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title="search"><span class="material-symbols-outlined">search</span></button></div></form></div></div></header><main id="main" class="main"><div class="PaddingContainer_wrapper__FWKgD"><div class="FullPageContainer_container__SQNsL"><div style="--left-column-width:2fr;--right-column-width:1fr" class="DoubleColumnContainer_wrapper__OOLmD"><div class="DoubleColumnContainer_left__v2CWC"><div class="c-page-header"><div class="c-page-header__breadcrumbs"><div class="c-breadcrumbs"><div class="c-breadcrumbs__item"><a href="/" class="c-breadcrumbs__link"> Home </a></div><div class="c-breadcrumbs__item"><span class="material-symbols-outlined">chevron_right</span><a href="/supply-chain" class="c-breadcrumbs__link c-breadcrumbs__link--active "> supply chain </a></div></div></div><h1 class="Heading_heading__h8IMw Heading_bold__h_y9l Heading_dark__jmb5G" style="font-size:var(--font-size-jumbo-fluid)">Supply chain</h1><div class="c-page-header__description"><span>Stay updated on supply chain strategies, cargo visibility, inventory trends and more with our comprehensive supply chain news and analysis.</span></div></div><div class="c-topic-links c-topic-links--layout-grid c-topic-links--border-thin"><h2 class="Heading_heading__h8IMw Heading_bold__h_y9l Heading_dark__jmb5G" style="font-size:var(--font-size-2);margin-bottom:var(--spacing-s)">Subsections</h2><ul class="c-topic-links__links"><li class="c-topic-links__link" style="padding:var(--spacing-s)"><a href="/supply-chain/logistics-technology-news" class="ButtonLink_link__YfHeV" target="" style="padding:0">Logistics Technology News</a></li><li class="c-topic-links__link" style="padding:var(--spacing-s)"><a href="/supply-chain/industrial-real-estate-news" class="ButtonLink_link__YfHeV" target="" style="padding:0">Industrial Real Estate News</a></li><li class="c-topic-links__link" style="padding:var(--spacing-s)"><a href="/supply-chain/transport-trade-and-regulation-news" class="ButtonLink_link__YfHeV" target="" style="padding:0">Transport, Trade and Regulation News</a></li><li class="c-topic-links__link" style="padding:var(--spacing-s)"><a href="/supply-chain/last-mile-news" class="ButtonLink_link__YfHeV" target="" style="padding:0">Last Mile News</a></li><li class="c-topic-links__link" style="padding:var(--spacing-s)"><a href="/supply-chain/cool-cargo-news" class="ButtonLink_link__YfHeV" target="" style="padding:0">Cool Cargo News</a></li></ul></div><h2 class="Heading_heading__h8IMw Heading_bold__h_y9l Heading_dark__jmb5G" style="font-size:var(--font-size-2)"><i>The latest Supply chain News & Analysis</i></h2><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/farm-state-house-members-say-ustr-proposal-offers-big-risks-to-us-ag-interests-5977289" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5977286_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5977286_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5977286_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5977286_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5977286_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5977286_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5977286_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5977286_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5977286_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Farm state House members say USTR proposal offers big risks to US ag interests</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Laura Robb, Associate Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Eighteen Republican members of Congress said the remedies laid out as part of the US’ investigation into China’s maritime dominance are unworkable for farmers, notably a port tax on Chinese vessels and the requirement that an increasing volume of US exports be shipped on US-flagged vessels.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Maritime</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container Shipping News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Transport, Trade and Regulation News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Trans-Pacific</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">North American ports</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/tms-provider-turvo-turns-to-smc3-to-enable-ltl-ambitions-5977270" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5977257_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5977257_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5977257_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5977257_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5977257_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5977257_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5977257_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5977257_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5977257_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">TMS provider Turvo turns to SMC3 to enable LTL ambitions</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Eric Johnson, Senior Technology Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The partnership will see SMC3 provide less-than-truckload rating, booking and tracking data into Turvo’s transportation management system, which primarily serves US freight brokers and third-party logistics providers.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Logistics Technology News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">LTL</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Truck brokers</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/k-line-to-expand-logistics-operations-in-joint-venture-with-kamigumi-5977152" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5977150_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5977150_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5977150_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5977150_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5977150_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5977150_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5977150_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5977150_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5977150_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">‘K’ Line to expand logistics operations in joint venture with Kamigumi</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Keith Wallis, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The deal will merge “K” Lines’ traditional logistics activities in ocean and air freight with Kamigumi’s niche business in project cargo logistics.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Supply chain</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container lines</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Forwarding</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/new-us-tariffs-forcing-shippers-to-recalculate-supply-chains-on-the-fly-5976471" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5976466_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5976466_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5976466_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5976466_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5976466_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5976466_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5976466_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5976466_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5976466_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">New US tariffs forcing shippers to recalculate supply chains on the fly</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Eric Johnson, Senior Technology Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Some US-based shippers are racing to beat the April 9 imposition of new tariffs on most goods, while others are holding back product in Asia on the chance the levies will be reduced by President Donald Trump, whose tariff implementation strategy in recent weeks has been marked by a large dose of impulsiveness.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Transport, Trade and Regulation News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Forwarding</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/air-cargo-braces-for-impact-as-us-restores-duties-on-chinese-e-commerce-5976399" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5976372_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5976372_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5976372_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5976372_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5976372_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5976372_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5976372_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5976372_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5976372_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Air cargo braces for impact as US restores duties on Chinese e-commerce</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Greg Knowler, Senior Editor Europe | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">But any shipper celebrations over potentially lower rates in a cooling market will be tempered by concerns about border congestion as US customs will now be tasked with processing millions of de minimis imports every day.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Air Cargo</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Air Cargo Forwarder News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Air Cargo Carriers News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Transport, Trade and Regulation News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/trump-announces-10-across-the-board-tariffs-on-all-us-imports-5975639" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5975649_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5975649_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5975649_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5975649_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5975649_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5975649_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5975649_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5975649_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5975649_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Trump announces 10% across-the-board tariffs on all US imports</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Eric Johnson, Senior Technology Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">But countries believed by the White House as having an unfair advantage over the US on trade will be hit with higher levies, including China, South Korea and European Union nations.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Transport, Trade and Regulation News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/new-trump-tariffs-spur-rise-in-us-bound-air-cargo-rates-amid-frontloading-5975439" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5975391_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5975391_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5975391_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5975391_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5975391_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5975391_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5975391_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5975391_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5975391_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">New Trump tariffs spur rise in US-bound air cargo rates amid frontloading</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Greg Knowler, Senior Editor Europe | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Price and volume increases are being seen across trans-Pacific and trans-Atlantic trade lanes, but there is little clarity on whether underlying demand is enough to prop up spot rates once the tariffs have been implemented.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Air Cargo</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Air Cargo Forwarder News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Air Cargo Carriers News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Transport, Trade and Regulation News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/china-to-maintain-pivotal-production-role-globally-despite-tariffs-cscmp-5975432" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5975014_0.1.png?format=jpeg&w=640 640w, /images/phoenix/5975014_0.1.png?format=jpeg&w=750 750w, /images/phoenix/5975014_0.1.png?format=jpeg&w=828 828w, /images/phoenix/5975014_0.1.png?format=jpeg&w=1080 1080w, /images/phoenix/5975014_0.1.png?format=jpeg&w=1200 1200w, /images/phoenix/5975014_0.1.png?format=jpeg&w=1920 1920w, /images/phoenix/5975014_0.1.png?format=jpeg&w=2048 2048w, /images/phoenix/5975014_0.1.png?format=jpeg&w=3840 3840w" src="/images/phoenix/5975014_0.1.png?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">China to maintain pivotal production role globally despite tariffs: CSCMP</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Greg Knowler, Senior Editor Europe | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Firms sourcing from Vietnam, India or Mexico rely heavily on components, raw materials and equipment from China, which will remain an essential link in the production supply chain even if it’s no longer the only one.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Supply chain</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Maritime</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container Shipping News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Transport, Trade and Regulation News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Logistics Technology News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/disrupted-cross-border-freight-shipping-braces-for-us-tariffs-5974787" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5974792_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5974792_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5974792_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5974792_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5974792_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5974792_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5974792_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5974792_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5974792_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Disrupted cross-border freight shipping braces for US tariffs</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">William B. Cassidy, Senior Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">As shippers race to get goods from Mexico and Canada into the US before full implementation of 25% tariffs Wednesday, they’re beginning to rethink supply chains.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Surface</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Supply chain</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Trucking News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">LTL</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Truckload</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Truck brokers</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Flatbed</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/plan-to-tax-chinese-ships-turned-maritime-malaise-into-brainstorming-session-5971753" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5971752_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5971752_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5971752_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5971752_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5971752_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5971752_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5971752_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5971752_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5971752_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Plan to tax Chinese ships turned maritime malaise into ‘brainstorming session’</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Eric Johnson, Senior Technology Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">In creating the threat of a clearly significant penalty, the US Trade Representative essentially forced observers to not merely give a thumbs up or down to the proposal, but to offer alternative solutions.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Transport, Trade and Regulation News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Port News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container lines</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Trans-Atlantic</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Trans-Pacific</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/high-fuel-levy-would-avoid-pay-to-pollute-scenario-maersk-5971567" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5971571_0.1.png?format=jpeg&w=640 640w, /images/phoenix/5971571_0.1.png?format=jpeg&w=750 750w, /images/phoenix/5971571_0.1.png?format=jpeg&w=828 828w, /images/phoenix/5971571_0.1.png?format=jpeg&w=1080 1080w, /images/phoenix/5971571_0.1.png?format=jpeg&w=1200 1200w, /images/phoenix/5971571_0.1.png?format=jpeg&w=1920 1920w, /images/phoenix/5971571_0.1.png?format=jpeg&w=2048 2048w, /images/phoenix/5971571_0.1.png?format=jpeg&w=3840 3840w" src="/images/phoenix/5971571_0.1.png?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">High fuel levy would avoid ‘pay-to-pollute’ scenario: Maersk</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Greg Knowler, Senior Editor Europe | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The carrier wants the tax imposed on CO2 emissions to raise the price of conventional bunkers high enough to force increased demand for low- and zero-emission fuels and narrow the yawning price gap between green and fossil energy.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Maritime</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container Shipping News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Transport, Trade and Regulation News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container lines</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/sc-ports-expanding-intermodal-capabilities-to-handle-growing-demand-5971065" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5971072_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5971072_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5971072_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5971072_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5971072_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5971072_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5971072_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5971072_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5971072_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">SC Ports expanding intermodal capabilities to handle growing demand</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Laura Robb, Associate Editor and Ari Ashe, Senior Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The port authority on Wednesday completed an expansion of Inland Port Greer ahead of the opening of the near-dock Navy Base Intermodal Facility (NBIF) at the Port of Charleston later this year.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Rail News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Surface</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Supply chain</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container Shipping News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Port News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Trucking News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">North American ports</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">North-American rail</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Intermodal providers</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/freight-futures-get-second-look-amid-increased-risk-trading-volumes-5970973" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5970980_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5970980_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5970980_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5970980_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5970980_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5970980_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5970980_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5970980_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5970980_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Freight futures get second look amid increased risk, trading volumes</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Peter Tirschwell | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Ongoing supply chain disruption and a significant increase in trading of container freight futures among speculative investors could accelerate the adoption of financial hedging tools among shippers and other physical industry players.