: ensuring highway safety. \u003c/p\u003e\u003cp\u003eThe industry, including carriers, shippers and brokers, stands in unanimous opposition to this detrimental regulation. It must be stopped before it causes irreparable harm to one of the most critical sectors of the US economy. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Jeff Tucker at \u003c/i\u003e\u003ca href=\"mailto:Jeff.Tucker@tuckerco.com\"\u003e\u003ci\u003ejeff.tucker@tuckerco.com\u003c/i\u003e\u003c/a\u003e.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Jeff Tucker, CEO, Tucker Company Worldwide ","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"A proposed federal rule that would let trucking companies access and review rates shippers pay to brokers needs to be stopped, writes the CEO of Tucker Company Worldwide. Photo credit: CK Foto / Shutterstock.com.","EventDate":null,"__typename":"Metadata"},"ModDate":"1739998214407","Taxonomy":{"MainCategory":[{"Id":"2","Name":"Surface","Redirects":[{"Path":"/surface","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"4","Name":"Supply chain","Redirects":[{"Path":"/supply-chain","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"ContentType":"COMMENTARY","__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1739977459000","TitlePlainText":"FMCSA’s overreach threatens small business, free enterprise in freight","Published":true,"Redirects":[{"Path":"/article/fmcsas-overreach-threatens-small-business-free-enterprise-in-freight-5946820","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eFMCSA’s proposed rule serves no commercial purpose, violates principles of free trade and irresponsibly exposes confidential data to potential bad actors, writes Jeff Tucker.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"FMCSA’s proposed rule serves no commercial purpose, violates principles of free trade and irresponsibly exposes confidential data to potential bad actors, writes Jeff Tucker.","__typename":"Document"}],"topArticles":{"data":[{"Id":"5947783_JournalOfCommerce","Attachments":[{"FileName":"5947771_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"Quebec’s government is putting C$130 million (US$92 million) into a proposed container gateway north of the Port of Montreal, saying the port has reached capacity and that tensions with the US necessitate the need for additional trade lanes outside of North America. The provincial government said this week it provided the funds to the Montreal Port Authority (MPA) for the Contrecoeur project, a proposed 1.15 million-TEU terminal that would be developed about 43 miles up the St. Lawrence River from Montreal. The project has been marked by on and off starts since Quebec first provided C$55 million in funding in 2021 , following a C$300 million investment from Canada’s infrastructure bank in 2019. In the two years following that initial investment, the MPA sought a concessionaire to fund part of the terminal’s C$1.5 billion estimated cost in return for operating the terminal, hoping to break ground last year. But the MPA had trouble finding a partner willing to shoulder the additional cost of the project, a greenfield site that also requires extensive dredging and shoring up portions of the St. Lawrence River. The MPA said it was looking to restructure the project by taking on more of the risk and finding a new concessionaire. In 2023, it also secured another C$150 million from the Canadian government’s infrastructure fund. In Monday’s funding announcement, the office of Quebec’s Premier Francois Legault said that Contrecoeur was necessary because the Montreal port “has reached the maximum capacity of its facilities.” The statement said that the terminal should be commissioned in 2029. Legault also noted that the current political climate between Canada and the US was another reason for building Contrecoeur. President Donald Trump has threatened Canada with tariffs, along with musing about its annexation by the United States. “In the current context, it is more essential than ever to strengthen Québec’s competitiveness and diversify our markets to reduce our dependence on the United States,” Legault said. Contact Michael Angell at michael.angell@spglobal.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eQuebec’s government is putting C$130 million (US$92 million) into a proposed container gateway north of the Port of Montreal, saying the port has reached capacity and that tensions with the US necessitate the need for additional trade lanes outside of North America. \u003c/p\u003e\u003cp\u003eThe provincial government said this week it provided the funds to the Montreal Port Authority (MPA) for the Contrecoeur project, a proposed 1.15 million-TEU terminal that would be developed about 43 miles up the St. Lawrence River from Montreal. \u003c/p\u003e\u003cp\u003eThe project has been marked by on and off starts since \u003ca href=\"https://www.joc.com/article/quebec-awards-43-million-to-planned-montreal-terminal-5250985\"\u003eQuebec first provided C$55 million in funding in 2021\u003c/a\u003e, following a C$300 million investment from Canada’s infrastructure bank in 2019. \u003c/p\u003e\u003cp\u003eIn the two years following that initial investment, \u003ca href=\"https://www.joc.com/article/montreal-port-gets-federal-funds-for-mega-terminal-after-operators-balk-at-risk-5222977\"\u003ethe MPA sought a concessionaire\u003c/a\u003e to fund part of the terminal’s C$1.5 billion estimated cost in return for operating the terminal, hoping to break ground last year. \u003c/p\u003e\u003cp\u003eBut the MPA had trouble finding a partner willing to shoulder the additional cost of the project, a greenfield site that also requires extensive dredging and shoring up portions of the St. Lawrence River. \u003c/p\u003e\u003cp\u003eThe MPA said it was looking to restructure the project by taking on more of the risk and finding a new concessionaire. In 2023, it also secured another C$150 million from the Canadian government’s infrastructure fund. \u003c/p\u003e\u003cp\u003eIn Monday’s funding announcement, the office of Quebec’s Premier Francois Legault said that Contrecoeur was necessary because the Montreal port “has reached the maximum capacity of its facilities.” The statement said that the terminal should be commissioned in 2029. \u003c/p\u003e\u003cp\u003eLegault also noted that the current political climate between Canada and the US was another reason for building Contrecoeur. President Donald Trump has threatened Canada with tariffs, along with musing about its annexation by the United States. \u003c/p\u003e\u003cp\u003e“In the current context, it is more essential than ever to strengthen Québec’s competitiveness and diversify our markets to reduce our dependence on the United States,” Legault said. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Michael Angell at \u003c/i\u003e\u003ca href=\"mailto:michael.angell@spglobal.com \"\u003e\u003ci\u003emichael.angell@spglobal.com\u003c/i\u003e\u003c/a\u003e.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":" The start of the Contrecoeur terminal project has been delayed due to difficulties in finding a private partner willing to share its costs. Photo credit: Montreal Port Authority.","EventDate":null,"__typename":"Metadata"},"ModDate":"1740085518790","Taxonomy":{"MainCategory":[{"Id":"42","Name":"North American ports","Redirects":[{"Path":"/maritime/port-news/north-american-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"40","Name":"Port infrastructure","Redirects":[{"Path":"/maritime/port-news/port-infrastructure","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"43","Name":"Marine terminals","Redirects":[{"Path":"/maritime/port-news/marine-terminals","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Michael Angell, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1740083354000","TitlePlainText":"Quebec provides new funding for proposed Montreal terminal, citing US trade tensions","Published":true,"Redirects":[{"Path":"/article/quebec-provides-new-funding-for-proposed-montreal-terminal-citing-us-trade-tensions-5947783","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe provincial government is looking to reignite the long-delayed Contrecoeur project, saying Montreal needs more capacity and new trade partners. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The provincial government is looking to reignite the long-delayed Contrecoeur project, saying Montreal needs more capacity and new trade partners.","__typename":"Document"},{"Id":"5945917_JournalOfCommerce","Attachments":[{"FileName":"5945936_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"Large US truckload carriers made shallow cuts to their truck counts in the fourth quarter, curbing capacity while anticipating an end to a more than two-year freight downturn. From the carriers’ perspective, that turning point is long overdue . US shippers using truckload services have enjoyed an unprecedented long stretch of pricing power, and the pendulum bearing negotiating leverage hasn’t swung back toward the carriers yet. “Market conditions continue to favor the shipper,” Landstar System CEO Frank Lonegro said during a recent earnings call. He cited “choppy conditions” in the industrial economy, which saw an uptick in orders and production in January. Even so, the truckload carriers represented by the Journal of Commerce Truckload Capacity Index (TCI) are trimming rather than slashing their fleet counts, which they cut deeply from 2022 through mid-2024. That indicates they see a turning point on the horizon. “The fundamentals of the general freight industry have improved to a level that is now allowing us to negotiate pricing from a better posture than the last two years,” James Grant, CFO of Covenant Logistics, told Wall Street analysts during a January earnings call. Lowest TCI in 10 years The TCI, a measure of truck capacity at some of the largest US truckload providers, dropped from 76.6 in the third quarter to 75.7 in the fourth quarter, its lowest reading in 10 years. The index is down 18.8% from its mid-2022 peak reading of 93.2. But the purge of equipment from large truckload fleets has slowed in the past two quarters, as business for many companies began to gradually and incrementally improve. Capacity is still readily available to shippers in truckload lanes, with only occasional pockets of tightness, according to trucking executives. That underscores just how much small-carrier truckload capacity entered the market from 2020 through 2023. The number of active motor carrier operating authorities — mostly truckload carriers — rose 53% from 2019 through 2022, according to the US Federal Motor Carrier Safety Administration (FMCSA). Since 2022, about 35,000 to 40,000 trucking companies have left the market, whether through shutdowns or acquisitions. “While capacity has continued to exit the market, the pace has been slow,” Derek Leathers, CEO of Werner Enterprises, said during a Feb. 6 earnings call. That shows carriers are finding ways to stay on the road despite low rates. A coming bounce? There are indicators that the Journal of Commerce TCI may begin to climb again in the next few quarters, possibly turning upward by the third quarter of 2025. From mid-2022 through mid-2024, the US long-distance truckload producer price index (PPI) fell 24.2%. The PPI represents all-inclusive, mostly contractual selling prices. From last June through January, however, the PPI climbed 6.5%, mostly since November. Last month, the truckload PPI was up 6.4% year over year. The Journal of Commerce TCI typically lags the PPI and other pricing measures by several months. Most truckload pricing indexes were largely flat from mid-2023 through late 2024. Improvements in pricing are likely to show up in the TCI in the second half of 2025. Leathers expects fairly limited truck count growth in the first half of 2025, with most of that growth in dedicated fleets. “We’re not looking to grow that one-way truckload fleet intentionally, at least until we get a much improved rate environment,” Leathers said. Lonegro expects Landstar’s truck count to continue to drop in the first quarter. “I’d like to think that we’re in the beginning of the next cycle, but I could also argue that we’re at the end of the prior cycle,” he said. “It does feel like some capacity needs to continue to come out.” Contact William B. Cassidy at bill.cassidy@spglobal.