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container Shipping News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Logistics Technology News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/uber-freight-offering-drop-and-hook-option-as-dedicated-like-product-for-shippers-5970415" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5970429_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5970429_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5970429_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5970429_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5970429_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5970429_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5970429_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5970429_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5970429_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Uber Freight offering drop-and-hook option as dedicated-like product for shippers</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Eric Johnson, Senior Technology Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">In a move to better utilize its leased pool of trailers, Uber Freight has partnered with software vendor Optimal Dynamics to bundle loads for drivers across 10 trailer pool locations.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Truckload</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Logistics Technology News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Truck brokers</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/trump-taps-retired-navy-captain-to-head-us-maritime-administration-5970344" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5970352_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5970352_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5970352_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5970352_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5970352_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5970352_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5970352_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5970352_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5970352_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Trump taps retired navy captain to head US Maritime Administration</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Laura Robb, Associate Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Brent Sadler served in the US Navy for 26 years and now works as a senior research fellow at the Heritage Foundation.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Maritime</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container Shipping News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Transport, Trade and Regulation News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">North American ports</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/descartes-snaps-up-rival-to-double-down-on-domestic-tms-market-5969629" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5969612_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5969612_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5969612_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5969612_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5969612_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5969612_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5969612_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5969612_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5969612_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Descartes snaps up rival to double down on domestic TMS market</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Eric Johnson, Senior Technology Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Acquisitions continue in the domestic freight market, with Descartes buying 3GTMS to continue a decade-long spree of purchases.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Logistics Technology News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">LTL</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Truckload</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Truck brokers</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/kuehne-nagel-says-gaining-market-share-key-to-driving-earnings-growth-5969587" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5969569_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5969569_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5969569_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5969569_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5969569_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5969569_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5969569_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5969569_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5969569_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Kuehne + Nagel says gaining market share key to driving earnings growth</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Keith Wallis, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">CEO Stefan Paul told the company’s annual capital markets event in London that while K+N will focus on organic growth, it will also make bolt-on acquisitions “if they make sense.”</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Supply chain</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Forwarding</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/cargo-owners-push-imo-on-measures-to-accelerate-energy-transition-5969452" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5969435_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5969435_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5969435_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5969435_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5969435_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5969435_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5969435_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5969435_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5969435_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Cargo owners push IMO on measures to accelerate energy transition</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Greg Knowler, Senior Editor Europe | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">An alliance of global shippers is calling on the IMO to use the April gathering of its Marine Environment Protection Committee to meet the “urgency of the moment” when it comes to lowering emissions from shipping.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container Shipping News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Transport, Trade and Regulation News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container lines</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/likelihood-of-imo-fuel-standard-set-to-reshape-container-shipping-market-5968502" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5968501_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5968501_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5968501_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5968501_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5968501_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5968501_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5968501_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5968501_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5968501_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Likelihood of IMO fuel standard set to reshape container shipping market</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Peter Tirschwell | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Why the impact is so potentially profound is the way carriers would likely respond to a scenario in which a fuel standard is imposed on them, but no automatically higher cost is imposed on shippers to pay, writes Peter Tirschwell.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Maritime</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Transport, Trade and Regulation News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container lines</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/ustrs-china-tonnage-tax-would-squeeze-smaller-trades-stakeholders-5967638" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5967634_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5967634_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5967634_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5967634_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5967634_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5967634_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5967634_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5967634_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5967634_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">USTR’s China tonnage tax would squeeze smaller trades: stakeholders</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Michael Angell, Senior Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">US maritime interests said the proposed fees on Chinese ships would hit a variety of low-value, niche trades that can’t absorb the costs.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Transport, Trade and Regulation News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container lines</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">North American ports</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/us-in-holding-pattern-over-imo-membership-dnv-5967501" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5967303_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5967303_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5967303_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5967303_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5967303_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5967303_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5967303_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5967303_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5967303_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">US in ‘holding pattern’ over IMO membership: DNV</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Greg Knowler, Senior Editor Europe | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The IMO is a specialized agency of the United Nations, which potentially puts the organization in the crosshairs of the new administration that is reassessing all its UN positions and policies.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Maritime</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container Shipping News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Transport, Trade and Regulation News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container lines</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/support-growing-for-multi-agency-us-cargo-crime-task-force-5966424" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5966415_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5966415_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5966415_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5966415_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5966415_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5966415_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5966415_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5966415_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5966415_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Support growing for multi-agency US cargo crime task force</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">William B. Cassidy, Senior Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Groups representing transportation providers, retailers and manufacturers are calling for Congress to create a cargo theft task force blending the resources of multiple agencies as cargo crime spreads.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Surface</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Supply chain</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Trucking News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Rail News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Truck brokers</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/australian-shippers-back-competition-probe-into-dp-worlds-deal-for-silk-logistics-5963851" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5963848_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5963848_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5963848_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5963848_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5963848_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5963848_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5963848_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5963848_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5963848_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Australian shippers back competition probe into DP World’s deal for Silk Logistics</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Keith Wallis, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The country’s competition watchdog is reviewing whether DP World’s acquisition of the logistics provider could lead to higher costs for shippers.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Maritime</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container Shipping News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Port News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Transport, Trade and Regulation News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">International ports</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/fmc-probes-ocean-chokepoints-as-trump-looks-to-rule-the-waves-5962937" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5962935_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5962935_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5962935_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5962935_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5962935_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5962935_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5962935_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5962935_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5962935_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">FMC probes ocean chokepoints as Trump looks to rule the waves</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Michael Angell, Senior Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The Federal Maritime Commission is looking at areas where ships are having transit troubles with an eye on how US maritime influence can fix those problems.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Transport, Trade and Regulation News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container lines</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/tariffs-falling-spot-market-weaken-contract-resolve-of-trans-pac-carriers-5962830" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5962821_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5962821_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5962821_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5962821_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5962821_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5962821_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5962821_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5962821_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5962821_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Tariffs, falling spot market weaken contract resolve of trans-Pac carriers</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Bill Mongelluzzo, Senior Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Fresh questions about the direction of the US economy after the tariff chaos unleashed by the Trump administration in recent weeks has container lines resetting their rate expectations for the 2025–26 service year.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Maritime</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container Shipping News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Transport, Trade and Regulation News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container lines</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Forwarding</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Trans-Pacific</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/escalating-tariff-costs-are-massive-financial-shift-for-us-importers-experts-5962308" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5962333_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5962333_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5962333_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5962333_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5962333_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5962333_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5962333_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5962333_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5962333_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Escalating tariff costs are ‘massive’ financial shift for US importers: experts</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Michael Angell, Senior Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The dizzying pace of the Trump administration’s moves against longtime US trading partners is putting shippers at risk of facing hefty new costs as a result of tariff “stacking.”</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Transport, Trade and Regulation News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container lines</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/lack-of-carrier-api-progress-belies-market-adaptation-to-other-visibility-options-5962221" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5961619_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5961619_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5961619_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5961619_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5961619_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5961619_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5961619_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5961619_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5961619_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Lack of carrier API progress belies market adaptation to other visibility options</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Eric Johnson, Senior Technology Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">While shippers might have expected ocean carriers to make application programming interfaces widely available by 2025, negative incentives have inhibited that progress.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Logistics Technology News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container lines</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Forwarding</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/shippers-investing-in-data-warehousing-capability-to-increase-software-options-5960783" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5960781_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5960781_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5960781_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5960781_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5960781_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5960781_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5960781_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5960781_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5960781_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Shippers investing in data warehousing capability to increase software options</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Eric Johnson, Senior Technology Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The explosion of logistics software-as-a-service tools is leading shippers to build data foundations that reside outside of their internal systems.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Logistics Technology News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/fourkites-exit-from-gartner-visibility-assessment-highlights-evolving-market-5958243" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5958233_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5958233_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5958233_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5958233_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5958233_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5958233_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5958233_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5958233_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5958233_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">FourKites’ exit from Gartner visibility assessment highlights evolving market</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Eric Johnson, Senior Technology Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The visibility market has bifurcated into standalone vendors too small to be captured by Gartner’s “Magic Quadrant” report and larger vendors whose platforms extend far beyond what the report evaluates.