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eLarge US truckload carriers made shallow cuts to their truck counts in the fourth quarter, curbing capacity while anticipating an end to a more than two-year freight downturn. \u003c/p\u003e\u003cp\u003eFrom the carriers’ perspective, that turning point \u003ca href=\"https://www.joc.com/article/stakeholders-still-in-wait-and-see-mode-on-us-freight-market-turn-5941683\"\u003eis long overdue\u003c/a\u003e. US shippers using truckload services have enjoyed an unprecedented long stretch of pricing power, and the pendulum bearing negotiating leverage hasn’t swung back toward the carriers yet. \u003c/p\u003e\u003cp\u003e“Market conditions continue to favor the shipper,” Landstar System CEO Frank Lonegro said during a recent earnings call. He cited “choppy conditions” in the industrial economy, which saw an \u003ca href=\"https://www.joc.com/article/us-ltl-rates-rising-as-industrial-outlook-shipper-confidence-improve-5944443\"\u003euptick in orders\u003c/a\u003e and production in January. \u003c/p\u003e\u003cdiv class=\"wrapper-narrow\"\u003e\u003cdynamic-object type=\"jocchartid\" resource-id=\"0207574c-45c4-46a7-bcc6-498de7fadebe\"\u003e\u003c/dynamic-object\u003e\u003c/div\u003e\u003cp\u003eEven so, the truckload carriers represented by the \u003ci\u003eJournal of Commerce\u003c/i\u003e Truckload Capacity Index (TCI) are trimming rather than slashing their fleet counts, which they \u003ca href=\"https://www.joc.com/article/large-carrier-truckload-capacity-stabilizing-alongside-rates-5788958\"\u003ecut deeply\u003c/a\u003e from 2022 through mid-2024. That indicates they see a turning point on the horizon. \u003c/p\u003e\u003cp\u003e“The fundamentals of the general freight industry have improved to a level that is now allowing us to negotiate pricing from a better posture than the last two years,” James Grant, CFO of Covenant Logistics, told Wall Street analysts during a January earnings call. \u003c/p\u003e\u003ch3\u003eLowest TCI in 10 years \u003c/h3\u003e\u003cp\u003eThe TCI, a measure of truck capacity at some of the largest US truckload providers, dropped from 76.6 in the third quarter to 75.7 in the fourth quarter, its lowest reading in 10 years. The index is down 18.8% from its mid-2022 peak reading of 93.2. \u003c/p\u003e\u003cp\u003eBut the purge of equipment from large truckload fleets has slowed in the past two quarters, as business for many companies began to gradually and incrementally improve. \u003c/p\u003e\u003cp\u003eCapacity is still readily available to shippers in truckload lanes, with only occasional pockets of tightness, according to trucking executives. That underscores just how much small-carrier truckload capacity entered the market from 2020 through 2023. \u003c/p\u003e\u003cp\u003eThe number of active motor carrier operating authorities — mostly truckload carriers — rose 53% from 2019 through 2022, according to the US Federal Motor Carrier Safety Administration (FMCSA). Since 2022, about 35,000 to 40,000 trucking companies have left the market, whether through shutdowns or acquisitions. \u003c/p\u003e\u003cp\u003e“While capacity has continued to exit the market, the pace has been slow,” Derek Leathers, CEO of Werner Enterprises, said during a Feb. 6 earnings call. That shows carriers are finding ways to stay on the road despite low rates. \u003c/p\u003e\u003ch3\u003eA coming bounce? \u003c/h3\u003e\u003cp\u003eThere are indicators that the\u003ci\u003e Journal of Commerce\u003c/i\u003e TCI may begin to climb again in the next few quarters, possibly turning upward by the third quarter of 2025. \u003c/p\u003e\u003cp\u003eFrom mid-2022 through mid-2024, the US long-distance truckload producer price index (PPI) fell 24.2%. The PPI represents all-inclusive, mostly contractual selling prices. From last June through January, however, the PPI climbed 6.5%, mostly since November. Last month, the truckload PPI was up 6.4% year over year.\u003c/p\u003e\u003cdiv class=\"wrapper-narrow\"\u003e\u003cdynamic-object type=\"jocchartid\" resource-id=\"949edfd1-bde1-4178-8bc3-b818539048c2\"\u003e\u003c/dynamic-object\u003e\u003c/div\u003e\u003cp\u003eThe \u003ci\u003eJournal of Commerce\u003c/i\u003e TCI typically lags the PPI and other pricing measures by several months. Most truckload pricing indexes were largely flat from mid-2023 through late 2024. Improvements in pricing are likely to show up in the TCI in the second half of 2025. \u003c/p\u003e\u003cp\u003eLeathers expects fairly limited truck count growth in the first half of 2025, with most of that growth in dedicated fleets. \u003c/p\u003e\u003cp\u003e“We’re not looking to grow that one-way truckload fleet intentionally, at least until we get a much improved rate environment,” Leathers said. \u003c/p\u003e\u003cp\u003eLonegro expects Landstar’s truck count to continue to drop in the first quarter. \u003c/p\u003e\u003cp\u003e“I’d like to think that we’re in the beginning of the next cycle, but I could also argue that we’re at the end of the prior cycle,” he said. “It does feel like some capacity needs to continue to come out.” \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact William B. Cassidy at \u003c/i\u003e\u003ca href=\"mailto:bill.cassidy@spglobal.com\"\u003e\u003ci\u003ebill.cassidy@spglobal.com\u003c/i\u003e\u003c/a\u003e.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Market conditions still favor the shipper, truckload executives say, but they believe a more neutral market is just down the road in 2025. Photo credit: Andriy Blokhin / Shutterstock.com. ","EventDate":null,"__typename":"Metadata"},"ModDate":"1739908335260","Taxonomy":{"MainCategory":[{"Id":"2","Name":"Surface","Redirects":[{"Path":"/surface","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"11","Name":"Trucking News","Redirects":[{"Path":"/surface/trucking-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"47","Name":"Truckload","Redirects":[{"Path":"/surface/trucking-news/truckload","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"William B. Cassidy, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1739903354000","TitlePlainText":"Large US truckload carriers, expecting more demand, rein in capacity cuts","Published":true,"Redirects":[{"Path":"/article/large-us-truckload-carriers-expecting-more-demand-rein-in-capacity-cuts-5945917","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe \u003ci\u003eJournal of Commerce\u003c/i\u003e Truckload Capacity Index hit a 10-year low in the fourth quarter, but its rate of decline has slowed considerably as truckload pricing begins to rise from its bottom.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The Journal of Commerce Truckload Capacity Index hit a 10-year low in the fourth quarter, but its rate of decline has slowed considerably as truckload pricing begins to rise from its bottom.","__typename":"Document"},{"Id":"5944443_JournalOfCommerce","Attachments":[{"FileName":"5944440_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"US less-than-truckload (LTL) freight volumes have been flat in early 2025, depressed by soft demand and harsh winter weather. But LTL trucking companies are increasingly optimistic about a potential increase in freight demand this spring. LTL carriers continue to obtain contract rate increases from shippers. Industrial orders and output kicked into higher gear in January, and shippers are more confident about their business prospects — although still uncertain about the impact of tariffs. After going flat for four straight months, the US long-distance LTL producer price index (PPI) shot up 5.8% in January from December, according to data released Thursday by the US Bureau of Labor Statistics (BLS). The LTL PPI was up 6.2% year over year. The sudden ascent of the LTL PPI last month — a measure of all-inclusive pricing — lit up the trucking landscape like a firework. The 5.8% gain in January was the biggest monthly increase in the PPI since the collapse of Yellow in August 2023. That is a clear signal LTL rates are back on an upward track ahead of any comparable increase in LTL freight demand. In mid-February, however, there is a sense that happy days are at least near again for US manufacturers and the LTL carriers that move their freight. All eyes are on March, typically the make-or-break month for the first quarter when it comes to demand. March is also when threatened tariffs against Mexico and Canada, two of the largest US trading partners, could take effect. PMIs turning positive Optimism alone won’t put freight into 53-foot trailers, but increased industrial production would help. Both the Institute for Supply Management (ISM) and S\u0026P Global Purchasing Manager’s Indexes (PMIs) turned positive in January, a sign of industrial recovery. The ISM PMI rose to 50.9%, signaling expansion for the first time in 26 months, and the PMI published by S\u0026P Global, the parent company of the Journal of Commerce, climbed to 51.2%. New manufacturing orders increased for the first time since last June as businesses expressed greater confidence in the US economy, according to the S\u0026P Global PMI. US manufacturing production output rose for the first time in six months. “A new year and a new president have brought new optimism in the US manufacturing sector,” Chris Williamson, chief business economist at S\u0026P Global Market Intelligence, said in a statement. That optimism is evident in higher levels of hiring at factories. Those increases, which S\u0026P Global still called “modest,” are whetting freight appetites. “We’d love to see increased business levels with our industrial-related customers,” Adam Satterfield, CFO of Old Dominion Freight Line (ODFL), said during a Feb. 3 earnings call. ODFL is the second-largest US LTL provider after FedEx Freight. “In the fourth quarter, we saw our industrial business outperform our retail-related business for the first time in a while,” Satterfield said. However, ODFL’s shipments per day were down 7.6% year over year in the fourth quarter, while tonnage dropped 8.2%. Waiting for the freight Despite rising expectations, the lack of actual freight on docks still anchors LTL carriers, and to a lesser extent, LTL pricing. Overall shipment volume fell 5.3% in January from December and was down 8.2% year over year, according to data released by Cass Thursday. The Cass Index is a broad measure of shipment traffic encompassing LTL, truckload and other modes. Industrial shipments on docks or in trucks typically lag increases in the PMI by about two months, ODFL’s Satterfield said. “We’re in a great spot to take those increased shipments if they materialize,” he said. But Satterfield believes the industrial freight recovery will be slow. “It’s going to be a multiyear type of story,” he said. Most shippers surveyed by XPO expect a gradual improvement in demand this year, CEO Mario Harik said during a recent earnings call. The carrier’s January survey saw an increase of 10 percentage points in customers expecting demand to accelerate, with only 15% expecting deceleration. “Obviously, we can’t control the macro environment, but we are hearing more optimism from customers,” he said. Contact William B. Cassidy at bill.cassidy@spglobal.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eUS less-than-truckload (LTL) freight volumes have been flat in early 2025, depressed by soft demand and harsh winter weather. But LTL trucking companies are \u003ca href=\"https://www.joc.com/article/green-shoots-in-us-economy-fuel-optimism-but-not-exuberance-among-ltl-carriers-5933070\"\u003eincreasingly optimistic\u003c/a\u003e about a potential increase in freight demand this spring. \u003c/p\u003e\u003cp\u003eLTL carriers continue to obtain contract rate increases from shippers. Industrial orders and output kicked into higher gear in January, and shippers are more confident about their business prospects — although still uncertain about the impact of tariffs. \u003c/p\u003e\u003cp\u003eAfter going flat for four straight months, the US long-distance LTL producer price index (PPI) shot up 5.8% in January from December, according to data released Thursday by the US Bureau of Labor Statistics (BLS). The LTL PPI was up 6.2% year over year. \u003c/p\u003e\u003cp\u003eThe sudden ascent of the LTL PPI last month — a measure of all-inclusive pricing — lit up the trucking landscape like a firework. The 5.8% gain in January was the biggest monthly increase in the PPI since the collapse of Yellow in August 2023. \u003c/p\u003e\u003cp\u003eThat is a clear signal LTL rates are back on an upward track ahead of any comparable increase in LTL freight demand. In mid-February, however, there is a sense that happy days are at least near again for US manufacturers and the LTL carriers that move their freight. \u003c/p\u003e\u003cp\u003eAll eyes are on March, typically the make-or-break month for the first quarter when it comes to demand. March is also when threatened tariffs against Mexico and Canada, two of the largest US trading partners, could take effect. \u003c/p\u003e\u003ch3\u003ePMIs turning positive \u003c/h3\u003e\u003cp\u003eOptimism alone won’t put freight into 53-foot trailers, but increased industrial production would help. Both the Institute for Supply Management (ISM) and S\u0026amp;P Global Purchasing Manager’s Indexes (PMIs) turned positive in January, a sign of industrial recovery. \u003c/p\u003e\u003cp\u003eThe ISM PMI rose to 50.9%, signaling expansion for the first time in 26 months, and the PMI published by S\u0026amp;P Global, the parent company of the \u003ci\u003eJournal of Commerce\u003c/i\u003e, climbed to 51.2%. \u003c/p\u003e\u003cp\u003eNew manufacturing orders increased for the first time since last June as businesses expressed greater confidence in the US economy, according to the S\u0026amp;P Global PMI. \u003c/p\u003e\u003cp\u003eUS manufacturing production output rose for the first time in six months. \u003c/p\u003e\u003cp\u003e“A new year and a new president have brought new optimism in the US manufacturing sector,” Chris Williamson, chief business economist at S\u0026amp;P Global Market Intelligence, said in a statement. That optimism is evident in higher levels of hiring at factories. \u003c/p\u003e\u003cp\u003eThose increases, which S\u0026amp;P Global still called “modest,” are whetting freight appetites. \u003c/p\u003e\u003cp\u003e“We’d love to see increased business levels with our industrial-related customers,” Adam Satterfield, CFO of Old Dominion Freight Line (ODFL), said during a Feb. 3 earnings call. ODFL is the second-largest US LTL provider after FedEx Freight. \u003c/p\u003e\u003cp\u003e“In the fourth quarter, we saw our industrial business outperform our retail-related business for the first time in a while,” Satterfield said. However, ODFL’s shipments per day were down 7.6% year over year in the fourth quarter, while tonnage dropped 8.2%. \u003c/p\u003e\u003ch3\u003eWaiting for the freight \u003c/h3\u003e\u003cp\u003eDespite rising expectations, the lack of actual freight on docks still anchors LTL carriers, and to a lesser extent, LTL pricing. \u003c/p\u003e\u003cp\u003eOverall shipment volume fell 5.3% in January from December and was down 8.2% year over year, according to data released by Cass Thursday. The Cass Index is a broad measure of shipment traffic encompassing LTL, truckload and other modes. \u003c/p\u003e\u003cp\u003eIndustrial shipments on docks or in trucks typically lag increases in the PMI by about two months, ODFL’s Satterfield said. \u003c/p\u003e\u003cp\u003e“We’re in a great spot to take those increased shipments if they materialize,” he said. But Satterfield believes the industrial freight recovery will be slow. “It’s going to be a multiyear type of story,” he said.