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Logistics Technology News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Maritime</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Trucking News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Rail News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/cma-cgm-to-invest-20-billion-in-us-shipping-ports-and-logistics-5957748" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5957737_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5957737_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5957737_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5957737_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5957737_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5957737_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5957737_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5957737_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5957737_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">CMA CGM to invest $20 billion in US shipping, ports and logistics</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Mark Szakonyi, Executive Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The carrier’s investment, announced while its chief executive met at the White House with President Donald Trump, comes amid heightened political sensitivities in the US as far as the container shipping industry is concerned.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Maritime</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Supply chain</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container Shipping News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Port News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container lines</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Port infrastructure</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">North American ports</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/tpm25-carriers-shippers-face-year-of-turmoil-and-uncertainty-5957721" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5957626_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5957626_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5957626_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5957626_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5957626_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5957626_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5957626_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5957626_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5957626_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">TPM25: Carriers, shippers face year of turmoil and uncertainty</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Bill Mongelluzzo, Senior Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Analyst Lars Jensen’s closing message to conference participants planning their supply chains for the coming year is to move slowly and carefully because it will take months before clarity emerges.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Maritime</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container Shipping News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Transport, Trade and Regulation News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Forwarding</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Asia-Europe</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Trans-Pacific</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/dhl-global-forwarding-buoyed-by-good-q4-but-acknowledges-weak-spots-5957647" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5957621_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5957621_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5957621_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5957621_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5957621_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5957621_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5957621_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5957621_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5957621_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">DHL Global Forwarding buoyed by good Q4, but acknowledges weak spots</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Keith Wallis, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">DHL group CEO Tobias Meyer recognized that the division’s performance remained lackluster, with the “volatile” gross profit/EBIT conversion rate below DHL’s 35% target.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Supply chain</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Forwarding</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/tpm25-chaos-erupts-as-us-tariffs-disrupt-cross-border-trucking-with-mexico-canada-5957555" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5957546_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5957546_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5957546_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5957546_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5957546_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5957546_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5957546_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5957546_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5957546_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">TPM25: ‘Chaos’ erupts as US tariffs disrupt cross-border trucking with Mexico, Canada</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">William B. Cassidy, Senior Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Spot rates soared as the deadline for US tariffs approached this week, and now many shipments are stranded in transit, according to logistics providers.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Supply chain</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Surface</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Trucking News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Transport, Trade and Regulation News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/tpm25-us-exporters-starting-to-feel-pinch-of-trump-trade-war-with-china-5956798" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5956773_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5956773_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5956773_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5956773_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5956773_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5956773_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5956773_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5956773_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5956773_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">TPM25: US exporters starting to feel pinch of Trump trade war with China</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Michael Angell, Senior Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The head of the Agriculture Transportation Coalition told TPM25 that US exports of logs, fruits, nuts, soybeans and other agricultural products appear to be slowing due to China’s tariff countermeasures.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Supply chain</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Maritime</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container Shipping News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/tpm25-lineage-using-big-2024-ipo-to-launch-companys-next-moves-5956592" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5956524_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5956524_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5956524_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5956524_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5956524_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5956524_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5956524_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5956524_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5956524_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">TPM25: Lineage using big 2024 IPO to launch company’s next moves</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Laura Robb, Associate Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The largest cold chain storage company in the world is looking to maintain momentum through targeted acquisitions and diverse portfolio development, its co-founder told TPM25.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Supply chain</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/tpm25-dsvs-lund-says-more-global-forwarding-consolidation-is-needed-5955795" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5955757_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5955757_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5955757_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5955757_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5955757_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5955757_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5955757_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5955757_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5955757_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">TPM25: DSV’s Lund says more global forwarding consolidation is needed</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">William B. Cassidy, Senior Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Large customers are looking for large logistics partners that can offer more control over supply chains as international trade becomes more complex, the CEO tells TPM25.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Supply chain</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Forwarding</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/kn-sees-volatility-ahead-from-uncertain-demand-geopolitical-risks-5955753" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5955700_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5955700_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5955700_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5955700_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5955700_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5955700_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5955700_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5955700_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5955700_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">K+N sees volatility ahead from uncertain demand, geopolitical risks</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Keith Wallis, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Contract logistics was the star performer in the company’s portfolio in 2024, with gross profit rising 4% to $4 billion.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Supply chain</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Maritime</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Air Cargo</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/tpm25-container-market-downturn-creating-new-era-of-volatility-5954666" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5954657_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5954657_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5954657_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5954657_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5954657_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5954657_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5954657_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5954657_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5954657_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">TPM25: Container market downturn creating ‘new era of volatility’</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Laura Robb, Associate Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">An oversupply of vessels, carrier rate wars and bleak consumer sentiment are positioned to oppress the container shipping market in 2025, experts told TPM25.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Maritime</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Supply chain</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container Shipping News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/tpm25-port-tax-on-chinese-ships-will-make-some-routes-unviable-mscs-toft-5954640" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5954614_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5954614_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5954614_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5954614_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5954614_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5954614_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5954614_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5954614_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5954614_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">TPM25: Port tax on Chinese ships will make some routes unviable: MSC’s Toft</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Greg Knowler, Senior Editor Europe | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Should the Trump administration’s proposal be implemented, capacity will have to be withdrawn from the US and redeployed to where it makes more economical sense, the CEO of the world’s largest ocean carrier said.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Maritime</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container Shipping News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Port News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Transport, Trade and Regulation News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container lines</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">North American ports</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/tpm25-growing-us-isolationism-threatens-global-supply-chains-bolton-5954626" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5954612_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5954612_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5954612_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5954612_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5954612_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5954612_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5954612_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5954612_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5954612_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">TPM25: Growing US 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They listen to me when I bring [a] pistachio farmer with me ... real people, real constituents.” \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Laura Robb at \u003c/i\u003e\u003ca href=\"mailto:laura.robb@spglobal.com\"\u003e\u003ci\u003elaura.robb@spglobal.com\u003c/i\u003e\u003c/a\u003e\u003ci\u003e.\u003c/i\u003e \u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"The US agricultural industry exports about 20% of its production, but there are fears the USTR proposal could reduce those volumes. Photo credit: Maksim Safaniuk / Shutterstock.com. ","__typename":"Metadata"},"ModDate":"1743798617907","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":"16","Name":"Transport, Trade and Regulation News","Redirects":[{"Path":"/supply-chain/transport-trade-and-regulation-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"38","Name":"Trans-Pacific","Redirects":[{"Path":"/maritime/container-shipping-news/trans-pacific","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"42","Name":"North American ports","Redirects":[{"Path":"/maritime/port-news/north-american-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Laura Robb, Associate Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1743789734000","TitlePlainText":"Farm state House members say USTR proposal offers big risks to US ag interests","Published":true,"Redirects":[{"Path":"/article/farm-state-house-members-say-ustr-proposal-offers-big-risks-to-us-ag-interests-5977289","__typename":"Redirect"},{"Path":"/article/farm-state-house-members-say-ustr-proposal-offers-serious-risks-to-us-ag-interests-5977289","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eEighteen Republican members of Congress said the remedies laid out as part of the US’ investigation into China’s maritime dominance are unworkable for farmers, notably a port tax on Chinese vessels and the requirement that an increasing volume of US exports be shipped on US-flagged vessels. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Eighteen Republican members of Congress said the remedies laid out as part of the US’ investigation into China’s maritime dominance are unworkable for farmers, notably a port tax on Chinese vessels and the requirement that an increasing volume of US exports be shipped on US-flagged vessels.","__typename":"Document"},{"Id":"5977270_JournalOfCommerce","Attachments":[{"FileName":"5977257_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eFreight broker-focused transportation management system (TMS) provider Turvo is partnering with SMC3 to integrate less-than-truckload (LTL) management tools into its software as demand for LTL applications grows. \u003c/p\u003e\u003cp\u003eThe partnership, unveiled Thursday, will see Turvo customers get access to SMC3’s rating, booking, tracking and document retrieval application programming interfaces (APIs), which the TMS provider said will eliminate manual steps currently used to execute those processes. \u003c/p\u003e\u003cp\u003eSMC3 is a widely-used platform for LTL rate benchmarking through its CzarLite, RateWare XL and BatchMark XL products while also providing data around LTL transit times and bidding. \u003c/p\u003e\u003cp\u003eTurvo, acquired in 2022 by cold chain conglomerate Lineage Logistics, provides TMS products to brokers, shippers and carriers, but with a specialty in serving the brokerage and third-party logistics (3PL) markets. Its customers include Ryder, PortX Logistics and PortCity. \u003c/p\u003e\u003cp\u003eSMC3 joins a list of more than three dozen existing Turvo partners, although most cater to the truckload or drayage markets. \u003c/p\u003e\u003cp\u003e“The collaboration between Turvo and SMC3 will strengthen our LTL operations by enhancing visibility, improving efficiency and enabling more responsive service,” Kate Leatherbury, director of LTL at 3PL Gebrüder Weiss North America, said in a statement. “Having access to real-time contract, volume and dynamic pricing within our TMS will significantly improve our ability to deliver a seamless experience to both carriers and customers.” \u003c/p\u003e\u003cp\u003eBrokers that have previously focused wholly or mostly on truckload are keying in on areas to expand into LTL even as the LTL market goes through a period of largely static demand. LTL carriers are positioning themselves, through the acquisition of regional carriers and expansion of terminal networks, to \u003ca href=\"https://www.joc.com/article/us-ltl-getting-in-position-for-higher-freight-demand-when-it-comes-5968547\"\u003etake advantage of renewed growth in LTL\u003c/a\u003e when it comes. \u003c/p\u003e\u003cp\u003eLTL-focused brokers also see themselves as being in a good position to help shippers adjust to the \u003ca href=\"https://www.joc.com/article/us-shippers-urged-to-prepare-now-for-upcoming-ltl-class-changes-rate-resetting-5933927\"\u003eongoing revision of the LTL freight classification system\u003c/a\u003e. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Eric Johnson at \u003c/i\u003e\u003ca href=\"mailto:eric.johnson@spglobal.com\"\u003e\u003ci\u003eeric.johnson@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":"SMC3 rate benchmarking tools are widely used in the less-than-truckload market. Photo credit: Jon Tetzlaff / Shutterstock.com. ","__typename":"Metadata"},"ModDate":"1743792434750","Taxonomy":{"MainCategory":[{"Id":"17","Name":"Logistics Technology News","Redirects":[{"Path":"/supply-chain/logistics-technology-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"46","Name":"LTL","Redirects":[{"Path":"/surface/trucking-news/ltl","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"48","Name":"Truck brokers","Redirects":[{"Path":"/surface/trucking-news/truck-brokers","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Eric Johnson, Senior Technology Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1743787874000","TitlePlainText":"TMS provider Turvo turns to SMC3 to enable LTL ambitions","Published":true,"Redirects":[{"Path":"/article/tms-provider-turvo-turns-to-smc3-to-enable-ltl-ambitions-5977270","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe partnership will see SMC3 provide less-than-truckload rating, booking and tracking data into Turvo’s transportation management system, which primarily serves US freight brokers and third-party logistics providers.