\u003c/p\u003e\u003cp\u003eMost shippers surveyed by XPO expect a gradual improvement in demand this year, CEO Mario Harik said during a recent earnings call. The carrier’s January survey saw an increase of 10 percentage points in customers expecting demand to accelerate, with only 15% expecting deceleration. \u003c/p\u003e\u003cp\u003e“Obviously, we can’t control the macro environment, but we are hearing more optimism from customers,” he said. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact William B. Cassidy at \u003c/i\u003e\u003ca href=\"mailto:bill.cassidy@spglobal.com\"\u003e\u003ci\u003ebill.cassidy@spglobal.com\u003c/i\u003e\u003c/a\u003e.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"LTL pricing as measured by the PPI is on an upward track again after four flat months, according to the US Bureau of Labor Statistics. Photo credit: Jon Tetzlaff / Shutterstock.com.","EventDate":null,"__typename":"Metadata"},"ModDate":"1739905036507","Taxonomy":{"MainCategory":[{"Id":"2","Name":"Surface","Redirects":[{"Path":"/surface","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"11","Name":"Trucking News","Redirects":[{"Path":"/surface/trucking-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"46","Name":"LTL","Redirects":[{"Path":"/surface/trucking-news/ltl","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"William B. Cassidy, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1739563454000","TitlePlainText":"US LTL rates rising as industrial outlook, shipper confidence improve","Published":true,"Redirects":[{"Path":"/article/us-ltl-rates-rising-as-industrial-outlook-shipper-confidence-improve-5944443","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eA 5.8% jump in the less-than-truckload producer price index in January accompanied growth in US manufacturing orders and output.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"A 5.8% jump in the less-than-truckload producer price index in January accompanied growth in US manufacturing orders and output.","__typename":"Document"},{"Id":"5944371_JournalOfCommerce","Attachments":[{"FileName":"5944344_0.1.jpg","FileType":"Nondownloadable","Title":null,"__typename":"Attachment"},{"FileName":"5944346_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"It would be easy to be distracted by the noise in the supply chains of any organization today that has non-discretionary reliance on container shipping. By that I mean the organizations that have no transport or supply alternatives and are consigned to finding the right answers for their freight procurement. And there is plenty of noise to contend with — some certainties (Red Sea, China tariffs), some threats (more tariffs) and many unknowns (service levels under the new alliances). However, stripping all that away, it is essential for beneficial cargo owners (BCOs) to focus on what they know. And what they know is what volume they can anticipate today for the forthcoming months up to a year, what their price history is with all carriers, and a view on what they can and cannot afford should rates go against them. What is also clear is that BCOs have learned a lot from the pandemic era about managing supply chain risk, balancing stock-outs and missed sales versus inventory carry, and to be less reliant on air freight as a reliable and available backup plan. BCOs have also seen a marked shift in carrier behavior. While relationships still count for tactical requirements, many of the decisions that were made locally (e.g. space availability for BCOs in excess of agreed quantities) have now been elevated to regional or central decision makers. Carriers are not passing up opportunities as they may have in the past, and BCOs, shippers and forwarders are feeling the impact. BCO chatter So how does this play out for the current contracting round? Here are some takeaways from discussions I am having with BCOs. Firstly, carriers are as cautious as BCOs in their approach. The potential for massive overcapacity should the Red Sea really open up (not just words or temporary truces) is a systemic threat to carriers. While carriers are progressively mastering the dark arts of blank sailings, inexplicable and/or unexplainable surcharges and other supply restraints and revenue enhancements, no amount of these tactics will be sufficient to deal with the oversupply of capacity once the Red Sea reopens. Secondly, an early indicator of a carrier’s expectations is their willingness to engage in three-month contracts, at best six, with a significant premium for a full year. Furthermore, very few carriers (I haven’t heard of any) are willing to give rates inclusive of surcharges. BCO tenders often specifically exclude surcharges, thereby giving surcharges a degree of credibility but also with a requirement they be discussed and agreed ahead of time for both the level of the surcharge and its duration. Thirdly, rate levels for backhauls continue to decline, and — depending on the cargo characteristics, destination, weight, etc. — close to zero all-in freight rates are back. Fourth, there is high skepticism of the new service levels, particularly Gemini Cooperation and its ability to settle into expected (not promised) service levels. There is seemingly no appetite from carriers to link pricing to performance, even if shippers are willing to consider no or delayed show from their side. This surely indicates acknowledgement from carriers they do not expect significant improvement, at least in the short term. Finally, many BCOs recall the shenanigans about minimum quantity commitments (MQCs) and a 52-week division being held against them, particularly when volumes grew and space was denied or only given at premium rates. BCOs are likely to commit to less than 100% MQC to protect themselves on the upside and, regrettably, have some margin should volumes fall. De minimis unknowns What to make of all of this? The market is back in balance right now. BCOs I spoke to are not factoring in a return to Red Sea transit for this year. On that basis, the logic would be to stay in the short-term market of three months to a max of six. A full-year rate will likely attract a premium, but that may well be acceptable. The final thing to watch out for is the de minimis drama . It is not out of the question that air freight volumes may be adversely affected, and China exporters may find new solutions to deliver these items cheaply in the US and Europe. I expect this would not significantly affect the sea freight market but may make air freight cheaper for promotions, urgent shipments or high-value goods currently consigned to sea that could switch back to air. Of course, if the Red Sea does reopen and traffic resumes through the Suez Canal, all bets are off for rate levels. It would be worse than any slump seen in the 2010s. John McCauley, formerly a long-standing vice president of transportation and logistics at Cargill, now consults for shippers. Contact him at john-mccauley1@outlook.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eIt would be easy to be distracted by the noise in the supply chains of any organization today that has non-discretionary reliance on container shipping. By that I mean the organizations that have no transport or supply alternatives and are consigned to finding the right answers for their freight procurement. \u003c/p\u003e\u003cdiv class=\"wrapper-narrow float-right-element\"\u003e\u003cimg src=\"/images/phoenix/5944344_0.1.jpg\"\u003e\u003c/img\u003e\u003c/div\u003e\u003cp\u003eAnd there is plenty of noise to contend with — some certainties (Red Sea, China tariffs), some threats (more tariffs) and many unknowns (service levels under the new alliances). However, stripping all that away, it is essential for beneficial cargo owners (BCOs) to focus on what they know. And what they know is what volume they can anticipate \u003ci\u003etoday\u003c/i\u003e for the forthcoming months up to a year, what their price history is with all carriers, and a view on what they can and cannot afford should rates go against them. \u003c/p\u003e\u003cp\u003eWhat is also clear is that BCOs have learned a lot from the pandemic era about managing supply chain risk, balancing stock-outs and missed sales versus inventory carry, and to be less reliant on air freight as a reliable and available backup plan. \u003c/p\u003e\u003cp\u003eBCOs have also seen a marked shift in carrier behavior. While relationships still count for tactical requirements, many of the decisions that were made locally (e.g. space availability for BCOs in excess of agreed quantities) have now been elevated to regional or central decision makers. Carriers are not passing up opportunities as they may have in the past, and BCOs, shippers and forwarders are feeling the impact. \u003c/p\u003e\u003ch3\u003eBCO chatter \u003c/h3\u003e\u003cp\u003eSo how does this play out for the current contracting round? Here are some takeaways from discussions I am having with BCOs. \u003c/p\u003e\u003cp\u003eFirstly, carriers are as cautious as BCOs in their approach. The potential for massive overcapacity should the Red Sea really open up (not just words or temporary truces) is a systemic threat to carriers. While carriers are progressively mastering the dark arts of blank sailings, inexplicable and/or unexplainable surcharges and other supply restraints and revenue enhancements, no amount of these tactics will be sufficient to deal with the oversupply of capacity once the Red Sea reopens. \u003c/p\u003e\u003cp\u003eSecondly, an early indicator of a carrier’s expectations is their willingness to engage in three-month contracts, at best six, with a significant premium for a full year. Furthermore, very few carriers (I haven’t heard of any) are willing to give rates inclusive of surcharges. BCO tenders often specifically exclude surcharges, thereby giving surcharges a degree of credibility but also with a requirement they be discussed and agreed ahead of time for both the level of the surcharge and its duration. \u003c/p\u003e\u003cp\u003eThirdly, rate levels for backhauls continue to decline, and — depending on the cargo characteristics, destination, weight, etc. — close to zero all-in freight rates are back. \u003c/p\u003e\u003cp\u003eFourth, there is high skepticism of the new service levels, particularly Gemini Cooperation and its ability to settle into expected (not promised) service levels. There is seemingly no appetite from carriers to link pricing to performance, even if shippers are willing to consider no or delayed show from their side. This surely indicates acknowledgement from carriers they do not expect significant improvement, at least in the short term. \u003c/p\u003e\u003cp\u003eFinally, many BCOs recall the shenanigans about minimum quantity commitments (MQCs) and a 52-week division being held against them, particularly when volumes grew and space was denied or only given at premium rates. BCOs are likely to commit to less than 100% MQC to protect themselves on the upside and, regrettably, have some margin should volumes fall. \u003c/p\u003e\u003ch3\u003eDe minimis unknowns \u003c/h3\u003e\u003cp\u003eWhat to make of all of this? The market is back in balance right now. BCOs I spoke to are not factoring in a return to Red Sea transit for this year. On that basis, the logic would be to stay in the short-term market of three months to a max of six. A full-year rate will likely attract a premium, but that may well be acceptable. \u003c/p\u003e\u003cp\u003eThe final thing to watch out for is the \u003ca href=\"https://www.joc.com/article/europe-joins-us-in-call-for-end-to-e-commerce-de-minimis-exemption-5943108\"\u003ede minimis drama\u003c/a\u003e. It is not out of the question that air freight volumes may be adversely affected, and China exporters may find new solutions to deliver these items cheaply in the US and Europe. I expect this would not significantly affect the sea freight market but may make air freight cheaper for promotions, urgent shipments or high-value goods currently consigned to sea that could switch back to air. \u003c/p\u003e\u003cp\u003eOf course, if the Red Sea does reopen and traffic resumes through the Suez Canal, all bets are off for rate levels. It would be worse than any slump seen in the 2010s. \u003c/p\u003e\u003cp\u003e\u003ci\u003eJohn McCauley, formerly a long-standing vice president of transportation and logistics at Cargill, now consults for shippers. Contact him at \u003c/i\u003e\u003ca href=\"mailto:john-mccauley1@outlook.com\"\u003e\u003ci\u003ejohn-mccauley1@outlook.com\u003c/i\u003e\u003c/a\u003e.