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The partnership will see SMC3 provide less-than-truckload rating, booking and tracking data into Turvo’s transportation management system, which primarily serves US freight brokers and third-party logistics providers.","__typename":"Document"},{"Id":"5977152_JournalOfCommerce","Attachments":[{"FileName":"5977150_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eJapanese carrier “K” Line will expand its international and domestic logistics business with the launch this week of a joint venture with Japanese forwarding company Kamigumi that is expected to target contract and project cargo logistics. \u003c/p\u003e\u003cp\u003eThat came after “K” Line transferred ownership of its “K” Line Logistics into a new holding company, KLKG Logistics Holdings. “K” Line subsequently transferred 47% of its shares in KLKG Logistics to Kamigumi. \u003c/p\u003e\u003cp\u003e“Through this capital alliance, we aim to achieve further growth in domestic and overseas markets by [strengthening] contract logistics and providing high-quality and more diverse logistics services to customers,” “K” Line said in a statement announcing the venture. \u003c/p\u003e\u003cp\u003eKeiji Kubo, “K” Line managing executive officer for the product logistics division, said the entry into new project cargo-related logistics businesses, such as offshore wind power, will also offer opportunities. \u003c/p\u003e\u003cp\u003eThe deal will merge “K” Lines’ traditional logistics activities in ocean and air freight with Kamigumi’s niche business in project cargo logistics, which includes handling spent nuclear fuel and transporting industrial equipment such as power transformers and wind power components. \u003c/p\u003e\u003cp\u003e“K” Line Logistics had revenues of about $300 million last year, while Kamigumi is expected to post revenues of approximately $1.9 billion when it reports full-year earnings in May. \u003c/p\u003e\u003cp\u003e“K” Line Logistics is mainly focused on Asia and Australia with warehousing and cold storage in China, Vietnam, Thailand, Indonesia, the Philippines, India and the United Arab Emirates, with freight forwarding across the region. It also operates cross-board trucking between Thailand and four neighboring countries including Malaysia, Myanmar and Laos. \u003c/p\u003e\u003cp\u003eOperations in the Americas and Europe, which include offices in the US, Mexico, France, Germany and the Netherlands, mainly provide freight forwarding and customs brokerage. \u003c/p\u003e\u003cp\u003eKamigumi mainly operates in Southeast Asia, China and Mexico. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Keith Wallis at \u003c/i\u003e\u003ca href=\"mailto:keithwallis@hotmail.com\"\u003e\u003ci\u003ekeithwallis@hotmail.com\u003c/i\u003e\u003c/a\u003e.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"“K” Line Logistics had revenues of about $300 million last year. Photo credit: TonyV3112 / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1743779714357","Taxonomy":{"MainCategory":[{"Id":"4","Name":"Supply chain","Redirects":[{"Path":"/supply-chain","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"34","Name":"Container lines","Redirects":[{"Path":"/maritime/container-shipping-news/container-lines","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"36","Name":"Forwarding","Redirects":[{"Path":"/maritime/container-shipping-news/forwarding","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Keith Wallis, Special Correspondent","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1743775154000","TitlePlainText":"‘K’ Line to expand logistics operations in joint venture with Kamigumi","Published":true,"Redirects":[{"Path":"/article/k-line-to-expand-logistics-operations-in-joint-venture-with-kamigumi-5977152","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe deal will merge “K” Lines’ traditional logistics activities in ocean and air freight with Kamigumi’s niche business in project cargo logistics.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The deal will merge “K” Lines’ traditional logistics activities in ocean and air freight with Kamigumi’s niche business in project cargo logistics.","__typename":"Document"},{"Id":"5976471_JournalOfCommerce","Attachments":[{"FileName":"5976466_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eThe broad and varied tariffs \u003ca href=\"https://www.joc.com/article/trump-announces-10-across-the-board-tariffs-on-all-us-imports-5975639\"\u003eannounced this week by the Trump administration\u003c/a\u003e that affect US imports from virtually every country around the globe have sent shippers scrambling, forcing a rethink of supply chain strategy within a market so cloaked in uncertainty that one stakeholder likened it to the early days of the COVID-19 pandemic. \u003c/p\u003e\u003cp\u003eSome US-based shippers are, incredibly enough, racing to beat the April 9 imposition of new tariffs on most goods, while others are holding back product in Asia on the chance the levies will be reduced by US President Donald Trump, whose tariff implementation strategy in recent weeks has been marked by a large dose of impulsiveness. \u003c/p\u003e\u003cp\u003eApril 9 is the date country-specific tariffs take effect. Baseline 10% tariffs on countries that avoided the specific, so-called “reciprocal” rates are due to go into effect April 5. \u003c/p\u003e\u003cp\u003e“It looks to me like we are witnessing a sudden global slowdown akin to COVID,” a forwarder who did not want to be identified told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. “It’s starting to look like the collective response will be to stop, kind of like what we saw when COVID started. The question is, for how long?” \u003c/p\u003e\u003cp\u003eThe source said some major customers are “deciding to store product in Asia and essentially cutting off the flow.” \u003c/p\u003e\u003cp\u003e“They are looking at using air or other modes but in more of a ‘batch’ sequencing versus the normal flow models,” the forwarder said. \u003c/p\u003e\u003cp\u003eAnother forwarder who also did not want to be identified said shippers are using a range of tools ahead of the tariff increases. \u003c/p\u003e\u003cp\u003e“Customers are shifting volume from [full containerload] to [less-than-containerload] to get goods here before April 9,” the source said. “Some are booking air to get ahead of the tariffs. Some are pulling back orders. Some vendors are pulling back on DDP [delivery duty paid] shipments to renegotiate on price. Some want to change the Incoterms to change the responsible party for duties.” \u003c/p\u003e\u003cp\u003eDDP occurs when the seller is responsible for paying duties. \u003c/p\u003e\u003cp\u003eThe forwarder added that some customers that were eyeing an exit from China to other sourcing locations in Asia are now rethinking those plans. That’s because those alternative sourcing locations have been nailed with new tariffs, too, most notably Vietnam at 46%. \u003c/p\u003e\u003cp\u003eRobert Khachatryan, CEO of Los Angeles-based forwarder FreightRight, said he isn’t seeing a rush to expedite bookings that would not have ordinarily moved this week. \u003c/p\u003e\u003cp\u003e“Clients that have bookings in place are pushing to make sure they depart as planned,” Khachatryan said. “However, there are no new orders rushing in.” \u003c/p\u003e\u003ch3\u003e‘Structural change’ to supply chains \u003c/h3\u003e\u003cp\u003eThe Trump tariff plan, which was far more extensive than observers expected, is forcing a wholesale reconsideration of individual supply chains. \u003c/p\u003e\u003cp\u003e“With the new tariffs and the \u003ca href=\"https://www.joc.com/article/air-cargo-braces-for-impact-as-us-restores-duties-on-chinese-e-commerce-5976399\"\u003eend of the de minimis exemption\u003c/a\u003e, many importers are being forced to rethink how they manage cost, visibility, and compliance across their supply chains,” said Jim McCullen, chief technology officer at Century Supply Chain Solutions. “What we’re seeing is that this moment isn’t just about logistics, it’s about risk management, planning, and structural change.” \u003c/p\u003e\u003cp\u003eIn some ways, the race for vessel capacity has been on since before Trump took office for the second time. Aggregate import volumes into the ports of Los Angeles and Long Beach in January and February exceeded even the peak COVID-19 years of 2021 and 2022, and were even 24% higher than pre-pandemic January–February volumes in 2019 when frontloading occurred to beat Trump’s initial tranche of 25% tariffs on Chinese imports. \u003c/p\u003e\u003cp\u003eThe new tariffs are designed to reinvigorate the US manufacturing sector, Trump said during a White House event Wednesday. But they come amid a slowing manufacturing sector in North America that showed weakness in part because of the long-threatened tariffs. \u003c/p\u003e\u003cp\u003eUS factory output fell in March, according to Purchasing Managers’ Index survey data compiled by S\u0026amp;P Global, parent company of the \u003ci\u003eJournal of Commerce\u003c/i\u003e. Respondents attributed the slowdown to falling demand and the waning impact from the cargo frontloading that occurred earlier in the year as importers moved to beat the imposition of tariffs \u003c/p\u003e\u003cp\u003e“Manufacturing output fell across North America in March at one of the steepest rates seen over the past two years ... with broad-based production loses in the US, Canada and Mexico,” Chris Williamson, chief business economist at S\u0026amp;P Global Market Intelligence, wrote in a research note Thursday. “Prices paid for inputs also rose sharply. US factory input cost inflation, in fact, exceeded that seen in all 33 economies surveyed by S\u0026amp;P Global for the first time since 2008.” \u003c/p\u003e\u003ch3\u003eConsumer goods in crosshairs \u003c/h3\u003e\u003cp\u003eEarly research into which commodity categories might be most impacted by the tariffs highlights the effect on finished consumer goods from high-tariff nations. \u003c/p\u003e\u003cp\u003e“Notable examples include toys and video games [average duty rate increase of 30.4%], computer parts [29.6%], clothing [28.3%, with some as high as 36.9%] and smartphones [27%],” Chris Rogers, head of supply chain research at S\u0026amp;P Global Market Intelligence, wrote in an analysis Thursday. “Many of the products that are excluded from these new duties will face their own tariff reviews and may end up with duties of around 25%, including copper, lumber, pharmaceuticals and semiconductors, after the reviews are completed in a few months.” \u003c/p\u003e\u003cp\u003eThe hit would be $458 billion to US importers’ costs in a full year, based on 2024 import levels, Rogers added. \u003c/p\u003e\u003cp\u003e“The full impact on supply chains will also be a function of how other governments react — for example, the EU and mainland China have been more hawkish — and how firms choose to incorporate the new tariffs into their pricing and sourcing strategies,” he wrote. “Given the wide-ranging nature of the duties and focus on consumer goods, price increases may be a main strategy followed.” \u003c/p\u003e\u003cp\u003eUBS, meanwhile, said it expects the tariffs announced Wednesday, in addition to previously announced 25% tariffs on all imported automobiles, to drive pressure on international trade volumes and weaken domestic freight activity. In a research note Thursday, the bank said it estimates that 33% of rail and 25% of truck ton miles in the US are directly tied to international trade. \u003c/p\u003e\u003cp\u003eWhether US Customs and Border Protection (CBP) has the capacity and sufficient technology infrastructure in place to enforce the new tariffs is another open question. Some forwarders said the agency can handle the changes, while others were doubtful given disruptions caused by previous tariff implementations. \u003c/p\u003e\u003cp\u003e“Customs is almost guaranteed not to be ready,” Khachatryan said. “Even with the previous, less sweeping tariffs, CBP was woefully unprepared. Aluminum tariffs alone took over a week to work properly in different [automated brokerage interface] systems, with many shipments stuck in storage at airline terminals. Guidance for customs brokers is even slower to come. Something of this magnitude will almost certainly be a lot more disruptive, not least because of all the overlapping tariffs and confusing exclusions.” \u003c/p\u003e\u003cp\u003eMore broadly, the tariffs could well lead to choppier decision-making for logistics operations personnel, with decisions on whether to import goods or hold them back determined by Trump’s seemingly day-to-day policy changes. \u003c/p\u003e\u003cp\u003e“This will be a good example of honing skills to strategically manage based on daily information versus quarterly cycles, and I doubt many will be able to do this,” a forwarder said. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Eric Johnson at \u003c/i\u003e\u003ca href=\"mailto:eric.johnson@spglobal.com\"\u003e\u003ci\u003eeric.johnson@spglobal.com\u003c/i\u003e\u003c/a\u003e\u003ci\u003e.\u003c/i\u003e \u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"The Trump tariff plan, which was far more extensive than observers expected, is forcing a wholesale reconsideration of individual supply chains. Photo credit: Chip Somodevilla / Getty Images.","__typename":"Metadata"},"ModDate":"1743716354923","Taxonomy":{"MainCategory":[{"Id":"16","Name":"Transport, Trade and Regulation News","Redirects":[{"Path":"/supply-chain/transport-trade-and-regulation-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"36","Name":"Forwarding","Redirects":[{"Path":"/maritime/container-shipping-news/forwarding","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Eric Johnson, Senior Technology Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1743707114000","TitlePlainText":"New US tariffs forcing shippers to recalculate supply chains on the fly","Published":true,"Redirects":[{"Path":"/article/new-us-tariffs-forcing-shippers-to-recalculate-supply-chains-on-the-fly-5976471","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eSome US-based shippers are racing to beat the April 9 imposition of new tariffs on most goods, while others are holding back product in Asia on the chance the levies will be reduced by President Donald Trump, whose tariff implementation strategy in recent weeks has been marked by a large dose of impulsiveness.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Some US-based shippers are racing to beat the April 9 imposition of new tariffs on most goods, while others are holding back product in Asia on the chance the levies will be reduced by President Donald Trump, whose tariff implementation strategy in recent weeks has been marked by a large dose of impulsiveness.","__typename":"Document"},{"Id":"5976399_JournalOfCommerce","Attachments":[{"FileName":"5976372_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eThe Trump administration will eliminate duty-free treatment for low-value US imports from China and Hong Kong starting May 2 in a move that will be welcomed by shippers of general air cargo that have been punished by tight capacity and high rates for the past 18 months. \u003c/p\u003e\u003cp\u003eBut any shipper celebrations over potentially lower rates will be tempered by concerns over border congestion at US airports due to the dramatic increase in shipments needing to be processed by US Customs and Border Protection (CBP). \u003c/p\u003e\u003cp\u003eThe executive order signed by Donald Trump Wednesday is aimed at “deceptive shipping practices by Chinese-based shippers, many of whom hide illicit substances, including synthetic opioids, in low-value packages to exploit the de minimis exemption.” \u003c/p\u003e\u003cp\u003eAll postal items valued at or under $800 previously qualifying for the US’ so-called “de minimis” exemption will become subject to a duty rate of either 30% of their value or $25 per item, increasing to $50 per item after June 1. Almost one billion US de minimis shipments last year were from China. \u003c/p\u003e\u003cp\u003e“The executive order mentioned the Secretary of Commerce announcement that ‘adequate systems are in place to collect tariff revenue,’ [but] it is hard to imagine that such capacity was built so quickly,” Ram Ben Tzion, CEO of risk management firm Publican, said in a statement Thursday. \u003c/p\u003e\u003cp\u003eWhen the Trump administration removed low-value products from de minimis exemptions in February, the two million daily air cargo shipments from China caused the system to immediately back up. The exemption was quickly restored until CBP devised an appropriate inspection and duty collection system, which the US Department of Commerce says is now in place. \u003c/p\u003e\u003ch3\u003eEnd in sight for never-ending peak season \u003c/h3\u003e\u003cp\u003eA never-ending peak season driven by booming e-commerce demand on the Asia-North America trade lane — much of that cargo enjoying the de minimis exemption — increased volume by double-digit percentages last year, with the packages filling dozens of daily freighter flights out of China. \u003c/p\u003e\u003cp\u003eBut the massive demand also pushed rates to levels not seen since the pandemic, hurting general air cargo shippers and those forced into the air when ocean carriers began diverting around southern Africa following the Red Sea attacks on commercial shipping that began in late 2023. Spot rates on the China-North America route have averaged $5.40 per kilogram for the past 18 months, almost double the average for pre-pandemic 2019. \u003c/p\u003e\u003cp\u003eShould the duties charged on low-value imports from China drag down demand for e-commerce in the US, a significant amount of freighter capacity will be released back into the market and bring down spot rates. But those duties will also impact the air cargo transport models adopted by the Chinese online marketplaces. \u003c/p\u003e\u003cp\u003e“This will disrupt and possibly eliminate many of the e-commerce giants’ ability to do business, as well as many logistics operators who provide services and capacity,” Tzion said. \u003c/p\u003e\u003cp\u003eThe main Chinese e-commerce platforms — Temu, Shein and Tik Tok — contract space directly with airlines, bypassing the global forwarders that mostly handle relatively small e-commerce volume. But they also have already established huge distribution centers in the US and Europe as they shift from an air cargo-focused approach to a more traditional fulfilment model using mostly ocean shipping. \u003c/p\u003e\u003cp\u003eCross-border e-commerce has evolved as the major driver for global air cargo demand growth in recent years. China-US e-commerce shipments alone account for nearly half of the cargo capacity on the eastbound corridor and about 6% of global air freight demand, rate benchmarking platform Xeneta noted in a statement Thursday on the US de minimis announcement. \u003c/p\u003e\u003ch3\u003eDifficult to plan in ‘crazy environment’ \u003c/h3\u003e\u003cp\u003eHolger Ketz, global head of network and carrier management at Swiss logistics giant Kuehne + Nagel, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e in a recent interview that although the forwarder has low single-digit e-commerce business, “we are still operating in the same market.” \u003c/p\u003e\u003cp\u003e“If suddenly there is no demand from e-commerce customers anymore, it will have an impact on our own operated fleet because with falling demand our yield will go down,” Ketz said. \u003c/p\u003e\u003cp\u003eThat was a point made by Niall van de Wouw, Xeneta’s chief air freight officer, in the company’s statement. \u003c/p\u003e\u003cp\u003e“It’s a crazy environment, left and right,” he said, adding that the market anxiety and uncertainty was not good for any players in the air cargo supply chain — producers, consumers, airlines or forwarders. \u003c/p\u003e\u003cp\u003e“No one is benefiting from this situation because it’s impossible to plan effectively against a moving target,” van de Wouw noted. “Clearly, everyone will be waiting to see how the removal of the de minimis threshold and all the global tariffs already announced and those still to come will impact trade, as well as how quickly there will be less demand and, consequently, less air freight.” \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.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"The US Customs and Border Protection clampdown on Chinese e-commerce imports is aimed at closing loopholes that allow illegal products to escape detection. Photo credit: Mark Van Scyoc / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1743706214720","Taxonomy":{"MainCategory":[{"Id":"3","Name":"Air Cargo","Redirects":[{"Path":"/air-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"13","Name":"Air Cargo Forwarder News","Redirects":[{"Path":"/air-cargo/air-cargo-forwarder-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"14","Name":"Air Cargo Carriers News","Redirects":[{"Path":"/air-cargo/air-cargo-carriers-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"16","Name":"Transport, Trade and Regulation News","Redirects":[{"Path":"/supply-chain/transport-trade-and-regulation-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Greg Knowler, Senior Editor Europe","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1743699733000","TitlePlainText":"Air cargo braces for impact as US restores duties on Chinese e-commerce","Published":true,"Redirects":[{"Path":"/article/air-cargo-braces-for-impact-as-us-restores-duties-on-chinese-e-commerce-5976399","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eBut any shipper celebrations over potentially lower rates in a cooling market will be tempered by concerns about border congestion as US customs will now be tasked with processing millions of de minimis imports every day.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"But any shipper celebrations over potentially lower rates in a cooling market will be tempered by concerns about border congestion as US customs will now be tasked with processing millions of de minimis imports every day.","__typename":"Document"}],"secondSection":[{"Id":"5975639_JournalOfCommerce","Attachments":[{"FileName":"5975649_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003ePresident Donald Trump on Wednesday said the US will assess a minimum 10% tariff on all imports into the US, although countries the Trump administration views as having an unfair trade imbalance with the US will be hit with much higher levies. \u003c/p\u003e\u003cp\u003eThe so-called “reciprocal” tariffs that Trump unveiled Wednesday will be equivalent to half of what the US calculates each individual country imposes, through tariffs and non-tariff barriers, on US exports. \u003c/p\u003e\u003cp\u003eThe tariffs vary by country and will go into effect in two stages between April 5 and April 9. Products from countries hit with the baseline 10% tariff will be impacted from April 5, while products from individual countries with specific reciprocal tariffs will be affected from April 9. \u003c/p\u003e\u003cp\u003eImports from China, for example, will be set at 34%, the European Union at 20% and Vietnam at 46%. \u003c/p\u003e\u003cp\u003eOther tariff levels announced Wednesday are 26% on goods from India, 25% on South Korea and 36% on Thailand. Most South American nations will see a 10% tariff on their exports to the US. \u003c/p\u003e\u003cp\u003eCanada and Mexico have \u003ca href=\"https://www.joc.com/article/disrupted-cross-border-freight-shipping-braces-for-us-tariffs-5974787\"\u003ealready been hit with 25% tariffs that went into effect Wednesday.\u003c/a\u003e\u003c/p\u003e\u003cp\u003e“We will be charging them approximately half of what they are and have been charging us,” Trump said during an event at the White House. \u003c/p\u003e\u003cp\u003eThe president also confirmed that all automobile imports will be subject to 25% tariffs. \u003c/p\u003e\u003cp\u003eTrump’s announcement ends weeks of speculation about the administration’s actions to support its stated goal of reinvigorating the US manufacturing sector by imposing barriers on international trade. \u003c/p\u003e\u003cp\u003eBut the endless speculation has caused chaos in the global marketplace, hit the stock market hard and caused banks and economists to lower their expectations for US growth this year. Because tariffs are taxes that will ultimately be passed on to US shoppers, consumer confidence readings have taken a hit. \u003c/p\u003e\u003cp\u003eTrump said he expects to receive calls from heads of state about how to reduce their tariffs and other market barriers — such as state subsidies or currency manipulation — in the coming days as countries seek to reduce the impact of the reciprocal tariffs. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Eric Johnson at \u003c/i\u003e\u003ca href=\"mailto:eric.johnson@spglobal.com\"\u003e\u003ci\u003eeric.johnson@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":"Donald Trump’s tariff announcement ends weeks of speculation about his administration’s actions to support its stated goal of reinvigorating the US manufacturing sector by imposing barriers on international trade. Photo credit: Lightspring / Shutterstock.com. ","__typename":"Metadata"},"ModDate":"1743637994477","Taxonomy":{"MainCategory":[{"Id":"16","Name":"Transport, Trade and Regulation News","Redirects":[{"Path":"/supply-chain/transport-trade-and-regulation-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Eric Johnson, Senior Technology Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1743629294000","TitlePlainText":"Trump announces 10% across-the-board tariffs on all US imports","Published":true,"Redirects":[{"Path":"/article/trump-announces-10-across-the-board-tariffs-on-all-us-imports-5975639","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eBut countries believed by the White House as having an unfair advantage over the US on trade will be hit with higher levies, including China, South Korea and European Union nations. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"But countries believed by the White House as having an unfair advantage over the US on trade will be hit with higher levies, including China, South Korea and European Union nations.","__typename":"Document"},{"Id":"5975439_JournalOfCommerce","Attachments":[{"FileName":"5975391_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eAir cargo rates on the trans-Pacific and trans-Atlantic were up again this week as shippers took to the air ahead of the April 2 rollout of US import tariffs on China and Europe. \u003c/p\u003e\u003cp\u003eWhile there is little clarity on whether underlying demand is enough to prop up spot rates once the tariffs have been implemented, airlines and forwarders are benefiting from an unseasonal jump in rates and volume. \u003c/p\u003e\u003cp\u003eThe average Shanghai-North America rate of $5.40 per kilogram on Monday was up slightly on the previous week, the second consecutive week the price has topped $5/kg, according to the Baltic Air Index (BAI). Rates on other key lanes out of Asia to the US were also up, with large sequential weekly gains from Vietnam and India. \u003c/p\u003e\u003cp\u003eNorth Europe to North America rates were up 2.5% from last week at $2.89/kg, with the index of outbound routes from Frankfurt increasing 8.3%. Outbound London rates were up 15.5% week over week, BAI data showed. \u003c/p\u003e\u003cp\u003eMuch of the air freight demand on the westbound trans-Atlantic routes is being driven by the automotive sector that is \u003ca href=\"https://www.joc.com/article/trans-atlantic-air-cargo-demand-surges-ahead-of-us-tariffs-5965691\"\u003efacing stiff tariffs on vehicles exported to the US\u003c/a\u003e. \u003c/p\u003e\u003cp\u003e“Demand remains high due to restocking efforts in the US,” Loic Gay, global air freight leader at CEVA Logistics, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. “Flights are expected to operate at full capacity and air freight rates will likely remain elevated, especially for main deck cargo space.” \u003c/p\u003e\u003cp\u003eWhile rates rose on the US-bound routes, it was the Asia-Europe trade lane where the largest price gains were seen, according to rate benchmarking platform Xeneta. Data from Xeneta shows spot rates sold by airlines to forwarders on Asia-Europe rose 11% year over year this week to $4.28/kg. \u003c/p\u003e\u003cp\u003eThe first three weeks of March saw double-digit year-over-year growth in air cargo volume on the Asia-to-Europe trade, according to an update this week by Xeneta air freight analyst Wenwen Zhang. \u003c/p\u003e\u003cp\u003e“This growing demand from Northeast Asia to Europe is driven largely by robust e-commerce volume and sits well above the levels seen 12 months ago in both chargeable weight per shipment and shipment count,” Zhang noted. \u003c/p\u003e\u003ch3\u003eSigns of future demand emerging \u003c/h3\u003e\u003cp\u003eThere are encouraging signs of future air freight demand indicated by the Purchasing Managers Indexes (PMIs) produced by S\u0026amp;P Global, parent company of the \u003ci\u003eJournal of Commerce\u003c/i\u003e. China’s manufacturing sector expanded at a faster rate in March with factory output growth accelerating on the back of a sustained rise in new orders. New export sales notably increased at the quickest pace in nearly a year, the Caixin China General Manufacturing PMI found. \u003c/p\u003e\u003cp\u003eThe Eurozone PMI also showed a slight improvement in manufacturing activity, with Cyrus de la Rubia, chief economist at Hamburg Commercial Bank, taking a glass-half-full view in his analysis of the PMI survey results. \u003c/p\u003e\u003cp\u003e“Things are looking up,” de la Rubia wrote. “The PMI has increased for the third month in a row ... a significant part of this movement may have to do with the frontloading of orders from the US ahead of the tariffs, which means some backlash is to be expected in the coming months. \u003c/p\u003e\u003cp\u003e“However, given the geopolitical developments, there is also increasing speculation that the defense sector will expand significantly over the next few years, with direct and indirect positive effects on the industry.” \u003c/p\u003e\u003cdiv class=\"wrapper-narrow\"\u003e\u003cdynamic-object type=\"jocchartid\" resource-id=\"a9cf3dff-bcf4-43fd-82e7-9db527bd4aee\"\u003e\u003c/dynamic-object\u003e\u003c/div\u003e\u003cp\u003eThe uncertainty was playing out in the contracting of air cargo space. While the main online marketplaces contract space directly with airlines, forwarders handle the general air cargo business of shippers. \u003c/p\u003e\u003cp\u003eZhang said just under 45% of Asia-Europe westbound volumes were being bought by forwarders on the spot market, an increase from last year that demonstrates a level of caution. \u003c/p\u003e\u003cp\u003e“If there was confidence of significant upward pressure to come, you may expect a higher percentage of seasonal agreements as freight forwarders look to lock in lower rates with airlines so they can then sell to shippers at a higher price down the line,” she noted. \u003c/p\u003e\u003ch3\u003eFlexible contracts are key \u003c/h3\u003e\u003cp\u003eThe key to navigating the unsettled air cargo market is having the flexibility to handle rapidly changing conditions, said Martin Habisreitinger, COO for airfreight at Hellmann Worldwide Logistics. \u003c/p\u003e\u003cp\u003e“We are closely monitoring the evolving global landscape and its impact on demand volatility, particularly driven by trade wars and geopolitical challenges,” Habisreitinger told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003e“To navigate this uncertainty and ensure continuity for our customers, we are actively working on flexible agreements with airlines and partners,” he added. “These agreements allow us to adapt to fluctuating demand and remain agile in our service offerings.” \u003c/p\u003e\u003cp\u003eHabisreitinger said Hellmann was also diversifying routing options to mitigate the impact of capacity constraints on some trade lanes. \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":"Flights are operating at full capacity on the trans-Atlantic and on trade lanes out of Asia. Photo credit: Atlas Air.","__typename":"Metadata"},"ModDate":"1743615375013","Taxonomy":{"MainCategory":[{"Id":"3","Name":"Air Cargo","Redirects":[{"Path":"/air-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"13","Name":"Air Cargo Forwarder News","Redirects":[{"Path":"/air-cargo/air-cargo-forwarder-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"14","Name":"Air Cargo Carriers News","Redirects":[{"Path":"/air-cargo/air-cargo-carriers-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"16","Name":"Transport, Trade and Regulation News","Redirects":[{"Path":"/supply-chain/transport-trade-and-regulation-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Greg Knowler, Senior Editor Europe","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1743603855000","TitlePlainText":"New Trump tariffs spur rise in US-bound air cargo rates amid frontloading","Published":true,"Redirects":[{"Path":"/article/new-trump-tariffs-spur-rise-in-us-bound-air-cargo-rates-amid-frontloading-5975439","__typename":"Redirect"},{"Path":"/article/liberation-day-tariffs-spur-rise-in-us-bound-air-cargo-rates-5975439","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003ePrice and volume increases are being seen across trans-Pacific and trans-Atlantic trade lanes, but there is little clarity on whether underlying demand is enough to prop up spot rates once the tariffs have been implemented. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Price and volume increases are being seen across trans-Pacific and trans-Atlantic trade lanes, but there is little clarity on whether underlying demand is enough to prop up spot rates once the tariffs have been implemented.","__typename":"Document"},{"Id":"5975432_JournalOfCommerce","Attachments":[{"FileName":"5975014_0.1.png","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eEconomic volatility, geopolitical instability and trade policy uncertainty, especially from the US, have disrupted the relatively stable sourcing playbook that for decades had China at its center, according to the Council for Supply Chain Management Professionals (CSCMP). \u003c/p\u003e\u003cp\u003eAnd the ongoing series of shocks to the global economy, the Red Sea attacks on commercial shipping, logistics bottlenecks and growing regulatory scrutiny are forcing companies to look deeper into where their products are sourced, moved and managed. \u003c/p\u003e\u003cp\u003e“Sourcing from Asia, and especially from China, was almost automatic, and the logic was clear — there was cost-effective labor, scale, efficiency and predictability — and China became the factory of the world,” Len Pannett, managing director of consultancy Supercharg3d, told a recent CSCMP webinar on Asia sourcing. \u003c/p\u003e\u003cp\u003e“What’s different now is the sheer complexity,” Pannett added. “Supply chain leaders are no longer just choosing the cheapest locations. They’re navigating tariff walls, national security concerns, ESG [environment and social governance] scrutiny, infrastructure gaps and freight volatility.” \u003c/p\u003e\u003cp\u003eIn this volatile and changing environment, China-plus-one sourcing has become a buzz phrase, but Pannett said it was not a clean or simple pivot, and the reality was more nuanced. \u003c/p\u003e\u003cp\u003e“Many firms that source from, say, Vietnam, India or Mexico, still rely heavily on components, raw materials and equipment from China, and in that sense, China remains an essential link, even if it’s no longer the only one,” he said. \u003c/p\u003e\u003cp\u003eDan Krassenstein, global supply chain director at packaging producer Procon Pacific, agreed that China would remain a key sourcing location despite the politically-driven US trade policy. The US will begin implementing an array of tariffs on April 2 in what President Donald Trump has dubbed “Liberation Day.” \u003c/p\u003e\u003cp\u003e“There’s going to be a lot of reciprocal tariffs applied across the globe, and it’s going to be a game of Russian roulette,” Krassenstein told the CSCMP webinar. “I was just in India speaking with my suppliers and they really don’t know what to expect.” \u003c/p\u003e\u003ch3\u003eManufacturing role ‘deemphasized’ \u003c/h3\u003e\u003cp\u003eBut even with the tariffs, China will remain a core manufacturing base, although its role is being “deemphasized,” Krassenstein noted. \u003c/p\u003e\u003cp\u003e“Vietnam and Mexico get a lot of their raw materials and semi-finished components from China, and even India gets a lot of its machinery from China, and the amount of intra-Asia trade is enormous,” he said. “China still plays a key role in global trade, but it is just a little bit deemphasized.” \u003c/p\u003e\u003cp\u003eKrassenstein said while labor costs in China are increasing, the US tariffs are exacerbating the cost difference between manufacturing in China and alternative countries, thus accelerating the search for “China-plus-one” sourcing among US importers. \u003c/p\u003e\u003cp\u003e“When you get to production of certain items, Mexico makes more sense and a lot of Chinese manufacturers shifted some of their production very early on to Mexico to take advantage of the free trade accord and proximity to the US to reduce some of the geopolitical risks,” he said. \u003c/p\u003e\u003cp\u003eThe European Union is not facing the same political pressure on corporations to look for alternative sourcing locations to China, according to Tom van der Heyden, co-founder and CEO of sourcing strategy consultancy S3 Group. \u003c/p\u003e\u003cp\u003e“We also do not have a Mexico next door in Europe ... it is much harder for European corporations to look into that so we are more stuck to China,” he noted. But van der Heyden added that despite tariffs and the political environment affecting China’s ability to supply the US, the country remained a competitive manufacturing powerhouse. \u003c/p\u003e\u003cp\u003e“The skill set, the combination of skills, the supplier clusters in China and the infrastructure are unmatched, and that creates an environment that is so hard to get away from,” he said. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Greg Knowler at \u003c/i\u003e\u003ca href=\"mailto:greg.knowler@spglobal.com\"\u003e\u003ci\u003egreg.knowler@spglobal.com\u003c/i\u003e\u003c/a\u003e\u003ci\u003e.\u003c/i\u003e \u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"China-plus-one sourcing has become a buzz phrase in a volatile and changing global marketplace. Photo credit: humphery / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1743614355383","Taxonomy":{"MainCategory":[{"Id":"4","Name":"Supply chain","Redirects":[{"Path":"/supply-chain","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"9","Name":"Container Shipping News","Redirects":[{"Path":"/maritime/container-shipping-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":"17","Name":"Logistics Technology News","Redirects":[{"Path":"/supply-chain/logistics-technology-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Greg Knowler, Senior Editor Europe","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1743601934000","TitlePlainText":"China to maintain pivotal production role globally despite tariffs: CSCMP","Published":true,"Redirects":[{"Path":"/article/china-to-maintain-pivotal-production-role-globally-despite-tariffs-cscmp-5975432","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eFirms sourcing from Vietnam, India or Mexico rely heavily on components, raw materials and equipment from China, which will remain an essential link in the production supply chain even if it’s no longer the only one.