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"John McCauley, BCO consultant ","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Analyst John McCauley says BCOs he’s spoken with are not factoring in a resumption of Red Sea and Suez Canal transits this year. Photo credit: Mariusz Bugno / Shutterstock.com.","EventDate":null,"__typename":"Metadata"},"ModDate":"1740141317100","Taxonomy":{"MainCategory":[{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"4","Name":"Supply chain","Redirects":[{"Path":"/supply-chain","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"34","Name":"Container lines","Redirects":[{"Path":"/maritime/container-shipping-news/container-lines","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1739553017000","TitlePlainText":"BCOs have plenty of ‘noise’ to contend with in container shipping market: analyst","Published":true,"Redirects":[{"Path":"/article/bcos-have-plenty-of-noise-to-contend-with-in-container-shipping-market-analyst-5944371","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eWhile carriers are progressively mastering the dark arts of blank sailings, inexplicable and/or unexplainable surcharges and other supply restraints and revenue enhancements, no amount of those tactics will be sufficient to deal with the oversupply of capacity once the Red Sea reopens, writes John McCauley.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"While carriers are progressively mastering the dark arts of blank sailings, inexplicable and/or unexplainable surcharges and other supply restraints and revenue enhancements, no amount of those tactics will be sufficient to deal with the oversupply of capacity once the Red Sea reopens, writes John McCauley.","__typename":"Document"},{"Id":"5946744_JournalOfCommerce","Attachments":[{"FileName":"5946735_0.1.jpg","FileType":"Nondownloadable","Title":null,"__typename":"Attachment"},{"FileName":"5946740_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"The past 25 years of container shipping since the launch of TPM have seen service quality and cost becoming progressively more negative for customers. The reason is this: a slowly building but accelerating assault on capacity, originating both from outside the industry and from within. In those early days, capacity was assumed — external shocks were minor and infrequent, and carriers took it as a given that they would provide capacity into a highly fragmented and competitive market, as that is what shippers demanded. Even then the advantages in capacity limitation were well understood by carriers, even if they could do little to take advantage of it. In the first TPM keynote speech in 2001, then-APL CEO Flemming Jacobs lamented the inability of carriers, in those pre-alliance days, to adjust capacity on a short-term basis. “Flexibility to withdraw ships and services in response particularly to temporary changes [in demand] is limited,” Jacobs told attendees. That reflected carriers’ deeply entrenched assumption of capacity provision. Until the financial crisis of 2008–09, carriers were operating ships at 22 or 23 knots, essentially racing by today’s standards. It was inconceivable they would ever slow their fleets down, effectively pulling capacity. The financial crisis and resulting carrier losses triggered a change of heart, with speeds being ratcheted down in coordinated actions to 18 to 19 knots, and only lower since then. Similarly, until just a few years before COVID-19, many carriers were loath to blank sailings, believing — correctly — that it would adversely affect their customers’ supply chains. Now blank sailings and their negative impact on capacity and service are a fact of life. Carriers’ commitment to capacity took more subtle forms as well. In the decades after 2000, carriers’ marching orders to those negotiating with US West Coast dockworkers was to keep the ports open and fluid, said former Pacific Maritime Association head Joseph Miniace. Yet after COVID-19 and the mass withdrawal of capacity due to port congestion that led directly to record rates and profits, the views of carriers changed. Some were unbothered by severe Asia port congestion last year, seeing benefits in the negative capacity impact. This year, they seemed resigned to a strike on the US East Coast, believing they did everything they could to avoid it. Shippers early on saw the emerging threat to capacity. After US container imports grew 9% on average between 2002 and 2007, prompting early bouts of West Coast congestion, shippers realized capacity was limited. In 2005, beneficial cargo owners (BCOs) including Target, Nike, Macy’s and Johnson \u0026 Johnson sought to raise the alarm in Washington, an effort led by then-APL CEO Ron Widdows. “Twenty years ago, we began to see symptoms that indicated that without considerable changes in transport infrastructure, we were headed to a bad place,” Widdows told the Journal of Commerce recently. External shocks, internal threats The assault on capacity has been most forceful from outside the industry. External shocks resulting in massive capacity withdrawals have come from multiple directions: public health crises (COVID-19), geopolitics (Red Sea) and climate change (Panama Canal). The impact of nationalism (trade wars) could well be coming. But the assault is coming from within the industry as well, taking the form of a gradual acceptance by carriers, made easier by consolidation, that their ability to earn profits depends on capacity withdrawals that run contrary to the interests of their customers. This includes actions they themselves take, such as blank sailings, but also takes the form of growing port congestion due to ships chronically arriving off schedule and capacity expansion struggling to keep up with demand growth. Following recent suggestions by Maersk that scrapping, returning chartered tonnage to owners and further slow steaming are tools at its disposal, investment analysts have taken notice. JP Morgan on Feb. 7 noted the positive financial impact of capacity withdrawals due to carriers \"being able to take decisions to take capacity out given idle and scrap rates remain well below pre-pandemic averages while new environmental regulations in 2026 will likely drive increasing slow steaming.\" The view that a certain category of shipper has had enough of blank sailings and poor reliability overall is behind the Maersk/Hapag-Lloyd Gemini Cooperation tie-up and its promise of 90%-plus reliability versus the current global average of 54% as of December, according to Sea-Intelligence Maritime Analysis. But the potential that carriers have landed on the right side of capacity long term — despite investing billions in new tonnage in recent years — has even more serious consequences for customers going forward. The reason is energy transition. International maritime regulators committed in 2023 to eliminating greenhouse gas (GHG) emissions from shipping by or around 2050 and will likely implement that by agreeing to binding regulations, including a mandate on carriers to transition to alternative fuels. “There is a very strong likelihood based on broad agreement that there will be a GHG intensity standard agreed at the [International Maritime Organization], to be implemented in 2028 and becoming progressively more stringent through 2050,” Bryan Wood-Thomas, the World Shipping Council’s vice president for environmental policy, told the Journal of Commerce. Viewed through a lens of capacity being assumed and abundant — in other words, the long-ago status quo — that would be a problem for carriers that have historically struggled to pass along even fuel surcharges to shippers at times of abundant capacity. But in a market of constant capacity constraint whether due to external or artificial means, the idea of passing along higher alternative fuel costs to customers becomes an increasingly more realistic scenario for carriers. That alone takes the challenges facing shippers to an entirely new level. Contact Peter Tirschwell at peter.tirschwell@spglobal.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eThe past 25 years of container shipping since the launch of TPM have seen service quality and cost becoming progressively more negative for customers. The reason is this: a slowly building but accelerating assault on capacity, originating both from outside the industry and from within. \u003c/p\u003e\u003cdiv class=\"wrapper-narrow float-right-element\"\u003e\u003cimg src=\"/images/phoenix/5946735_0.1.jpg\"\u003e\u003c/img\u003e\u003c/div\u003e\u003cp\u003eIn those early days, capacity was assumed — external shocks were minor and infrequent, and carriers took it as a given that they would provide capacity into a highly fragmented and competitive market, as that is what shippers demanded. \u003c/p\u003e\u003cp\u003eEven then the advantages in capacity limitation were well understood by carriers, even if they could do little to take advantage of it. In the first TPM keynote speech in 2001, then-APL CEO Flemming Jacobs lamented the inability of carriers, in those pre-alliance days, to adjust capacity on a short-term basis. “Flexibility to withdraw ships and services in response particularly to temporary changes [in demand] is limited,” Jacobs told attendees. \u003c/p\u003e\u003cp\u003eThat reflected carriers’ deeply entrenched assumption of capacity provision. \u003c/p\u003e\u003cp\u003eUntil the financial crisis of 2008–09, carriers were operating ships at 22 or 23 knots, essentially racing by today’s standards. It was inconceivable they would ever slow their fleets down, effectively pulling capacity. The financial crisis and resulting carrier losses triggered a change of heart, with speeds being ratcheted down in coordinated actions to 18 to 19 knots, and only lower since then. \u003c/p\u003e\u003cp\u003eSimilarly, until just a few years before COVID-19, many carriers were loath to blank sailings, believing — correctly — that it would adversely affect their customers’ supply chains. Now blank sailings and their negative impact on capacity and service are a fact of life. \u003c/p\u003e\u003cp\u003eCarriers’ commitment to capacity took more subtle forms as well. In the decades after 2000, carriers’ marching orders to those negotiating with US West Coast dockworkers was to keep the ports open and fluid, said former Pacific Maritime Association head Joseph Miniace. \u003c/p\u003e\u003cp\u003eYet after COVID-19 and the mass withdrawal of capacity due to port congestion that led directly to record rates and profits, the views of carriers changed. Some were unbothered by severe Asia port congestion last year, seeing benefits in the negative capacity impact. This year, they seemed resigned to a strike on the US East Coast, believing they did everything they could to avoid it. \u003c/p\u003e\u003cp\u003eShippers early on saw the emerging threat to capacity. After US container imports grew 9% on average between 2002 and 2007, prompting early bouts of West Coast congestion, shippers realized capacity was limited. In 2005, beneficial cargo owners (BCOs) including Target, Nike, Macy’s and Johnson \u0026amp; Johnson sought to raise the alarm in Washington, an effort led by then-APL CEO Ron Widdows. \u003c/p\u003e\u003cp\u003e“Twenty years ago, we began to see symptoms that indicated that without considerable changes in transport infrastructure, we were headed to a bad place,” Widdows told the \u003ci\u003eJournal of Commerce\u003c/i\u003e recently. \u003c/p\u003e\u003ch3\u003eExternal shocks, internal threats \u003c/h3\u003e\u003cp\u003eThe assault on capacity has been most forceful from outside the industry. External shocks resulting in massive capacity withdrawals have come from multiple directions: public health crises (COVID-19), geopolitics (Red Sea) and climate change (Panama Canal). The impact of nationalism (trade wars) could well be coming. \u003c/p\u003e\u003cp\u003eBut the assault is coming from within the industry as well, taking the form of a gradual acceptance by carriers, made easier by consolidation, that their ability to earn profits depends on capacity withdrawals that run contrary to the interests of their customers. This includes actions they themselves take, such as blank sailings, but also takes the form of growing port congestion due to ships chronically arriving off schedule and capacity expansion struggling to keep up with demand growth. \u003c/p\u003e\u003cp\u003eFollowing recent suggestions by Maersk that scrapping, returning chartered tonnage to owners and further slow steaming are tools at its disposal, investment analysts have taken notice. JP Morgan on Feb. 7 noted the positive financial impact of capacity withdrawals due to carriers \"being able to take decisions to take capacity out given idle and scrap rates remain well below pre-pandemic averages while new environmental regulations in 2026 will likely drive increasing slow steaming.\" \u003c/p\u003e\u003cp\u003eThe view that a certain category of shipper has had enough of blank sailings and poor reliability overall is behind the Maersk/Hapag-Lloyd Gemini Cooperation tie-up and its promise of 90%-plus reliability versus the current global average of 54% as of December, according to Sea-Intelligence Maritime Analysis. \u003c/p\u003e\u003cp\u003eBut the potential that carriers have landed on the right side of capacity long term — despite investing billions in new tonnage in recent years — has even more serious consequences for customers going forward. \u003c/p\u003e\u003cp\u003eThe reason is energy transition. International maritime regulators committed in 2023 to eliminating greenhouse gas (GHG) emissions from shipping by or around 2050 and will likely implement that by agreeing to binding regulations, including a mandate on carriers to transition to alternative fuels. \u003c/p\u003e\u003cp\u003e“There is a very strong likelihood based on broad agreement that there will be a GHG intensity standard agreed at the [International Maritime Organization], to be implemented in 2028 and becoming progressively more stringent through 2050,” Bryan Wood-Thomas, the World Shipping Council’s vice president for environmental policy, told the \u003ci\u003eJournal of Commerce.\u003c/i\u003e \u003c/p\u003e\u003cp\u003eViewed through a lens of capacity being assumed and abundant — in other words, the long-ago status quo — that would be a problem for carriers that have historically struggled to pass along even fuel surcharges to shippers at times of abundant capacity. \u003c/p\u003e\u003cp\u003eBut in a market of constant capacity constraint whether due to external or artificial means, the idea of passing along higher alternative fuel costs to customers becomes an increasingly more realistic scenario for carriers. \u003c/p\u003e\u003cp\u003eThat alone takes the challenges facing shippers to an entirely new level. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Peter Tirschwell at \u003c/i\u003e\u003ca href=\"mailto:peter.tirschwell@spglobal.com\"\u003e\u003ci\u003epeter.tirschwell@spglobal.com\u003c/i\u003e\u003c/a\u003e.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":false,"FeatureImageCopyright":"The view that a certain category of shipper has had enough of blank sailings and poor reliability is behind the Maersk/Hapag-Lloyd Gemini Cooperation tie-up and its promise of 90%-plus reliability. Photo credit: MartinLueke / Shutterstock.com.","EventDate":null,"__typename":"Metadata"},"ModDate":"1739989095123","Taxonomy":{"MainCategory":[{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"34","Name":"Container lines","Redirects":[{"Path":"/maritime/container-shipping-news/container-lines","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Peter Tirschwell","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1739969418000","TitlePlainText":"Ocean carriers’ ever-tightening grip on capacity control shows no signs of loosening","Published":true,"Redirects":[{"Path":"/article/ocean-carriers-ever-tightening-grip-on-capacity-control-shows-no-signs-of-loosening-5946744","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eVessel capacity for shippers was a given in the early days of TPM, but since then, carrier customers have faced an accelerating assault on capacity coming from both outside the industry and within, writes Peter Tirschwell. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Vessel capacity for shippers was a given in the early days of TPM, but since then, carrier customers have faced an accelerating assault on capacity coming from both outside the industry and within, writes Peter Tirschwell.","__typename":"Document"}]},"horizontalProms":[{"Id":"4afc17d8-d881-4908-a086-645154a4ea15","Name":"Subscribe Now - Free Trials - Wide Box","Description":"Subscribe Now - Free Trials - Wide Box","Body":"Use code PDW25 at checkout to save 25% on the first year of any annual subscription! 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","Title":"Upgrade Subscription","PromotionType":"OFFERBOX","ButtonLink":"https://joc.com/subscription/choose-plan?utm_source=joc\u0026utm_medium=offer_box\u0026utm__campaign=upgrade","ButtonOpenInNewWindow":false,"ButtonText":"Save Now","CardLink":"","Icon":null,"Published":true,"PublishingStart":"1672223948951","PublishingEnd":"1767243599951","SubscriberLevel":["Silver","Silver_Plus"],"CloseDelay":null,"DisplayDelay":null,"DisplayPerSession":null,"Taxonomies":[],"TargetUrls":[],"Position":null,"FeatureImageId":null,"FeatureImage":null,"__typename":"InternalPromotion"},{"Id":"76d83ad1-55ce-45c1-b662-5ada260ea17b","Name":"Subscribe Now - Free Trials - Offer Box","Description":"Subscribe Now - Free Trials - Offer Box","Body":"PRESIDENTS DAY SALE: Use code PDW25 at checkout to save 25% on first year of any subscription plan!\n","Title":"Subscribe Today","PromotionType":"OFFERBOX","ButtonLink":"https://joc.com/subscription/choose-plan?utm_source=joc\u0026utm_medium=offer_box\u0026utm__campaign=subscribe_free_trial","ButtonOpenInNewWindow":false,"ButtonText":"Save Now","CardLink":"","Icon":null,"Published":true,"PublishingStart":"1669632208841","PublishingEnd":"1767243599841","SubscriberLevel":["Silver_Free_Trial"],"CloseDelay":null,"DisplayDelay":null,"DisplayPerSession":null,"Taxonomies":[],"TargetUrls":[],"Position":null,"FeatureImageId":null,"FeatureImage":null,"__typename":"InternalPromotion"},{"Id":"9fe7f594-f162-4886-a806-21072b8f0861","Name":"Upgrade Subscription - Gold Trials","Description":"","Body":"UPGRADE TO GOLD AND SAVE: Use code GTW695 at checkout and save $800 on first year of a Gold subscription!","Title":"Upgrade Subscription","PromotionType":"OFFERBOX","ButtonLink":"","ButtonOpenInNewWindow":false,"ButtonText":"Save Now","CardLink":"","Icon":null,"Published":true,"PublishingStart":"1740154909937","PublishingEnd":"1767243599937","SubscriberLevel":["Gold_Trial"],"CloseDelay":null,"DisplayDelay":null,"DisplayPerSession":null,"Taxonomies":[],"TargetUrls":[],"Position":null,"FeatureImageId":null,"FeatureImage":null,"__typename":"InternalPromotion"}],"nativeAdvertising":[{"Id":"5994e1c1-333c-462d-a230-0e63dd01a9b8","Title":"Shippers save money, time with automated transportation bidding tools","ContentBody":"\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eThe world of LTL is slow to embrace change. Business anachronisms permeate current supply chain processes. These vestiges of the way things used to work define the LTL freight transportation procurement process of many modern shippers.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eDavid Knuth, logistics specialist at IEWC, a global supplier of cable and wire based in Wisconsin, is happy to have modernized the RFP process, automating the entire LTL bidding procedure with Bid$ense, SMC³’s automated truckload and LTL freight transportation sourcing solution. But when prompted, he can still recall what once was.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eIn his previous job, a large part of his duties were consumed by creating an intermodal bid package for carriers. In a spreadsheet, Knuth detailed the company’s volumes lane by lane, taking care to delete any errant keystrokes or misleading data. He would then email out the information to each carrier, taking time to respond to detailed technical questions about the spreadsheet data. Finally, he had to compile all the results, create an algorithm that would compare the carriers on each lane, and award the business.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e“It was a huge undertaking. It took about four months to do,” Knuth said of the old process. “It was almost a full-time job for that part of the year, every year.”\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eIn his new job at IEWC, he sat down with Bid$ense on day one and was amazed at the capabilities. Knuth had never before used a bid tool. SMC³’s latest versions of Bid$ense automate the process even further, taking truckload and LTL RFPs entirely online. The tool draws on RFP best-practices protocols to streamline the bidding communication process, enabling bidding carriers to respond accurately and promptly to shipper requests. The solution also does all the distribution work automatically, electronically submitting shipper bid data to carriers based on their actual service capabilities and performance records. Carriers are alerted with timely prompts for RFP deliverables, so shippers aren’t waiting by the phone for responses.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eAnother benefit of automating the process is the data-cleansing assistance. When Knuth sent spreadsheets to carriers, data errors might cloud the bidding process; he might have to resend data or simply accept a price that did not truly reflect the costs of doing business. Data cleansing is incredibly beneficial, he said.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eThe spreadsheet technique also made bidding analysis an onerous task. Since Bid$ense automates and streamlines the entire RFP process, intensive examination is now simple. SMC³ knows that each bid has more than one best outcome. With uniform responses from each carrier, shippers can quickly rank results and create an unlimited quantity of what-if scenarios to make the optimal procurement decision.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eJesse Burnett of Central Garden \u0026amp; Pet experiences many of the same benefits. Founded in 1980, Central Garden \u0026amp; Pet has spent the last three decades growing from a small garden supply company to a provider of a range of products from dog chews and bird seed to soil supplements and natural insecticides. For much of its life, the company shipped these disparate goods via LTL and truckload carriers to retailers throughout the country, relying on each business unit to negotiate directly with their freight transportation providers. This arrangement worked fairly well for a small company, but as Central Garden \u0026amp; Pet expanded, leadership decided to consolidate decision making.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eBurnett helped centralize the transportation decision making in 2015 with SMC³’s Bid$ense. Before Bid$ense, every business unit operated independently as far as negotiating with carriers.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e“There were a lot of different things just floating around,” he said. “We didn’t have master agreements in place; no national pricing at all. The pricing from carriers was just all over the place, depending on where you were.”\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eThe transformations he saw with Bid$ense were immediate. Burnett has been using the tool about every other year since its implementation at the company. Central Garden and Pet’s $19.6 million 2019 LTL bid saved the company just more than 9 percent when compared to its historical average. For Burnett, though, bid automation extends far beyond savings.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e“We knew that we weren’t getting the best pricing offer from our carriers just because nothing was centralized,” he continued. “We knew that if we combined everything from all these business units and paired it with one corporate offering, then it would drive some cost benefit with it.”\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eWhen the company initially decided to centralize bid procurement, executives researched a number of different methodologies and technologies. In the end, though, Burnett found that Bid$ense was both widespread and well known, and that his carrier partners already knew how to use the application. Burnett also highlighted the data-cleansing process as a major benefit, saying the rigorous process ensures that carriers always return the best price.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e“It definitely has helped drive savings,” he said. “Any time you go out there and you drive that competitiveness with the carriers and they know they’re in a bid environment, it seems to sharpen their pencils.”\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eTransportation procurement is an integral part of the modern supply chain. With Bid$ense, shippers can develop a strategic implementation plan that saves them time and money, but also helps them create strong relationships with their carrier partners. These carriers appreciate the solution’s data-cleansing process; when carriers receive a complete shipment history and future volume forecast, they don’t have to guess on pricing. Carriers that receive more data from shippers get a complete picture of that shipper’s freight, allowing them to accurately plan instead of simply preparing for the worst-case scenario. Clean data presented through an automated system can lead to both bigger shipment savings and a lasting partnership between carrier and customer.