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Firms sourcing from Vietnam, India or Mexico rely heavily on components, raw materials and equipment from China, which will remain an essential link in the production supply chain even if it’s no longer the only one.","__typename":"Document"},{"Id":"5974787_JournalOfCommerce","Attachments":[{"FileName":"5974792_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eCross-border supply chains are being tested and reshaped as US importers rush to bring goods into the US before 25% tariffs on all Canadian and Mexican goods take full effect Wednesday, along with an unknown number of potential global “reciprocal” tariffs. \u003c/p\u003e\u003cp\u003eUS importers and exporters are feeling the impact of those tariffs already in the form of rising cross-border transportation costs, disrupted supply lines, and in some cases, broken relationships with suppliers and customers on the other side of the US border. \u003c/p\u003e\u003cp\u003eOn the US-Mexico border, “there’s definitely been a sense of panic yesterday and today,” Jordan Dewart, president of Redwood Mexico, part of third-party logistics provider (3PL) Redwood Logistics, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e Tuesday. “We are seeing a really big push to get goods across the border today.” \u003c/p\u003e\u003cp\u003eThat push has been building over the last two weeks, similar to the push or pull-forward of goods before the original March 4 deadline for the US tariffs on Canada and Mexico. \u003c/p\u003e\u003cp\u003eLeading up to Wednesday, only 51% of Mexican and 62% of Canadian goods have been subjected to the tariffs. That is slated to change on April 2, when 25% duties will be placed on all imports from the two largest US trading partners, except for some energy products. \u003c/p\u003e\u003cp\u003eCross-border freight at ports of entry such as Laredo in Texas screeched to a halt March 4 but then gathered speed after the White House delayed tariffs on goods that complied with the US-Mexico-Canada trade agreement’s (USMCA’s) North American content standards until April 2. \u003c/p\u003e\u003cp\u003e“We fully expect a hold [by shippers] on crossings at the Mexican border Wednesday and potentially a longer holding pattern depending on whether the tariffs stick for a longer period,” Dewart said. Shippers can expect added delays at border crossings. \u003c/p\u003e\u003cp\u003e“Cross-border shipping is a highly orchestrated and complex process that requires preplanning of inbound southbound capacity to meet northbound demand,” Dewart said. “These situations really create a massive bottleneck on either side of the border.” \u003c/p\u003e\u003cp\u003eThe 25% tariff on Mexican and Canadian goods looks increasingly like the tip of a much larger iceberg, including perhaps a universal tariff covering all US imports. President Donald Trump is expected to make an announcement on reciprocal tariffs Wednesday. \u003c/p\u003e\u003cp\u003e“It’s unclear whether tariffs on goods from Mexico might be reassessed, whether the current exemption for USMCA-compliant goods might expire or how soon the new tariff on auto parts will go into effect,” said Mike Burkhart, vice president of North America surface transportation at logistics provider C.H. Robinson Worldwide. \u003c/p\u003e\u003cp\u003eThe tariff threat has tightened capacity across C.H. Robinson’s network of more than 1,000 Mexican trucking companies, “as customers hedge their bets,” by bringing more goods to the border, Burkhart said. \u003c/p\u003e\u003cp\u003eDewart said many shippers are playing a “wait-and-see” game, holding inventories at the border or “in-country,” a strategy he said is not sustainable in the long term. \u003c/p\u003e\u003cp\u003e“Some smaller companies have even said that if tariffs go into full effect, their model will just not work and they will have to rethink their entire business,” he said. \u003c/p\u003e\u003ch3\u003eOverhauling supply chains \u003c/h3\u003e\u003cp\u003eThat “rethink” is already happening at many companies, according to Paul Brashier, vice president of global logistics at 3PL ITS Logistics. \u003c/p\u003e\u003cp\u003e“This is having a pretty large effect on North American supply chains,” Brashier told the \u003ci\u003eJournal of Commerce\u003c/i\u003e Tuesday. “We’ve seen a lot of projects involving Mexico and Canada put on the back burner. You’re going to have complete supply chain overhauls.” \u003c/p\u003e\u003cp\u003eBrashier has already seen annual contracting plans change radically due to the tariffs. \u003c/p\u003e\u003cp\u003e“Usually at this time of the year we’re buttoning up [requests for proposals] and going into new contracts, but now we’re seeing a lot more second-quarter redesign, repricing and minibids,” he said. \u003c/p\u003e\u003cp\u003eITS Logistics has been grabbing all the southbound truck capacity it can over the past month to get trucks to the US-Mexico border to move northbound loads, Brashier said. But that’s difficult as northbound loads can outnumber southbound loads by four to one. \u003c/p\u003e\u003cp\u003eOverall, the US freight market is still soft, despite the pull-forward of freight ahead of tariffs. \u003c/p\u003e\u003cp\u003e“The change in the flow is what’s creating all the work,” said Brashier. “While there’s plenty of supply, we’re changing tack and changing the way capacity moves.” \u003c/p\u003e\u003cp\u003eThe US has seen an increase in \u003ca href=\"https://www.joc.com/article/pre-tariff-imports-seen-driving-us-flatbed-spot-demand-higher-5973654\"\u003eflatbed truck demand\u003c/a\u003e linked to tariffs, with spot flatbed volumes and rates soaring in recent weeks. \u003c/p\u003e\u003ch3\u003eCanadian capacity strained \u003c/h3\u003e\u003cp\u003eOn the northern US border, truck capacity is scarcer than it used to be. “Tariff uncertainty is impacting carrier supply in Canada,” Burkhart said. \u003c/p\u003e\u003cp\u003e“Elevated spot prices have provided short-term opportunities for carriers, but for some, that hasn’t offset the disruption of long-standing cross-border trade flows,” he said. As a result, some motor carriers are downsizing, further limiting available capacity. \u003c/p\u003e\u003cp\u003eSpot rates in lanes from Canada to the US have been elevated much of this year, rising as much as 75% in some cases, driven by high cross-border volumes. \u003c/p\u003e\u003cp\u003eAs of April 1, dry-van spot rates in the busy Toronto-to-Chicago spot truck lane are 20 cents higher in a seven-day rolling average at $1.81 per mile, excluding fuel, than the March average rate of $1.61 per mile, according to DAT Freight \u0026amp; Analytics. \u003c/p\u003e\u003cp\u003eToronto-to-Chicago dry-van spot rates are up 25% from January. Rates from Chicago to Toronto, also excluding fuel, climbed from $1.45 per mile in December to $2.01 per mile in March but are down to $1.71 in a seven-day rolling average as of April 1. \u003c/p\u003e\u003cp\u003eOther supply chain constraints are cutting into available truck capacity in Canada. \u003c/p\u003e\u003cp\u003e“For the past several weeks, rail congestion has significantly impacted intra-Canada long-haul capacity,” Burkhart said. “As a backup of container ships at many ports and rail backlogs persist, more shippers are turning to full truckload to mitigate delays.” \u003c/p\u003e\u003cp\u003eThat’s placing additional demand on an already constrained market and creating upward pressure on truckload rates, he said. \u003c/p\u003e\u003cp\u003eThat upward pressure could flip after tariffs are implemented and higher costs dampen consumer demand, which already appears to be falling. \u003c/p\u003e\u003cp\u003e“I see this as similar to a peak produce season,” Brashier said. “It’s short-lived until inventory either gets right-sized or new sourcing patterns come into play.” \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":"Tariff uncertainty is beginning to reshape cross-border supply chains, logistics providers say, as shippers “change tack” to minimize damage. Photo credit: The Bold Bureau / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1743544155280","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"},{"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"},{"Id":"47","Name":"Truckload","Redirects":[{"Path":"/surface/trucking-news/truckload","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"48","Name":"Truck brokers","Redirects":[{"Path":"/surface/trucking-news/truck-brokers","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"49","Name":"Flatbed","Redirects":[{"Path":"/surface/trucking-news/flatbed","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"William B. Cassidy, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1743541694000","TitlePlainText":"Disrupted cross-border freight shipping braces for US tariffs","Published":true,"Redirects":[{"Path":"/article/disrupted-cross-border-freight-shipping-braces-for-us-tariffs-5974787","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eAs shippers race to get goods from Mexico and Canada into the US before full implementation of 25% tariffs Wednesday, they’re beginning to rethink supply chains.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"As shippers race to get goods from Mexico and Canada into the US before full implementation of 25% tariffs Wednesday, they’re beginning to rethink supply chains.","__typename":"Document"},{"Id":"5971753_JournalOfCommerce","Attachments":[{"FileName":"5971718_0.1.jpg","FileType":"Nondownloadable","Title":null,"__typename":"Attachment"},{"FileName":"5971752_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eHearings this week held by the US Trade Representative (USTR) over the potential levying of fees on Chinese-built and -operated ships calling at US ports certainly struck a nerve in the maritime industry. \u003c/p\u003e\u003cp\u003eThe Section 301 investigation, officially known as “China’s Targeting of the Maritime, Logistics, and Shipbuilding Sectors for Dominance,” prompted 520 comments submitted to the USTR by the March 24 deadline. More than 60 individuals gave testimony over two days of hearings. \u003c/p\u003e\u003cp\u003ePerhaps the process was designed to elicit the heavy response the USTR received. \u003c/p\u003e\u003cdiv class=\"wrapper-narrow float-right-element\"\u003e\u003cimg src=\"/images/phoenix/5971718_0.1.jpg\"\u003e\u003c/img\u003e\u003c/div\u003e\u003cp\u003eBy proposing fees of up to $1.5 million per US port call by Chinese tonnage, the industry had no option but to take notice. Some providing comments and testimony noted that the imposition of such fees would create an existential threat to their ability to serve US trades or specific ports, or, in some cases, to operate at all. \u003c/p\u003e\u003cp\u003eIn creating the threat of a clearly significant penalty, the USTR essentially forced those commenting to not merely give a thumbs up or down to the proposal, but to give alternative solutions based on the assumption that the Trump administration wanted something to be done to stimulate US shipbuilding. \u003c/p\u003e\u003ch3\u003e‘Think creatively’ \u003c/h3\u003e\u003cp\u003e“This essentially turned into a big brainstorming session,” Lauren Beagen, a trade attorney and former counsel at the US Federal Maritime Commission, told the \u003ci\u003eJournal of Commerce \u003c/i\u003ethis\u003ci\u003e \u003c/i\u003eweek. \u003c/p\u003e\u003cp\u003eBeagen said the hearings forced the industry to think about ways that would allow the Trump administration to progress in its goals toward revitalizing the shipbuilding industry and US merchant fleet that likely wouldn’t have happened if the proposed penalties weren’t severe. \u003c/p\u003e\u003cp\u003e“If the USTR just held a public hearing about how trade policies were impacting our shipbuilding industry, no one would have come,” she said. “This made everyone pay attention, and it also forced them to think creatively. How else would you have gotten the entire industry together to brainstorm like this.” \u003c/p\u003e\u003cp\u003eTo wit, a number of comments submitted to the USTR said the proposed fees were unworkable, but also had alternative suggestions to help invigorate US shipbuilding. \u003c/p\u003e\u003cp\u003eThe National Association of Waterfront Employers (NAWE), for instance, urged the USTR to consider a per-sailing fee, rather than a fee per port call, to prevent ocean carriers from consolidating port calls and hurting economic interests at US secondary and tertiary ports. \u003c/p\u003e\u003ch3\u003ePhased approach \u003c/h3\u003e\u003cp\u003eThe Duluth Seaway Authority suggested the USTR phase in the port call fees and adopt a tiered approach to assessing the fees based on vessel and cargo types and the economic impact to the region. \u003c/p\u003e\u003cp\u003eSimilarly, the Port of New York and New Jersey said a phased approach to enforcing the fees would not penalize carriers for vessel and terminal investments that in some cases were made more than a decade ago. \u003c/p\u003e\u003cp\u003eContainer shipping analyst John McCown said in comments to the USTR that all fees collected in a prospective tariff program should go to a trust fund purely to support the US maritime sector. \u003c/p\u003e\u003cp\u003eMcCown estimated, using 2024 figures, that $58.9 billion would be collected annually in port fees, which represents 3.8% of the $1.5 trillion in imported goods moved via ocean, according to figures from UN Trade and Development (UNCTAD). \u003c/p\u003e\u003cp\u003e“The good news/bad news is that the high value of container cargo puts that sector in the best position to absorb such large fees,” McCown wrote. \u003c/p\u003e\u003cp\u003eAnd as an alternative to port call fees, he floated the idea of assessing per-container fees on boxes moving on Chinese-built ships that would be approximately equivalent to the amount China subsidizes its container line operators and shipbuilding industries. While that proposal, amounting to a fee of up to $60 per container, would generate far less revenue than the port call option, it would have a negligible impact on carrier networks and shippers’ supply chains, McCown argued. \u003c/p\u003e\u003cp\u003eThe broad effect of the port call fee proposal has been a call to arms across maritime and cargo interests to take seriously the administration’s efforts to reinvigorate US shipbuilding and operations in a way that would have been absent minus the threat of economic pain. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Eric Johnson at \u003c/i\u003e\u003ca href=\"mailto:eric.johnson@spglobal.com\"\u003e\u003ci\u003eeric.johnson@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":"More than 500 comments were submitted to the US Trade Representative prior to hearings in Washington this week on a plan to levy hefty fees on Chinese tonnage calling US ports. Photo credit: Sheila Fitzgerald / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1743194415060","Taxonomy":{"MainCategory":[{"Id":"16","Name":"Transport, Trade and Regulation News","Redirects":[{"Path":"/supply-chain/transport-trade-and-regulation-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"10","Name":"Port News","Redirects":[{"Path":"/maritime/port-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"34","Name":"Container lines","Redirects":[{"Path":"/maritime/container-shipping-news/container-lines","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"35","Name":"Trans-Atlantic","Redirects":[{"Path":"/maritime/container-shipping-news/trans-atlantic","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"38","Name":"Trans-Pacific","Redirects":[{"Path":"/maritime/container-shipping-news/trans-pacific","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Eric Johnson, Senior Technology Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1743189674000","TitlePlainText":"Plan to tax Chinese ships turned maritime malaise into ‘brainstorming session’","Published":true,"Redirects":[{"Path":"/article/plan-to-tax-chinese-ships-turned-maritime-malaise-into-brainstorming-session-5971753","__typename":"Redirect"},{"Path":"/article/proposal-on-chinese-ship-fees-turned-maritime-malaise-into-brainstorming-session-5971753","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eIn creating the threat of a clearly significant penalty, the US Trade Representative essentially forced observers to not merely give a thumbs up or down to the proposal, but to offer alternative solutions. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"In creating the threat of a clearly significant penalty, the US Trade Representative essentially forced observers to not merely give a thumbs up or down to the proposal, but to offer alternative solutions.","__typename":"Document"},{"Id":"5971567_JournalOfCommerce","Attachments":[{"FileName":"5971571_0.1.png","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eRotterdam — Maersk is pushing hard for a global fuel levy on carbon emissions to be agreed by International Maritime Organization (IMO) member states during two crucial meetings to be held in London over the next three weeks. \u003c/p\u003e\u003cp\u003eThe carrier wants the tax imposed on CO2 emissions to raise the price of conventional bunkers high enough to force increased demand for low- and zero-emission fuels and narrow the yawning price gap between green and fossil energy. \u003c/p\u003e\u003cp\u003e“To avoid the pay-to-pollute scenario, the price should be around a minimum of $600 per ton,” Sanne Frías Henriksen, Maersk’s head of IMO and European Union public and regulatory affairs, told reporters in Rotterdam this week at the naming ceremony of the \u003ci\u003eAdrian Maersk\u003c/i\u003e, the 12th of an 18-ship order of dual-fuel methanol-capable vessels. \u003c/p\u003e\u003cp\u003e“The price level needs to be sufficiently high for the industry to actually buy the green fuels instead of just paying the penalties,” she added. \u003c/p\u003e\u003cp\u003eMaersk wants the $600-per-ton-of-CO2 equivalent to cover the marginal abatement cost for alternative fuels, which could be a combination of a levy and a “remedial unit” price. The remedial unit price is calculated to make the baseline fuel — liquefied natural gas or very low sulfur fuel oil — as expensive as a fuel mix that complies with the required fuel intensity target for a given year. \u003c/p\u003e\u003cp\u003eA pricing mechanism and a fuel intensity standard are part of the basket of midterm measures that will be thrashed out by member states next week at the IMO’s Intersessional Working Group on Reduction of Greenhouse Gas Emissions from Ships (ISWG-GHG 19) next Monday and Tuesday. \u003c/p\u003e\u003cp\u003eRecommendations from the ISWG will then go to the full meeting of the Marine Environment Protection Committee (MEPC) in London from April 7–11 that is tasked with achieving consensus on the midterm measures and approving the legal text so that whatever is decided can be rolled out in October. \u003c/p\u003e\u003cp\u003eWhile there is huge political momentum to get a carbon levy across the finishing line at the IMO, there is an equally large discrepancy over the amount being proposed, with most countries indicating a price range of $18 to $150 per ton of CO2 emitted for the future levy. \u003c/p\u003e\u003ch3\u003e‘Just and equitable energy transition’ \u003c/h3\u003e\u003cp\u003eA report by the London-based UCL Energy Institute Shipping and Oceans Research Group released this week found that stable and predictable revenue generation, crucial for enabling “a just and equitable energy transition,” would only be possible in scenarios that have a levy component as well as a global fuel standard. \u003c/p\u003e\u003cp\u003eBut there is strong resistance to a fuel levy from some member states, including Brazil, China and South Africa, and tough negotiations are expected at the MEPC meeting. \u003c/p\u003e\u003cp\u003e“It’s not an easy task,” Henriksen acknowledged. “There are so many elements in this fight that must fall into place, so I think it’s quite natural that there will be discussions until the very end.” \u003c/p\u003e\u003cp\u003eMaersk CCO Karsten Kildahl told reporters that without global regulation to narrow the price gap between current and future fuels, it will be difficult to encourage cargo owners to pay more for cleaner transport. \u003c/p\u003e\u003cp\u003e“Our customers would like to buy green [fuels], but they face heavy competition, and it is difficult for them to pay twice as much to get a green fuel instead of a black fuel,” Kildahl said at the ship naming ceremony. \u003c/p\u003e\u003cp\u003e“What we hope is that the IMO, through MEPC 83, comes up with a proposal that takes from the black and gives to the green to even out the costs,” he added. \u003c/p\u003e\u003cp\u003eBut Kildahl acknowledged the difficulties in reaching consensus at the IMO with several proposals around the midterm measures on the table. Should no agreement be reached on a pricing mechanism that could narrow the fossil fuel-green fuel gap and generate sufficient revenue to fund the energy transition, “then the green transition will be a long, long process,” he warned. \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.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Adrian Maersk, the 12th 16,000-TEU dual-fuel methanol-capable ship to be delivered in an 18-vessel order, was named at a ceremony in the Port of Rotterdam. Photo credit: Maersk.","__typename":"Metadata"},"ModDate":"1743186134977","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":"16","Name":"Transport, Trade and Regulation News","Redirects":[{"Path":"/supply-chain/transport-trade-and-regulation-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":"1743171254000","TitlePlainText":"High fuel levy would avoid ‘pay-to-pollute’ scenario: Maersk","Published":true,"Redirects":[{"Path":"/article/high-fuel-levy-would-avoid-pay-to-pollute-scenario-maersk-5971567","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe carrier wants the tax imposed on CO2 emissions to raise the price of conventional bunkers high enough to force increased demand for low- and zero-emission fuels and narrow the yawning price gap between green and fossil energy.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The carrier wants the tax imposed on CO2 emissions to raise the price of conventional bunkers high enough to force increased demand for low- and zero-emission fuels and narrow the yawning price gap between green and fossil energy.","__typename":"Document"},{"Id":"5971065_JournalOfCommerce","Attachments":[{"FileName":"5971072_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eThe completion of a $55 million expansion at South Carolina Ports’ (SC Ports’) Inland Port Greer will increase the capacity and efficiency of an intermodal rail facility that has seen “tremendous growth” in volumes, as SC Ports CEO Barbara Melvin put it, since opening in 2014. \u003c/p\u003e\u003cp\u003eFinalized Wednesday, the project — which included adding 9,000 feet of rail to serve longer trains and increasing chassis and container storage yard capacity by 50% — boosted the terminal’s annual handling capacity to 300,000 rail lifts. Of the $55 million total investment, $13.75 million was funded by a US Department of Transportation grant. \u003c/p\u003e\u003cp\u003eAccording to SC Ports, cargo volumes through Inland Port Greer grew an average of 16% per year from 2014 through 2024. The terminal performed 187,000 rail lifts during the port authority’s fiscal year 2024, which ended June 30, 2025, and is on track for 200,000 lifts in fiscal year 2025, an SC Ports spokesperson told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003eNorfolk Southern Railway serves Inland Port Greer, moving an average of 7,500 to 8,500 containers per month to and from the terminal, according to a \u003ci\u003eJournal of Commerce\u003c/i\u003e analysis of data from the Intermodal Association of North America (IANA). In addition to anchor tenant BMW, Greer is also a popular location for exporters in Georgia, South Carolina and Tennessee to drop off loads destined for the Port of Charleston. \u003c/p\u003e\u003cp\u003e“We have seen tremendous growth at Inland Port Greer since operations began, and this expansion and investment will allow us to continue providing excellent service as our customers grow,” Melvin said in a statement. \u003c/p\u003e\u003cp\u003e“This critical project not only supports the needs of our existing customers but also positions the region to attract more cargo and new business,” she added. \u003c/p\u003e\u003cp\u003eThe completion of the expansion comes ahead of the opening of the Navy Base Intermodal Facility (NBIF), which will have an annual capacity of 1 million rail lifts when it begins operation later this year. The near-dock terminal is being built on the 118-acre site on the former Charleston Naval Complex at the Port of Charleston and will connect directly to the Hugh K. Leatherman Terminal via a private access road. Imports landing at the port’s Wando Welch Terminal will be barged over to the NBIF and hauled by rail to Greer and SC Ports’ other inland rail terminal in Dillon, South Carolina, which is served by CSX Transportation. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Laura Robb at \u003c/i\u003e\u003ca href=\"mailto:Laura.Robb@spglobal.com\"\u003e\u003ci\u003elaura.robb@spglobal.com\u003c/i\u003e\u003c/a\u003e\u003ci\u003e.\u003c/i\u003e \u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"The expansion increases annual handling capacity at Inland Port Greer (pictured) to 300,000 rail lifts. Photo credit: SC Ports.","__typename":"Metadata"},"ModDate":"1743102135030","Taxonomy":{"MainCategory":[{"Id":"12","Name":"Rail News","Redirects":[{"Path":"/surface/rail-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"2","Name":"Surface","Redirects":[{"Path":"/surface","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"4","Name":"Supply chain","Redirects":[{"Path":"/supply-chain","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"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":"11","Name":"Trucking News","Redirects":[{"Path":"/surface/trucking-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"42","Name":"North American ports","Redirects":[{"Path":"/maritime/port-news/north-american-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"51","Name":"North-American rail","Redirects":[{"Path":"/surface/rail-news/north-american-rail","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"53","Name":"Intermodal providers","Redirects":[{"Path":"/surface/rail-news/intermodal-providers","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Laura Robb, Associate Editor","__typename":"ConnectAuthorsValues"},{"Value":"Ari Ashe, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1743099314000","TitlePlainText":"SC Ports expanding intermodal capabilities to handle growing demand","Published":true,"Redirects":[{"Path":"/article/sc-ports-expanding-intermodal-capabilities-to-handle-growing-demand-5971065","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe port authority on Wednesday completed an expansion of Inland Port Greer ahead of the opening of the near-dock Navy Base Intermodal Facility (NBIF) at the Port of Charleston later this year. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The port authority on Wednesday completed an expansion of Inland Port Greer ahead of the opening of the near-dock Navy Base Intermodal Facility (NBIF) at the Port of Charleston later this year.","__typename":"Document"},{"Id":"5970973_JournalOfCommerce","Attachments":[{"FileName":"5970980_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eAfter two decades of minimal progress, the environment for the adoption of container freight futures is increasingly ripe as ongoing supply chain disruption has heightened demand for risk management tools among beneficial cargo owners (BCOs). \u003c/p\u003e\u003cp\u003eIt is too soon to say, but the landscape has shifted such that BCOs and other industry players may give futures, financial instruments aimed at mitigating the risk of rate volatility, a second look. The successful introduction in 2023 of a futures market in Shanghai — the value of which is already multiple times the value of the underlying Asia-Europe freight rate — has added momentum to that shift. \u003c/p\u003e\u003cp\u003e“If you look at the level of liquidity that [the Shanghai-traded] futures have been able to achieve within the last 18 months, it’s well in excess of $1.5 billion daily,” Hua Joo Tan, analyst at Linerlytica, explained in a March 24 seminar on container freight futures during Singapore Maritime Week. “To put this in perspective, that’s almost 20 times the size of the physical market of physical containers moving from Asia to North Europe.” \u003c/p\u003e\u003cp\u003eThe Shanghai futures market has reached that level of liquidity, “with almost zero industry participation at this point,” Tan added. \u003c/p\u003e\u003cp\u003eSpeculative investors have been far more active in trading than BCOs and other industry players, but the industry itself is headed in that direction. \u003c/p\u003e\u003cp\u003eA growing mindset of risk mitigation among BCOs in the face of continuing disruptions has led to increased adoption of index-linked contracts, for example, which mitigate price as a point of stress in contracts. At the \u003ci\u003eJournal of Commerce\u003c/i\u003e’s TPM25 conference in early March, the first panel on this topic in several years drew a packed room. \u003c/p\u003e\u003cp\u003eA logical next step would be for BCOs to use futures or other financial instruments to hedge against adverse price movements within their index-linked contracts. That’s a big leap, considering that chief financial officers view the risk of rapid increases in container freight rates as an issue to be managed alongside more traditional risks such as foreign currency, interest rates, commodity prices or inflation. \u003c/p\u003e\u003cp\u003eThat would be a sea change by itself. Container freight futures emerged around the time of the 2008 global financial crisis, the theory being that container freight is a commodity market no different from pork bellies or soybeans. Several investment banks, including Morgan Stanley, thought they saw an opportunity and jumped on board. \u003c/p\u003e\u003cp\u003eBut container freight futures trading never took off, in large part because the commodity market was an imperfect analogy; although container freight bears some resemblance to a commodity market, with supply and demand driving pricing, the fact that BCOs need shipping irrespective of costs — as the COVID-19 pandemic proved, when prices soared but cargo continued to move — undermined the logic. \u003c/p\u003e\u003cp\u003eFast forward to 2023, container freight futures trading entered the Shanghai International Energy Exchange, part of Shanghai Futures Exchange (SHFE), based on a tradable, auditable version of the Shanghai Containerized Freight Index, called the SCFI-S. The SCFI-S is based on so-called shipped-on-board pricing, rather than rates at the time of booking. \u003c/p\u003e\u003cp\u003eOther container freight derivative markets are in development in Europe and North America. In November, the New York Shipping Exchange (NYSHEX) \u003ca href=\"https://www.joc.com/article/nyshex-says-will-launch-ocean-freight-rate-indexes-next-year-5820643\"\u003eannounced the creation of new shipping rate indexes\u003c/a\u003e, developed in conjunction with the Intercontinental Exchange (ICE), that will launch this year. \u003c/p\u003e\u003cp\u003e“We expect leading banks like Goldman Sachs and Citi will be able to offer their corporate clients a range of container freight hedging options, such as swaps, options and collars,” NYSHEX CEO Gordon Downes told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. “We also expect that a futures market will develop over time to make the cost and process of hedging much more efficient.” \u003c/p\u003e\u003cp\u003e“As we see the container shipping industry moving toward index-linked contracts, there is a growing need for ways to hedge the volatility of container spot rates,” Zach Fields, an investor on Goldman Sachs Alternatives’ growth equity team, said in a statement announcing the launch of the NYSHEX indexes. \u003c/p\u003e\u003cp\u003eStill, futures have yet to overcome the hurdle they have faced for years: becoming a market for “physical” players, as opposed to just traders. A few China-based physical players dabble in the market, but international forwarders, carriers and BCOs so far have remained on the sidelines. \u003c/p\u003e\u003cp\u003e“There’s still a lot of resistance and inertia against the adoption of these freight futures,” Tan said. \u003c/p\u003e\u003cp\u003eBut that could change, if only because BCOs have a limited ability to mitigate supply chain disruption, which is often unpredictable, and are looking for creative ways to address the challenge. \u003c/p\u003e\u003cp\u003eOne way has always been to build better relationships with ocean carriers to maximize the odds of cargo being loaded in tight markets through index-linked contracts. These floating contract rates are gaining traction because they ensure a shipper’s cargo won’t be priced below the market and thus become vulnerable to getting rolled in favor of higher-paying freight. \u003c/p\u003e\u003cp\u003eBut index-linked contracts bring another risk, unanticipated cost increases, which complicate budgeting and can impact financial results and investor relations. \u003c/p\u003e\u003cp\u003eGiven the rising recognition of supply chain risk, it is time for chief financial officers to give container freight futures a second look. \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\u003ci\u003e.\u003c/i\u003e \u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Speculative investors have been far more active in trading container futures than BCOs and other industry players. Photo credit: Shutterstock.com.","__typename":"Metadata"},"ModDate":"1743099735313","Taxonomy":{"MainCategory":[{"Id":"9","Name":"Container Shipping News","Redirects":[{"Path":"/maritime/container-shipping-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"17","Name":"Logistics Technology News","Redirects":[{"Path":"/supply-chain/logistics-technology-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Peter Tirschwell","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1743088274000","TitlePlainText":"Freight futures get second look amid increased risk, trading volumes","Published":true,"Redirects":[{"Path":"/article/freight-futures-get-second-look-amid-increased-risk-trading-volumes-5970973","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eOngoing supply chain disruption and a significant increase in trading of container freight futures among speculative investors could accelerate the adoption of financial hedging tools among shippers and other physical industry players.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Ongoing supply chain disruption and a significant increase in trading of container freight futures among speculative investors could accelerate the adoption of financial hedging tools among shippers and other physical industry players.","__typename":"Document"},{"Id":"5970415_JournalOfCommerce","Attachments":[{"FileName":"5970429_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eUber Freight has extended the reach of its drop-and-hook program to target truckload moves in the 500- to 1,000-mile range, so-called “tweener” shipments that have previously been elusive for the freight broker to serve with the program. \u003c/p\u003e\u003cp\u003eThe trailer pool that supports Uber Freight’s drop-and-hook program, called Powerloop, was launched in 2018 with the goal of reducing the turnaround time for a driver at a facility compared with a live load or unload. \u003c/p\u003e\u003cp\u003eTo that end, Uber Freight said this week it is now offering bundled drop-and-hook loads to carriers that enable it to serve large shippers with high volumes of freight with variable patterns. It does so by allowing drivers to tap into pools of leased Powerloop trailers at various points across the country, rather than being limited by a certain geographic distance to a specific trailer pool. \u003c/p\u003e\u003cp\u003eLoads are available in the Midwest, Texas, Georgia, California and Pennsylvania, with more areas to be added. \u003c/p\u003e\u003cp\u003e“We’re providing our customers dedicated long haul capacity,” Alyssa Correale, vice president of operations at Uber Freight, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. “Powerloop previously offered short-haul capacity that needed to loop back. Now this opens up long-haul that will come back on a longer timeframe to service that ‘tweener’ freight of 500 to 1,000 miles.” \u003c/p\u003e\u003cp\u003eA year ago, Uber Freight said it was focusing on better utilization of its Powerloop assets as demand grew. This week, Correale said that by giving drivers a sequence of longer-haul moves, it can provide capacity options to shippers, consistent volumes to carriers, and maintain high utilization rates of its leased trailers. \u003c/p\u003e\u003cp\u003eTo enable the best recommendations for those sequenced moves using drop-and-hook trailers, Correale said Uber Freight is partnering with technology provider Optimal Dynamics, which provides optimization software to carriers and private fleets. \u003c/p\u003e\u003cp\u003e“If we string together all the loads in an optimization exercise, we can really drive up revenue on that asset,” Correale said. “We’re mostly solving for trailer revenue per week, but someone has to haul that trailer, and so it made sense to partner with the best carrier optimization platform.” \u003c/p\u003e\u003ch3\u003eBig volumes, irregular patterns \u003c/h3\u003e\u003cp\u003eThe sequenced moves, which Uber Freight calls tours, are triggered by acceptance of an initial contract rate for a shipper. Optimal Dynamics then continuously analyzes whether the pre-determined next legs are still the best options or whether a spot rate that still taps into the trailer pool might provide better revenue on a second or third leg. \u003c/p\u003e\u003cp\u003eThe program is running with about 100 trucks in 10 locations with three core shipper customers, Correale said. The sweet spot for Powerloop tours are shippers with a minimum of 10 to 20 loads per week, with long lengths of haul and irregular patterns that can leverage the geographic footprint of Uber Freight’s network. \u003c/p\u003e\u003cp\u003e“This is more flexibility than traditional dedicated,” she said. “It’s where you wish you could do dedicated but it doesn’t quite fit.” \u003c/p\u003e\u003cp\u003eThe Uber Freight program comes as large truckload carriers and diversified trucking services providers are shifting assets to serve higher demand from shippers for dedicated services. JB Hunt recently pegged the value of the overall dedicated trucking market at $90 billion, approximately 10% of the entire US truckload industry. \u003c/p\u003e\u003cp\u003eThe drop-and-hook model typically requires large numbers of trailers, but a surplus of trailers built during the pandemic and muted freight demand through 2023 and into 2024 have meant those trailers are largely available. \u003c/p\u003e\u003cp\u003ePowerloop now has 1,000 leased trailers. Uber Freight is utilizing them at a 91% rate by marrying GPS tracking of the assets, loads from shippers in its network and a core group of power-only carriers. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Eric Johnson at \u003c/i\u003e\u003ca href=\"mailto:eric.johnson@spglobal.com\"\u003e\u003ci\u003eeric.johnson@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":"Uber Freight launched its Powerloop program in 2018 to give drivers the option of faster turnaround times at shipper facilities. Photo credit: Emiel Lops Photography / Shutterstock.com. ","__typename":"Metadata"},"ModDate":"1743015854753","Taxonomy":{"MainCategory":[{"Id":"47","Name":"Truckload","Redirects":[{"Path":"/surface/trucking-news/truckload","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"17","Name":"Logistics Technology News","Redirects":[{"Path":"/supply-chain/logistics-technology-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"48","Name":"Truck brokers","Redirects":[{"Path":"/surface/trucking-news/truck-brokers","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Eric Johnson, Senior Technology Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1743008192000","TitlePlainText":"Uber Freight offering drop-and-hook option as dedicated-like product for shippers","Published":true,"Redirects":[{"Path":"/article/uber-freight-offering-drop-and-hook-option-as-dedicated-like-product-for-shippers-5970415","__typename":"Redirect"},{"Path":"/article/uber-freight-offering-drop-and-hook-option-for-dedicated-like-offering-to-shippers-5970415","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eIn a move to better utilize its leased pool of trailers, Uber Freight has partnered with software vendor Optimal Dynamics to bundle loads for drivers across 10 trailer pool locations. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"In a move to better utilize its leased pool of trailers, Uber Freight has partnered with software vendor Optimal Dynamics to bundle loads for drivers across 10 trailer pool locations.","__typename":"Document"},{"Id":"5970344_JournalOfCommerce","Attachments":[{"FileName":"5970352_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eRetired US Navy Capt. Brent Sadler has been nominated by President Donald Trump to serve as the next administrator of the US Maritime Administration (MARAD). \u003c/p\u003e\u003cp\u003eSadler’s nomination was sent this week to the Senate Committee on Commerce, Science and Transportation. A timeline for his confirmation wasn’t immediately available. \u003c/p\u003e\u003cp\u003eIf confirmed, he will fill the role left vacant when former administrator Ann Phillips resigned in January. MARAD is part of the Department of Transportation. \u003c/p\u003e\u003cp\u003eSadler would be positioned to lead MARAD as the Trump administration pushes for \u003ca href=\"https://www.joc.com/article/ustrs-china-tonnage-tax-would-squeeze-smaller-trades-stakeholders-5967638\"\u003esignificant changes in the maritime industry\u003c/a\u003e around US shipbuilding policies. Sadler has expressed interest in disrupting the shipbuilding space, having written an article for the US Naval Institute entitled, “The Nation Needs a Shipbuilding Revolution” just last month. \u003c/p\u003e\u003cp\u003e“The world of shipping is on the cusp of a paradigm shift in part because of changing geostrategic realities and technological innovation,” Sadler wrote. “This does not mean ‘outperforming’ China’s heavily subsidized and government-directed shipbuilding and shipping industries. Rather, a smarter approach that changes modern logistics through a blue-ocean strategy is needed — a multifaceted approach that creates new market space rather than continuing to compete in a conventional way.” \u003c/p\u003e\u003cp\u003eSadler served 26 years in the navy, having served on numerous operational tours on nuclear-powered submarines since graduating from the US Naval Academy in 1994. He currently serves as a senior research fellow at the Heritage Foundation, the conservative think tank behind Project 2025. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Laura Robb at \u003c/i\u003e\u003ca href=\"mailto:Laura.Robb@spglobal.com\"\u003e\u003ci\u003elaura.robb@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":"Brent Sadler would be positioned to lead MARAD as the Trump administration pushes for significant changes in the maritime industry around US shipbuilding policies. Photo credit: Tada Images / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1743014475217","Taxonomy":{"MainCategory":[{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"9","Name":"Container Shipping News","Redirects":[{"Path":"/maritime/container-shipping-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":"42","Name":"North American ports","Redirects":[{"Path":"/maritime/port-news/north-american-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Laura Robb, Associate Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1743004461000","TitlePlainText":"Trump taps retired navy captain to head US Maritime Administration","Published":true,"Redirects":[{"Path":"/article/trump-taps-retired-navy-captain-to-head-us-maritime-administration-5970344","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eBrent Sadler served in the US Navy for 26 years and now works as a senior research fellow at the Heritage Foundation.