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eWhether customers are looking to streamline over-the-road transportation bidding by automating the RFP process or create an entirely new, centralized sourcing process, Bid$ense has the analytical horsepower to get the job done.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eSMC³ 2020 Customer Case Study\u003c/span\u003e\u003c/p\u003e","Author":"Sponsored by SMC3","PhotoCutline":"Photo Credits: Shutterstock","FeatureImageId":"5a250a9a-79d5-4e11-99a9-055c34871cc2","FeatureImage":{"Id":"5a250a9a-79d5-4e11-99a9-055c34871cc2","Name":"SMC3rates_shutterstock_5247046.jpg","Path":"/content-assets/1724062812611_SMC3rates_shutterstock_5247046.jpg","__typename":"File"},"Taxonomy":null,"Redirects":[{"Path":"/shippers-save-money-time-with-automated-transportation-bidding-tools-5994e1c1","__typename":"Redirect"}],"EntityMetadata":{"CreatedAt":"1724062819729","__typename":"EntityMetadata"},"__typename":"PartnerContent"},{"Id":"c7bc78df-b12e-42e2-964e-ea543f4d66a9","Title":"Filling the Supply Chain Education Gap with LTL Education Courses","ContentBody":"\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eIf there’s one immutable truth in the world of logistics, it’s this: LTL is an inherently complex form of transportation. Tariffs, rates, DIM weights, transit times — it’s enough to confuse even seasoned logistics professionals. The solution to this knowledge gap has historically been on-the-job training or university supply chain education, but for a variety of reasons there is now a pressing need for third-party, remote LTL training that prepares logistics workers for transportation success.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cb\u003e\u003cstrong class=\"joc_admin__textBold\" style=\"white-space: pre-wrap;\"\u003eGlobal Scope Can Overlook Local Intricacies\u003c/strong\u003e\u003c/b\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eIn the past, professionals looking to move into a supply chain career learned about the basics of supply chain from universities. However, many of these college supply chain programs are now global in scope, focusing on worldwide supply chain management instead of the intricacies of specialized domestic transportation. And even these programs, which used to be widespread, are becoming less common. LTL is not an industry of broad-brush strokes; supply chain professionals really need a pointillistic understanding of the logistics of LTL in order to excel in the industry.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cb\u003e\u003cstrong class=\"joc_admin__textBold\" style=\"white-space: pre-wrap;\"\u003eAccelerating Need for Dedicated LTL Education\u003c/strong\u003e\u003c/b\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eThis lack of specified training put the onus on employers to prepare new hires with the LTL knowledge needed to do their jobs. Dedicated LTL study is a necessity, not a luxury. At the same time, changes in LTL and the broader supply chain world are accelerating. The reliance on e-commerce has ballooned since the start of the pandemic, and last-mile LTL shipments and related e-commerce strains on the supply chain won’t diminish once social distancing abates.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eThat genie isn’t going back into the bottle. So supply chain employers need logistics workers that are fully versed in all aspects of the industry, ready to solve unique shipping and delivery problems based on their extensive supply chain knowledge But why care about LTL? It’s been reported that some shippers in today’s world are no longer concerned with what mode is used to ship their goods.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cb\u003e\u003cstrong class=\"joc_admin__textBold\" style=\"white-space: pre-wrap;\"\u003eA Multimodal Approach Ensures On-Time Delivery\u003c/strong\u003e\u003c/b\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eThis mode agnosticism means supply chain stakeholders have to be well versed in all modes of transportation. As unforeseen weather events and other disruptions, such as protests, become more common, savvy logistics employees will need to be armed with familiarity of all modes, not just the most popular, to ensure that freight is delivered on time, without damage, and in the most financially expedient way possible. Offerings like SMC³’s LTL online education courses cover a wide range of topics from LTL basics and operations to more advanced concepts like pricing analytics and transportation law. The company also has plans to continually refresh content, adding new expert presenters and taking the feedback of students to make the courses even better as time goes on.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eLearn more about\u0026nbsp;\u003c/span\u003e\u003ca href=\"https://logisticstrainingcenter.com/smc3-courses/\" rel=\"noreferrer\" class=\"joc_admin__link\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eSMC³’s LTL Online Education program\u003c/span\u003e\u003c/a\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e\u0026nbsp;and view the 2021 hybrid schedule, featuring live industry experts,\u0026nbsp;\u003c/span\u003e\u003ca href=\"https://www.smc3.com/onlinelearning2021/\" rel=\"noreferrer\" class=\"joc_admin__link\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003ehere.\u003c/span\u003e\u003c/a\u003e\u003c/p\u003e","Author":"Sponsored by SMC³","PhotoCutline":"Photo Credits: Shutterstock","FeatureImageId":"bf8b13fa-df15-4b0e-8d1d-d8ef28bdb121","FeatureImage":{"Id":"bf8b13fa-df15-4b0e-8d1d-d8ef28bdb121","Name":"SMC3rates_shutterstock_5247046 (1).jpg","Path":"/content-assets/1726241504084_SMC3rates_shutterstock_5247046 (1).jpg","__typename":"File"},"Taxonomy":null,"Redirects":[{"Path":"/filling-the-supply-chain-education-gap-with-ltl-education-courses-c7bc78df","__typename":"Redirect"}],"EntityMetadata":{"CreatedAt":"1726241511473","__typename":"EntityMetadata"},"__typename":"PartnerContent"}],"homepageData":{"data":{"essentialReads":[{"Id":"5945940_JournalOfCommerce","Attachments":[{"FileName":"5945833_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"Uncertainty over the timing of shipping’s resumption of Red Sea transits is being reflected in Asia-North Europe long-term rate deals, with carriers offering substantial “discounts” to shippers agreeing to contracts longer than six months, according to rate benchmarking platform Xeneta. The move by carriers comes as the spot market on the eastbound trade lane continues its slide, with Xeneta’s average short-term rates assessed on Tuesday of $2,949 per FEU now just $199 above the long-term rates signed in the last three months. The data shows Asia-North Europe spot rates have almost halved since the start of the year. Emily Stausbøll, senior shipping analyst at Xeneta, noted in a market update this week that the uncertainty prevalent in the Asia-North Europe trade lane was seeing carriers agreeing to discounts of 22% as they tried to lock shippers in for longer periods. “On the one hand you have the seller trying to incentivize longer-term agreements to manage risk and protect market share ... on the other hand, you have the buyer doing everything possible to keep their options open for as long as possible while not spending more than necessary,” Stausbøll said. Marc Meier, global head of ocean freight at the forwarder Toll Group, said freight-all-kinds (FAK) rates on Asia-North Europe were coming under growing pressure and were at the same level as long-term rates for the January to December period. “We expect the market to be decreasing between now and [the] end of March or early April at the earliest before we see conditions to push for a rate increase,” Meier told the Journal of Commerce. Some carriers have announced March 1 FAK rates on Asia-North Europe of $4,100/FEU. A 22% discount on the current Xeneta spot rate would drop the rate on the index to $2,300/FEU, but with the short-term market softening every week, some cargo owners are holding off on signing contracts. “Some shippers may be happy to lock in for more than six months if it protects their supply chains and negates the need for further negotiation in the event of another major global disruption,” Stausbøll said. “Other shippers may choose to gamble on being able to achieve a lower rate in a few months and are happy to go through another tender round.” Base case for a second half return to Red Sea The risk tolerance level of shippers on Asia-North Europe is ultimately based around a guess when diversions around southern Africa will end. The base case of many analysts is for a return to Red Sea transits at some point in the second half, but the fast-changing political dynamics in the Israel-Hamas conflict provide little certainty. Carriers have said they will only return to the Red Sea and Suez Canal “ when it was safe to do so ,” and are continuing to divert vessels around Africa despite Hamas-supporting Houthi militants pledging to only attack Israel-affiliated ships following the start of a ceasefire in Gaza in January. The only consensus appears to be that when Red Sea voyages do finally resume, significant amounts of capacity no longer being diverted will overwhelm the market. Sea-Intelligence Maritime Analysis expects the impact to be “dramatic” — although temporary — as the trade lane adjusts to the resumption of shorter transits. The analyst estimated that demand growth on Asia-Europe received a boost of 2.9 percentage points in 2024 once the longer voyages and increased inventory levels were factored into the equation. Demand would contract by the same amount when the Red Sea reopens, according to Sea-Intelligence CEO Alan Murphy. “The excess inventory held in the longer supply chain will be released, and for a temporary period, importers will curb ordering to mitigate this sudden excess inventory,” Murphy wrote in his Sunday Spotlight newsletter. “If it unravels over just a few months, the Asia-Europe trade will see dramatic decreases in demand.” Murphy noted that the fall in demand would occur at the same time as shorter sailing times released significant amounts of capacity into the market, with the supply overhang placing downward pressure on rates. But carriers have been playing down the impact of overcapacity once the resumption of transits through Suez occurs, pointing to an increase in scrapping — which has been close to zero for the last few years — and the ability to slow steam ships that have been at full speed since the Africa diversions began. Contact Greg Knowler at greg.knowler@spglobal.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eUncertainty over the timing of shipping’s resumption of Red Sea transits is being reflected in Asia-North Europe long-term rate deals, with carriers offering substantial “discounts” to shippers agreeing to contracts longer than six months, according to rate benchmarking platform Xeneta. \u003c/p\u003e\u003cp\u003eThe move by carriers comes as the spot market on the eastbound trade lane continues its slide, with Xeneta’s average short-term rates assessed on Tuesday of $2,949 per FEU now just $199 above the long-term rates signed in the last three months. The data shows Asia-North Europe spot rates have almost halved since the start of the year. \u003c/p\u003e\u003cp\u003eEmily Stausbøll, senior shipping analyst at Xeneta, noted in a market update this week that the uncertainty prevalent in the Asia-North Europe trade lane was seeing carriers agreeing to discounts of 22% as they tried to lock shippers in for longer periods. \u003c/p\u003e\u003cp\u003e“On the one hand you have the seller trying to incentivize longer-term agreements to manage risk and protect market share ... on the other hand, you have the buyer doing everything possible to keep their options open for as long as possible while not spending more than necessary,” Stausbøll said. \u003c/p\u003e\u003cp\u003eMarc Meier, global head of ocean freight at the forwarder Toll Group, said freight-all-kinds (FAK) rates on Asia-North Europe were coming under growing pressure and were at the same level as long-term rates for the January to December period. \u003c/p\u003e\u003cp\u003e“We expect the market to be decreasing between now and [the] end of March or early April at the earliest before we see conditions to push for a rate increase,” Meier told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cdiv class=\"wrapper-narrow\"\u003e\u003cdynamic-object type=\"jocchartid\" resource-id=\"a1e904d2-7e92-4785-b6a0-a738fca52dd1\"\u003e\u003c/dynamic-object\u003e\u003c/div\u003e\u003cp\u003eSome carriers have announced March 1 FAK rates on Asia-North Europe of $4,100/FEU. \u003c/p\u003e\u003cp\u003eA 22% discount on the current Xeneta spot rate would drop the rate on the index to $2,300/FEU, but with the short-term market softening every week, some cargo owners are holding off on signing contracts. \u003c/p\u003e\u003cp\u003e“Some shippers may be happy to lock in for more than six months if it protects their supply chains and negates the need for further negotiation in the event of another major global disruption,” Stausbøll said. “Other shippers may choose to gamble on being able to achieve a lower rate in a few months and are happy to go through another tender round.” \u003c/p\u003e\u003ch3\u003eBase case for a second half return to Red Sea \u003c/h3\u003e\u003cp\u003eThe risk tolerance level of shippers on Asia-North Europe is ultimately based around a guess when diversions around southern Africa will end. The base case of many analysts is for a return to Red Sea transits at some point in the second half, but the fast-changing political dynamics in the Israel-Hamas conflict provide little certainty. \u003c/p\u003e\u003cp\u003eCarriers have said they will only return to the Red Sea and Suez Canal “\u003ca href=\"https://www.joc.com/article/carriers-eye-red-sea-transits-after-houthi-rebels-pledge-restraint-5925939\"\u003ewhen it was safe to do so\u003c/a\u003e,” and are continuing to divert vessels around Africa despite Hamas-supporting Houthi militants pledging to only attack Israel-affiliated ships following \u003ca href=\"https://www.joc.com/article/return-to-suez-not-a-certainty-even-after-israel-hamas-ceasefire-analysts-5923830\"\u003ethe start of a ceasefire\u003c/a\u003e in Gaza in January. \u003c/p\u003e\u003cp\u003eThe only consensus appears to be that when Red Sea voyages do finally resume, significant amounts of capacity no longer being diverted will overwhelm the market. \u003c/p\u003e\u003cp\u003eSea-Intelligence Maritime Analysis expects the impact to be “dramatic” — although temporary — as the trade lane adjusts to the resumption of shorter transits. \u003c/p\u003e\u003cp\u003eThe analyst estimated that demand growth on Asia-Europe received a boost of 2.9 percentage points in 2024 once the longer voyages and increased inventory levels were factored into the equation. Demand would contract by the same amount when the Red Sea reopens, according to Sea-Intelligence CEO Alan Murphy. \u003c/p\u003e\u003cp\u003e“The excess inventory held in the longer supply chain will be released, and for a temporary period, importers will curb ordering to mitigate this sudden excess inventory,” Murphy wrote in his Sunday Spotlight newsletter. “If it unravels over just a few months, the Asia-Europe trade will see dramatic decreases in demand.” \u003c/p\u003e\u003cp\u003eMurphy noted that the fall in demand would occur at the same time as shorter sailing times released significant amounts of capacity into the market, with the supply overhang placing downward pressure on rates. \u003c/p\u003e\u003cp\u003eBut \u003ca href=\"https://www.joc.com/article/container-shipping-still-has-an-overcapacity-problem-but-its-far-from-insurmountable-5234357\"\u003ecarriers have been playing down the impact of overcapacity\u003c/a\u003e once the resumption of transits through Suez occurs, pointing to an increase in scrapping — which has been close to zero for the last few years — and the ability to slow steam ships that have been at full speed since the Africa diversions began. \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":"Spot rates on Asia-North Europe have fallen sharply this year, with a post-Lunar New Year slowdown in demand expected to last until April. Photo credit: Dave Colman / Shutterstock.com.","EventDate":null,"__typename":"Metadata"},"ModDate":"1739909295080","Taxonomy":{"MainCategory":[{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"9","Name":"Container Shipping News","Redirects":[{"Path":"/maritime/container-shipping-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"34","Name":"Container lines","Redirects":[{"Path":"/maritime/container-shipping-news/container-lines","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"37","Name":"Asia-Europe","Redirects":[{"Path":"/maritime/container-shipping-news/asia-europe","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Greg Knowler, Senior Editor Europe","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1739904674000","TitlePlainText":"Asia-Europe carriers dangle contract discounts before shippers: Xeneta","Published":true,"Redirects":[{"Path":"/article/asia-europe-carriers-dangle-contract-discounts-before-shippers-xeneta-5945940","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eSpot rates on the eastbound corridor are fast converging on long-term prices, and carriers want to lock in cargo owners ahead of a return to Red Sea transits and the resulting capacity overhang.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Spot rates on the eastbound corridor are fast converging on long-term prices, and carriers want to lock in cargo owners ahead of a return to Red Sea transits and the resulting capacity overhang.","__typename":"Document"},{"Id":"5945801_JournalOfCommerce","Attachments":[{"FileName":"5945163_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"Hapag-Lloyd, Hoegh Autoliners and Louis Dreyfus are among several shipping companies calling for the International Maritime Organization (IMO) to exclude crop-based biofuels from its list of sustainable alternatives to fossil fuels citing fears of deforestation and water and food scarcity. The call, which included shipping association NABU and climate activist Transport \u0026 Environment (T\u0026E), comes despite the continuing rollout of lower-emission feedstock-based biofuel services by several carriers, including Hapag-Lloyd, as growing regulatory pressure on shippers to reduce their “scope 3” supply chain carbon footprints increases demand for those services. The groups outlined their concerns in an open letter to the IMO ahead of the 18th Intersessional Working Group on Greenhouse Gases that is meeting in London this week. “Unless legally binding safeguards are introduced, there is a risk that a large amount of fossil fuels will be replaced with unsustainable biofuels,” the open letter warned. It pointed out that Europe has already decided to exclude the use of feed- and food-based biofuels from its flagship shipping fuels regulation known as FuelEU, adding that the IMO should follow suit. “The IMO should take note of the biofuels policy experiences and avoid similar mistakes to ensure a sustainable future for international shipping ... otherwise we risk deploying a cure worse than the disease to address shipping’s climate impact,” the open letter said. While some biofuels may be produced sustainably and deliver significant greenhouse gas (GHG) reductions, there are scalability limitations. Most biofuels are produced from food crop-based feedstocks, which come with direct and indirect deforestation, as well as many other sustainability issues ranging from water scarcity to food security, the letter said. The volumes carried under the premium feedstock-based biofuel products offered by Hapag-Lloyd, Maersk, Ocean Network Express, CMA CGM and HMM are slowly increasing but are only growing at low single-digit percentages of annual volumes. Carrier executives also acknowledge that biofuel is, at best, a temporary measure and not a means to achieve the IMO’s 2030 targets of reducing CO2 emissions by 20% to 30%. Biofuel demand driving deforestation The open letter to the IMO noted that when the EU decided to encourage the use of biofuels in 2009, the consumption of palm oil-based biofuels doubled over the following 10 years, comprising close to one-third of EU biofuels use by 2020. Scientific evidence later demonstrated that 45% of palm oil expansion happened at the expense of carbon-rich ecosystems such as forests or peatlands over that same period, with similar findings uncovered for other crop-based feedstock such as soy, the letter said. A study by energy consultancy Cerulogy on behalf of T\u0026E shows that palm and soy oil would likely make up almost two-thirds of the biodiesel used to power the shipping industry in 2030 because they represented the cheapest fuels to comply with emissions reduction targets. However, that would have a detrimental impact on the climate with palm and soy responsible for two to three times more carbon emissions than even the dirtiest shipping fuels today once deforestation and land clearance are considered, T\u0026E warned. “Fueling cargo ships with deforestation is a terrible idea. Burning crops for fuel is bad for the planet and bad for global food security,” Constance Dijkstra, shipping manager at T\u0026E, said in a statement Monday. “The IMO should consider the climate impact of bad biofuels to avoid doing more harm than good.” T\u0026E said waste biofuels such as used cooking oil and animal fats had limited availability and would only cover just a small proportion of shipping’s projected biofuel demand. As an example, T\u0026E noted that a cargo ship traveling between China and Brazil would require the yearly waste oil from more than 2,000 McDonald’s restaurants, and to run the vessel on animal fats would require more than one million pigs. T\u0026E estimated that 34 million hectares of farmland — the total area of Germany — would be needed by 2030 to produce enough crops to meet the increased biofuels demand from the shipping industry alone. Still, demand for biofuel is not only from shipping. China is the world’s main producer of biofuel derived from used cooking oil and exports more than half of its stocks, mainly to power trucks in the US and Europe. Airlines are also ramping up their usage of biofuel-generated sustainable aviation fuel (SAF). More sustainable routes to net-zero are being debated this week at the IMO’s Intersessional Working Group, where proposals for a carbon intensity index and fuel efficiency standards, economic measures such as carbon pricing and new technologies for cleaner marine fuels will be among the topics under discussion. The working group will meet again in April before their recommendations are carried over to the IMO’s Marine Environment Protection Committee (MEPC) meeting April 7-11 that will vote on the crucial mid-term measures, including a global pricing mechanism for carbon emissions to be rolled out in October. Contact Greg Knowler at greg.knowler@spglobal.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eHapag-Lloyd, Hoegh Autoliners and Louis Dreyfus are among several shipping companies calling for the International Maritime Organization (IMO) to exclude crop-based biofuels from its list of sustainable alternatives to fossil fuels citing fears of deforestation and water and food scarcity. \u003c/p\u003e\u003cp\u003eThe call, which included shipping association NABU and climate activist Transport \u0026amp; Environment (T\u0026amp;E), comes despite the continuing rollout of lower-emission feedstock-based biofuel services by several carriers, including Hapag-Lloyd, as growing regulatory pressure on shippers to reduce their “scope 3” supply chain carbon footprints increases demand for those services. \u003c/p\u003e\u003cp\u003eThe groups outlined their concerns in an open letter to the IMO ahead of the 18th Intersessional Working Group on Greenhouse Gases that is meeting in London this week. \u003c/p\u003e\u003cp\u003e“Unless legally binding safeguards are introduced, there is a risk that a large amount of fossil fuels will be replaced with unsustainable biofuels,” the open letter warned. It pointed out that Europe has already decided to exclude the use of feed- and food-based biofuels from its flagship shipping fuels regulation known as FuelEU, adding that the IMO should follow suit. \u003c/p\u003e\u003cp\u003e“The IMO should take note of the biofuels policy experiences and avoid similar mistakes to ensure a sustainable future for international shipping ... otherwise we risk deploying a cure worse than the disease to address shipping’s climate impact,” the open letter said. \u003c/p\u003e\u003cp\u003eWhile some biofuels may be produced sustainably and deliver significant greenhouse gas (GHG) reductions, there are scalability limitations. Most biofuels are produced from food crop-based feedstocks, which come with direct and indirect deforestation, as well as many other sustainability issues ranging from water scarcity to food security, the letter said. \u003c/p\u003e\u003cp\u003eThe volumes carried under the premium feedstock-based biofuel products offered by Hapag-Lloyd, Maersk, Ocean Network Express, CMA CGM and HMM are slowly increasing but are only growing at low single-digit percentages of annual volumes. Carrier executives also acknowledge that biofuel is, at best, a temporary measure and not a means to achieve the IMO’s 2030 targets of reducing CO2 emissions by 20% to 30%. \u003c/p\u003e\u003ch3\u003eBiofuel demand driving deforestation \u003c/h3\u003e\u003cp\u003eThe open letter to the IMO noted that when the EU decided to encourage the use of biofuels in 2009, the consumption of palm oil-based biofuels doubled over the following 10 years, comprising close to one-third of EU biofuels use by 2020. Scientific evidence later demonstrated that 45% of palm oil expansion happened at the expense of carbon-rich ecosystems such as forests or peatlands over that same period, with similar findings uncovered for other crop-based feedstock such as soy, the letter said. \u003c/p\u003e\u003cp\u003eA study by energy consultancy Cerulogy on behalf of T\u0026amp;E shows that palm and soy oil would likely make up almost two-thirds of the biodiesel used to power the shipping industry in 2030 because they represented the cheapest fuels to comply with emissions reduction targets. \u003c/p\u003e\u003cp\u003eHowever, that would have a detrimental impact on the climate with palm and soy responsible for two to three times more carbon emissions than even the dirtiest shipping fuels today once deforestation and land clearance are considered, T\u0026amp;E warned. \u003c/p\u003e\u003cp\u003e“Fueling cargo ships with deforestation is a terrible idea. Burning crops for fuel is bad for the planet and bad for global food security,” Constance Dijkstra, shipping manager at T\u0026amp;E, said in a statement Monday. “The IMO should consider the climate impact of bad biofuels to avoid doing more harm than good.” \u003c/p\u003e\u003cp\u003eT\u0026amp;E said waste biofuels such as used cooking oil and animal fats had limited availability and would only cover just a small proportion of shipping’s projected biofuel demand. As an example, T\u0026amp;E noted that a cargo ship traveling between China and Brazil would require the yearly waste oil from more than 2,000 McDonald’s restaurants, and to run the vessel on animal fats would require more than one million pigs. \u003c/p\u003e\u003cp\u003eT\u0026amp;E estimated that 34 million hectares of farmland — the total area of Germany — would be needed by 2030 to produce enough crops to meet the increased biofuels demand from the shipping industry alone. \u003c/p\u003e\u003cp\u003eStill, demand for biofuel is not only from shipping. China is the world’s main producer of biofuel derived from used cooking oil and exports more than half of its stocks, mainly to power trucks in the US and Europe. Airlines are also ramping up their usage of biofuel-generated sustainable aviation fuel (SAF). \u003c/p\u003e\u003cp\u003eMore sustainable routes to net-zero are being debated this week at the IMO’s Intersessional Working Group, where proposals for a carbon intensity index and fuel efficiency standards, economic measures such as carbon pricing and new technologies for cleaner marine fuels will be among the topics under discussion. \u003c/p\u003e\u003cp\u003eThe working group will meet again in April before their recommendations are carried over to the IMO’s Marine Environment Protection Committee (MEPC) meeting April 7-11 that will vote on the crucial mid-term measures, including a global pricing mechanism for carbon emissions to be rolled out in October. \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":"Farmland the size of Germany will be needed by 2030 to serve the shipping industry’s need for biofuels, according to T\u0026E. Photo credit: Snapshot freddy / Shutterstock.com.","EventDate":null,"__typename":"Metadata"},"ModDate":"1739907075643","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"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Greg Knowler, Senior Editor Europe","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1739892026000","TitlePlainText":"Biofuel not the answer to shipping decarbonization: carriers","Published":true,"Redirects":[{"Path":"/article/biofuel-not-the-answer-to-shipping-decarbonization-carriers-5945801","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eUnless legally binding safeguards are introduced, there is a risk that fossil fuels will be replaced with unsustainable biofuels that provide “a cure worse than the disease,” shipping groups said in an open letter to the IMO.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Unless legally binding safeguards are introduced, there is a risk that fossil fuels will be replaced with unsustainable biofuels that provide “a cure worse than the disease,” shipping groups said in an open letter to the IMO.","__typename":"Document"},{"Id":"5946947_JournalOfCommerce","Attachments":[{"FileName":"5946934_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyPlainText":"Ocean carriers will require “a full and permanent” ceasefire between Israel and Hamas before they are confident enough to shift services back to the Red Sea and Suez Canal, according to marine management company Inchcape Shipping Services. And the unstable situation that currently prevails in the region does not suggest an end to the vessel diversions around southern Africa anytime soon, Chris Greenwood, vice president of survey and inspection at Inchcape, said Wednesday. “There remains no clear timeline on when the ceasefire will be solidified to the point that container lines will regain the confidence to resume transiting the Red Sea,” Greenwood told a webinar hosted by security risk management firm Ambrey. Despite recent pledges by the Hamas-supporting Houthi militants that attacks will now be limited to ships affiliated with Israel, Greenwood was not convinced. “It will be a full and permanent ceasefire in Gaza that will make a Red Sea return possible, but it is a very unstable and uncertain environment with a lot of peripheral geopolitical issues going on,” he noted. “The threat dynamic is very uncertain and the confidence among our clients [to reroute ships via the Red Sea] is not there yet,” Greenwood added. Attacks on commercial shipping by Houthi militants at the Bab al-Mandab Strait, the narrow waterway at the southern end of the Red Sea between Yemen and Djibouti, have forced most ocean carriers to divert around southern Africa for the past 15 months. The diversions have added up to two weeks to Asia-Europe voyages, kept rates elevated, and in 2024 increased TEU miles by 17%. A return to the Red Sea and Suez by ocean carriers will depend on both Israel and Hamas meeting the conditions agreed to in the ceasefire, the individual risk tolerance of each container shipping company and the willingness of insurance companies to underwrite vessels making the voyages. Rising cost of insurance Before the Red Sea attacks began in November 2023, insurance for one-way transits was about 0.05% of the value of a ship, but that has doubled to approximately 1%, Greenwood said. That means a vessel valued at $100 million would have an insurance cost of $1 million for a single passage. “The P\u0026I clubs [protection and indemnity insurers] are taking a wait-and-see approach, but the underwriters, especially the lead underwriters, are likely to require material changes before lowering their premiums significantly,” said Greenwood. While making no mention of the insurance challenges, several ocean carrier executives have made it clear that they will only send ships through the Red Sea, “when it is safe to do so.” Maersk CEO Vincent Clerc said during his carrier’s 2024 annual earnings call earlier this month that Maersk’s resumption of Red Sea voyages would revolve around a guarantee of safe passage for seamen, ships and cargo . “You need to look at the situation on the ground and say, ‘the Houthis [are] either no longer capable or whatever gives them the willingness to attack is no longer,’” Clerc said. CMA CGM, however, appears to be taking a more relaxed approach to regional security concerns with certain services. The carrier this week announced a new service from India to ports along the Red Sea that passes through the Houthi-controlled Bab al-Mandab Strait using three vessels operated jointly by Saudi-based Folk Maritime and Oman-based Asyad Shipping. Another service passing through the Red Sea and Suez is Kawa Shipping’s new China-Europe Express , which suggests the Chinese carrier has no fear of attacks by Houthi militants. Contact Greg Knowler at greg.knowler@spglobal.com .","BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eOcean carriers will require “a full and permanent” ceasefire between Israel and Hamas before they are confident enough to shift services back to the Red Sea and Suez Canal, according to marine management company Inchcape Shipping Services. \u003c/p\u003e\u003cp\u003eAnd the unstable situation that currently prevails in the region does not suggest an end to the vessel diversions around southern Africa anytime soon, Chris Greenwood, vice president of survey and inspection at Inchcape, said Wednesday. \u003c/p\u003e\u003cp\u003e“There remains no clear timeline on when the ceasefire will be solidified to the point that container lines will regain the confidence to resume transiting the Red Sea,” Greenwood told a webinar hosted by security risk management firm Ambrey. \u003c/p\u003e\u003cp\u003eDespite \u003ca href=\"https://www.joc.com/article/carriers-eye-red-sea-transits-after-houthi-rebels-pledge-restraint-5925939\"\u003erecent pledges by the Hamas-supporting Houthi militants\u003c/a\u003e that attacks will now be limited to ships affiliated with Israel, Greenwood was not convinced. \u003c/p\u003e\u003cp\u003e“It will be a full and permanent ceasefire in Gaza that will make a Red Sea return possible, but it is a very unstable and uncertain environment with a lot of peripheral geopolitical issues going on,” he noted. \u003c/p\u003e\u003cp\u003e“The threat dynamic is very uncertain and the confidence among our clients [to reroute ships via the Red Sea] is not there yet,” Greenwood added. \u003c/p\u003e\u003cp\u003eAttacks on commercial shipping by Houthi militants at the Bab al-Mandab Strait, the narrow waterway at the southern end of the Red Sea between Yemen and Djibouti, have forced most ocean carriers to divert around southern Africa for the past 15 months. The diversions have added up to two weeks to Asia-Europe voyages, kept rates elevated, and in 2024 increased TEU miles by 17%. \u003c/p\u003e\u003cp\u003eA return to the Red Sea and Suez by ocean carriers will depend on both Israel and Hamas meeting the conditions agreed to in the ceasefire, the individual risk tolerance of each container shipping company and the willingness of insurance companies to underwrite vessels making the voyages. \u003c/p\u003e\u003ch3\u003eRising cost of insurance \u003c/h3\u003e\u003cp\u003eBefore the Red Sea attacks began in November 2023, insurance for one-way transits was about 0.05% of the value of a ship, but that has doubled to approximately 1%, Greenwood said. That means a vessel valued at $100 million would have an insurance cost of $1 million for a single passage. \u003c/p\u003e\u003cp\u003e“The P\u0026amp;I clubs [protection and indemnity insurers] are taking a wait-and-see approach, but the underwriters, especially the lead underwriters, are likely to require material changes before lowering their premiums significantly,” said Greenwood. \u003c/p\u003e\u003cp\u003eWhile making no mention of the insurance challenges, several ocean carrier executives have made it clear that they will only send ships through the Red Sea, “when it is safe to do so.” Maersk CEO Vincent Clerc said during his carrier’s 2024 annual earnings call earlier this month that Maersk’s resumption of Red Sea voyages would revolve around \u003ca href=\"https://www.joc.com/article/maersks-profitability-in-2025-hinges-on-return-to-red-sea-clerc-5939261\"\u003ea guarantee of safe passage for seamen, ships and cargo\u003c/a\u003e. \u003c/p\u003e\u003cp\u003e“You need to look at the situation on the ground and say, ‘the Houthis [are] either no longer capable or whatever gives them the willingness to attack is no longer,’” Clerc said. \u003c/p\u003e\u003cp\u003eCMA CGM, however, appears to be taking a more relaxed approach to regional security concerns with certain services. The carrier this week announced a new service from India to ports along the Red Sea that passes through the Houthi-controlled Bab al-Mandab Strait using three vessels operated jointly by Saudi-based Folk Maritime and Oman-based Asyad Shipping. \u003c/p\u003e\u003cp\u003eAnother service passing through the Red Sea and Suez is \u003ca href=\"https://www.joc.com/article/suez-routing-allows-rapid-transit-of-new-expedited-china-europe-service-5930379\"\u003eKawa Shipping’s new China-Europe Express\u003c/a\u003e, which suggests the Chinese carrier has no fear of attacks by Houthi militants. \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":"Transits via the Suez Canal have plummeted in the past 15 months since the first Red Sea attacks on commercial shipping. Photo credit: Mariusz Bugno / Shutterstock.com.","EventDate":null,"__typename":"Metadata"},"ModDate":"1740003734600","Taxonomy":{"MainCategory":[{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"9","Name":"Container Shipping News","Redirects":[{"Path":"/maritime/container-shipping-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"34","Name":"Container lines","Redirects":[{"Path":"/maritime/container-shipping-news/container-lines","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"37","Name":"Asia-Europe","Redirects":[{"Path":"/maritime/container-shipping-news/asia-europe","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Greg Knowler, Senior Editor Europe","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1739996174000","TitlePlainText":"No clear timeline for Red Sea return as carriers face rising insurance costs","Published":true,"Redirects":[{"Path":"/article/no-clear-timeline-for-red-sea-return-as-carriers-face-rising-insurance-costs-5946947","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe threat dynamic in the Houthi-controlled area remains too high for ocean carriers to consider ending diversions around southern Africa, and higher insurance costs likely await when they do. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The threat dynamic in the Houthi-controlled area remains too high for ocean carriers to consider ending diversions around southern Africa, and higher insurance costs likely await when they 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