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Brent Sadler served in the US Navy for 26 years and now works as a senior research fellow at the Heritage Foundation.","__typename":"Document"},{"Id":"5969629_JournalOfCommerce","Attachments":[{"FileName":"5969612_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eLogistics software company Descartes has acquired 3GTMS, a widely used domestic transportation management system (TMS) provider, the companies said Tuesday. \u003c/p\u003e\u003cp\u003eThe $115 million all-cash deal strengthens Descartes’ TMS reach within the US shipper community, especially in managing truckload, less-than-truckload and parcel shipments. \u003c/p\u003e\u003cp\u003e3GTMS adds to an existing catalog of TMS products that Descartes offers, including ones specifically for shippers and brokers. \u003c/p\u003e\u003cp\u003eDescartes Chief Commercial Officer Andrew Roszko, in a statement, called the two TMSs “highly complementary” for domestic modes. \u003c/p\u003e\u003cp\u003e“The acquisition also expands our carrier reach in North America, including the addition of a network of [application programming interface]-integrated LTL carriers,” he said. \u003c/p\u003e\u003cp\u003eFounded in 2013 by TMS pioneer Mitch Weseley, 3GTMS initially came to market to serve the needs of shippers with complicated transportation networks. The product eventually came to be used by third-party logistics providers as well. \u003c/p\u003e\u003cp\u003eThe deal is Descartes’ 32nd acquisition since 2016 across a range of different transportation and global trade functions. \u003c/p\u003e\u003cp\u003eThe acquisition continues a recent trend of consolidation in the domestic transportation software and data landscape, with Triumph Financial having acquired \u003ca href=\"https://www.joc.com/article/triumph-acquires-broker-focused-pricing-technology-provider-greenscreensai-5951484\"\u003etruckload pricing data provider Greenscreens.ai\u003c/a\u003e in late February and brokerage pricing and visibility software vendor \u003ca href=\"https://www.joc.com/article/dat-acquires-trucker-tools-in-move-to-reduce-load-board-driver-churn-5907848\"\u003eTrucker Tools being acquired by DAT Freight \u0026amp; Analytics\u003c/a\u003e in December. \u003c/p\u003e\u003cp\u003eThe TMS market in which Descartes and 3GTMS operate is highly fragmented, with large players such as Oracle, SAP and Blue Yonder competing against small low-cost options targeted at brokers, carriers or shippers. Additionally, many brokers use homegrown TMSs. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Eric Johnson at \u003c/i\u003e\u003ca href=\"mailto:eric.johnson@spglobal.com\"\u003e\u003ci\u003eeric.johnson@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":"3GTMS was founded in 2013 by transportation management pioneer Mitch Weseley to focus on shippers with complicated domestic freight networks. Photo credit: Vitpho / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1742931679057","Taxonomy":{"MainCategory":[{"Id":"17","Name":"Logistics Technology News","Redirects":[{"Path":"/supply-chain/logistics-technology-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"46","Name":"LTL","Redirects":[{"Path":"/surface/trucking-news/ltl","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"47","Name":"Truckload","Redirects":[{"Path":"/surface/trucking-news/truckload","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"48","Name":"Truck brokers","Redirects":[{"Path":"/surface/trucking-news/truck-brokers","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Eric Johnson, Senior Technology Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1742929700000","TitlePlainText":"Descartes snaps up rival to double down on domestic TMS market","Published":true,"Redirects":[{"Path":"/article/descartes-snaps-up-rival-to-double-down-on-domestic-tms-market-5969629","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eAcquisitions continue in the domestic freight market, with Descartes buying 3GTMS to continue a decade-long spree of purchases. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Acquisitions continue in the domestic freight market, with Descartes buying 3GTMS to continue a decade-long spree of purchases.","__typename":"Document"},{"Id":"5969587_JournalOfCommerce","Attachments":[{"FileName":"5969569_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eGains in market share, especially in both sea and air logistics, will help Kuehne + Nagel outperform growth in the wider freight forwarding sector, senior company executives said Tuesday. \u003c/p\u003e\u003cp\u003eCEO Stefan Paul said the company is aiming for growth of one and a half times the market rate, equal to average GDP growth, between now and 2030. \u003c/p\u003e\u003cp\u003e“For sea and air logistics, our reference metric is volume growth; for road and contract logistics, it is net turnover growth,” Paul said during the company’s capital markets day in London. \u003c/p\u003e\u003cp\u003eBut K+N is also forecasting a more subdued 2025, with earnings before interest and taxes (EBIT) of between $1.7 billion and $2 billion. That compares with EBIT of $1.9 billion last year. \u003c/p\u003e\u003cp\u003e“The lower end of our guidance reflects an increased level of uncertainty at this relatively early stage of the year 2025,” CFO Markus Blanka-Graff said during Tuesday’s event. \u003c/p\u003e\u003cp\u003eCompany executives admitted they were over-optimistic how the market would develop after the end of the COVID-19 pandemic when they targeted EBIT growth of 17% to 19% between 2019 and 2024. Actual average growth was 11%, and while that was an improvement compared with pre-pandemic growth rates, “it means we are clearly tracking below our expectations,” Paul said. \u003c/p\u003e\u003cp\u003eHe said the new growth targets are based on three assumptions. Aside from global long-term economic growth, they comprise increasing supply chain complexity due to trade barriers and other disruptions in supply or demand, and further market consolidation “because scale matters.” Paul said while K+N will focus on organic growth, it will also make bolt-on acquisitions “if they make sense,” such as the prior takeovers of Apex Logistics, US drayage firm IMC and Canadian customs broker Farrow. \u003c/p\u003e\u003cp\u003eCommenting on the growth targets, Paul indicated that Kuehne + Nagel had already taken on new air freight customers in the fourth quarter because of \u003ca href=\"https://www.joc.com/article/approvals-from-europe-us-among-last-hurdles-in-dsvs-takeover-of-db-schenker-5937453\"\u003eDSV’s agreement to acquire DB Schenker\u003c/a\u003e. And he expects a major shift in customers will come after that deal is completed, saying a combined DSV-Schenker could lose between 20% and 25% of its business to other logistics providers, mostly in the second half of this year. \u003c/p\u003e\u003cp\u003eThat is largely due to shipper procurement policies and governance issues in terms of how much business they can allocate to one provider rather than quality or service issues, Paul added. \u003c/p\u003e\u003ch3\u003eExpanding in smaller markets \u003c/h3\u003e\u003cp\u003eMichael Aldwell, K+N’s executive vice president of sea logistics, said the company would intensify its focus on key trades such as the trans-Atlantic, intra-Asia and Asia to North America and Europe, especially in areas such as healthcare, consumer goods, high-tech and industrial. \u003c/p\u003e\u003cp\u003e“We will expand our network in smaller markets where we find attractive growth potential,” Aldwell said. “So far, we are now serving 41 new markets since the beginning of 2023, out of the initial goal of 50 by 2026.” At least another 20 new markets will be added in the next few years, including in Japan, Central Europe and Central and Latin America, he said. \u003c/p\u003e\u003cp\u003eThe forwarder is also increasing its focus to attract more small and medium-sized firms, which currently account for about 49% of its customer base. \u003c/p\u003e\u003cp\u003eYngve Ruud, K+N’s executive vice president of air logistics, was confident about the air freight outlook, with global volumes expected to increase 3% between 2025 and 2028. \u003c/p\u003e\u003cp\u003e“Demand will exceed capacity in specific regions and trade lanes,” Ruud said, without giving details. He expected the forwarder would also meet its earnings growth target by launching new services for shippers later this year and in 2026, including “an end-to-end cool corridor in health care.” \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Keith Wallis at \u003c/i\u003e\u003ca href=\"mailto:keithwallis@hotmail.com\"\u003e\u003ci\u003ekeithwallis@hotmail.com\u003c/i\u003e\u003c/a\u003e.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"K+N is forecasting EBIT of between $1.7 billion and $2 billion in 2025, against $1.9 billion last year. Photo credit: ArDanMe / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1742931136093","Taxonomy":{"MainCategory":[{"Id":"4","Name":"Supply chain","Redirects":[{"Path":"/supply-chain","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"36","Name":"Forwarding","Redirects":[{"Path":"/maritime/container-shipping-news/forwarding","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Keith Wallis, Special Correspondent","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1742925677000","TitlePlainText":"Kuehne + Nagel says gaining market share key to driving earnings growth","Published":true,"Redirects":[{"Path":"/article/kuehne-nagel-says-gaining-market-share-key-to-driving-earnings-growth-5969587","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eCEO Stefan Paul told the company’s annual capital markets event in London that while K+N will focus on organic growth, it will also make bolt-on acquisitions “if they make sense.” \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"CEO Stefan Paul told the company’s annual capital markets event in London that while K+N will focus on organic growth, it will also make bolt-on acquisitions “if they make sense.”","__typename":"Document"},{"Id":"5969452_JournalOfCommerce","Attachments":[{"FileName":"5969435_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eAn alliance of global cargo owners is urging the International Maritime Organization (IMO) to use its upcoming Marine Environment Protection Committee (MEPC) meeting to approve “a clear, comprehensive, globally consistent set of measures” that will accelerate the transition to clean energy. \u003c/p\u003e\u003cp\u003eThe 176 member states of the IMO will gather \u003ca href=\"https://www.joc.com/article/us-in-holding-pattern-over-imo-membership-dnv-5967501\"\u003efor the 83rd MEPC meeting\u003c/a\u003e April 7–11 in London, where topping the agenda will be the design of a greenhouse gas (GHG) fuel intensity regulation and an economic measure for taxing carbon emissions. \u003c/p\u003e\u003cp\u003eIt is critical that the meeting ends with consensus over both “mid-term measures,” said Ingrid Irigoyen, president and CEO of the Zero Emission Maritime Buyers Alliance (ZEMBA). \u003c/p\u003e\u003cp\u003e“Given shipping’s essential role in global trade and private sector actors ready to invest in innovative fuels and technologies under the right conditions, it is critical the IMO succeeds in delivering much-needed regulatory clarity and incentivizes the most scalable, long-term solutions,” Irigoyen wrote in an open letter to IMO Secretary-General Arsenio Dominguez. \u003c/p\u003e\u003cp\u003eShe pointed out that the 40 global freight buyers within ZEMBA who rely on maritime shipping embarked on their own first-mover initiative in March 2023 to accelerate the market for low- and zero-emission fuels and urged the IMO to match the urgency shown by the private sector shippers. \u003c/p\u003e\u003ch3\u003e‘Urgency of the moment’ \u003c/h3\u003e\u003cp\u003eThe inaugural tender from ZEMBA, \u003ca href=\"https://www.joc.com/article/hapag-lloyd-wins-asia-europe-green-shipping-tender-to-launch-next-year-5240949\"\u003ewon by Hapag-Lloyd\u003c/a\u003e, is expected to prevent at least 82,000 metric tons of carbon dioxide equivalent (CO2e) emissions in 2025 and 2026 through deployment of waste-based, third-party certified maritime biomethane sourced from landfill gas and livestock manure. \u003c/p\u003e\u003cp\u003eZEMBA’s second tender, launched in February, is far more ambitious and seeks commitments from ocean carriers to power at least 80 billion metric ton-nautical miles of ocean shipping using e-fuels. \u003c/p\u003e\u003cp\u003e“Our private sector partners are moving quickly to match the urgency of the moment, and we encourage the IMO to act with deliberate speed and ambition as well,” Irigoyen wrote in the open letter. \u003c/p\u003e\u003cp\u003e“As global employers and customers of the shipping industry, freight buyers have a significant stake in the sector’s energy transition and the decisions that the IMO will make this year,” she added. \u003c/p\u003e\u003cp\u003eThe IMO in 2023 revised its roadmap for the industry’s transition that set an end goal of net-zero GHG emissions by or around 2050 and includes key checkpoints for the journey: at least a 20% GHG emissions reduction, and striving for 30%, by 2030; and at least a 70% GHG emissions reduction, striving for 80%, by 2040. The checkpoints are compared to a 2008 GHG emissions baseline. \u003c/p\u003e\u003cp\u003eDrawing on the experience gained from ZEMBA, Irigoyen said it was critical that consensus was received over aligning the midterm measures with the trajectories laid out in the GHG strategy. \u003c/p\u003e\u003cp\u003eShe said the fuel standard must apply to a full “well-to-wake” lifecycle, and the midterm measures must be designed with adequate financial incentives to foster a viable market for long-term scalable fuels and technologies essential to shipping’s transition. \u003c/p\u003e\u003cp\u003e“Miscalibration of the financial rewards for fuels and technologies risks locking the sector into unsustainable short-term options, undermining market confidence and increasing the cost of the transition overall,” she wrote. \u003c/p\u003e\u003cp\u003eIrigoyen also urged the IMO meeting to develop a “transparent, robust fuel certification framework” with the IMO data collection system updated to support transparent and effective reporting under the midterm measures. \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\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"The inaugural tender from ZEMBA, won by Hapag-Lloyd, is expected to prevent at least 82,000 metric tons of carbon dioxide equivalent (CO2e) emissions in 2025 and 2026. Photo credit: Sheila Fitzgerald / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1742928314983","Taxonomy":{"MainCategory":[{"Id":"9","Name":"Container Shipping News","Redirects":[{"Path":"/maritime/container-shipping-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"16","Name":"Transport, Trade and Regulation News","Redirects":[{"Path":"/supply-chain/transport-trade-and-regulation-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":"1742911339000","TitlePlainText":"Cargo owners push IMO on measures to accelerate energy transition","Published":true,"Redirects":[{"Path":"/article/cargo-owners-push-imo-on-measures-to-accelerate-energy-transition-5969452","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eAn alliance of global shippers is calling on the IMO to use the April gathering of its Marine Environment Protection Committee to meet the “urgency of the moment” when it comes to lowering emissions from shipping.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"An alliance of global shippers is calling on the IMO to use the April gathering of its Marine Environment Protection Committee to meet the “urgency of the moment” when it comes to lowering emissions from shipping.","__typename":"Document"},{"Id":"5968502_JournalOfCommerce","Attachments":[{"FileName":"5968479_0.1.jpg","FileType":"Nondownloadable","Title":null,"__typename":"Attachment"},{"FileName":"5968501_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eWhat happens at the International Maritime Organization’s (IMO’s) Marine and Environment Protection Committee (MEPC) meeting in early April will have profound implications for shippers, dwarfing the impact, for example, of proposed fines on Chinese ships calling at US ports. \u003c/p\u003e\u003cp\u003eThe reason is the possibility, if not the likelihood, that IMO negotiators will fail to agree to a meaningful carbon tax on shipping, instead choosing to achieve the organization’s goal of net-zero emissions by or around 2050 via a fuel standard. IMO watchers say the standard is all but certain to gain the necessary support of member states in April. \u003c/p\u003e\u003cdiv class=\"wrapper-narrow float-right-element\"\u003e\u003cimg src=\"/images/phoenix/5968479_0.1.jpg\"\u003e\u003c/img\u003e\u003c/div\u003e\u003cp\u003eOpposition by certain powerful member states to a fuel levy makes it “exceedingly unlikely” that the tax will be part of the final MEPC agreement, Eirik Nyhus, environment director at the classification society DNV, said on a recent podcast. \u003c/p\u003e\u003cp\u003eHere is why that is critical: A fuel standard mandating a reduction in carbon intensity over time to reach the 2050 goal is similar conceptually to the IMO 2020 low-sulfur fuel requirement. The message to shipowners was, and would be again: “Here’s the requirement, and if it means higher fuel costs it’s on you to mitigate those costs or pass higher costs on to your customers.” \u003c/p\u003e\u003cp\u003eThat is why, according to S\u0026amp;P Global Market Intelligence, 25% of container ships are now fitted with scrubbers that remove sulfur from vessel emissions while enabling ships to run on traditional bunkers versus higher-cost low sulfur fuel oil. \u003c/p\u003e\u003cp\u003eThe message to the industry would be identical if the IMO failed to reach consensus on a carbon tax, which is controversial among IMO member states, and proceeded with a fuel standard-type regulation to put teeth behind its 2050 goal. The showdown will occur at the 83rd MEPC meeting on April 7–11. \u003c/p\u003e\u003ch3\u003eHow would carriers respond to a fuel standard? \u003c/h3\u003e\u003cp\u003eA fuel standard, on the other hand, is not seen as controversial. \u003c/p\u003e\u003cp\u003e“There appears to be broad support across the numerous member states that we will agree to a legally binding greenhouse gas intensity limit for the fuels themselves which would take effect in 2028 and become increasingly stringent as you move to 2050,” Bryan Wood-Thomas, vice president for environmental policy at the World Shipping Council (WSC), told TPM25 in early March. \u003c/p\u003e\u003cp\u003eWhy the impact is so potentially profound is the way carriers would likely respond to a scenario in which a fuel standard is imposed on them — to increasingly use fuels that at least today are much higher priced than traditional bunkers — but no automatically higher cost is imposed on shippers to pay. \u003c/p\u003e\u003cp\u003eCarriers would have no choice but to go all out to protect their interests, which, practically speaking, means flexing their muscles on capacity to keep the market as tight as possible and rates as high as possible to offset the higher cost of zero- or low-carbon bunkers. \u003c/p\u003e\u003cp\u003eThat is increasingly familiar territory for carriers. The trajectory of the past 25 years of container shipping shows carriers steadily ratcheting up capacity management through their own actions — slow steaming, idling, blank sailings, scrapping — increasingly aided by external phenomena in the form of pandemics, geopolitics and climate change. \u003c/p\u003e\u003cp\u003e“Since 2019, carriers have built a revenue model around inefficiency,” said Peter Creeden, a longtime senior Hamburg Sud operations executive now leading Sydney-based consultant MPC International. “Their focus is not on supply chain efficiency but on leveraging inefficiencies to sustain profitability.” \u003c/p\u003e\u003ch3\u003e‘Dependent on customers to ... pay for’ energy transition \u003c/h3\u003e\u003cp\u003eThe incentive for carriers to act to mitigate periodic waves of overcapacity is clear: Costs of alternative fuels will be higher for longer because major energy producers have made it clear that in the absence of a fuel tax — what they consider to be a bona fide demand signal — they will limit investments in production capacity. \u003c/p\u003e\u003cp\u003eThe possibility that methanol prices would remain high due to a high level of uncertainty regarding regulation, said Maersk CEO Vincent Clerc, \u003ca href=\"https://www.joc.com/article/maersks-lng-order-hedges-bet-on-green-fuel-technology-ceo-5703200\"\u003eled the company last year to pivot its fleet renewal to LNG ships\u003c/a\u003e, a fuel it had long disparaged as inadequate in the energy transition. \u003c/p\u003e\u003cp\u003eUnderlying the need of carriers to ensure market advantage to fund any IMO-mandated energy transition is a lack of uptake from shippers to fund the transition themselves. Maersk Chairman Robert Uggla told shareholders on March 18 it is “clear that we are dependent on customers to support and pay for” the energy transition, and that “the biggest challenge ... we face [is] the cost gap between clean and traditional fuels.” \u003c/p\u003e\u003cp\u003eWithout the cost gap being closed or narrowed — the point of a fuel tax — the uptake among customers is, and will likely continue to be, limited. \u003c/p\u003e\u003cp\u003eHapag-Lloyd CEO Rolf Habben Jansen, meanwhile, has reported progress with the carrier’s biofuel-based sustainability product Ship Green that allows shippers to decarbonize 25%, 50% or 100% of what they move with the liner. Volumes last year doubled to 200,000 TEUs, or 1.6% of the carrier’s total volume. \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\u003cp\u003e\u003ci\u003eSenior Editor Greg Knowler contributed to this analysis.\u003c/i\u003e \u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Maersk Chairman Robert Uggla said the carrier is “...dependent on customers to support and pay for” the energy transition to clean fuels. Photo credit: perfect-picture-hunter / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1742842335117","Taxonomy":{"MainCategory":[{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"16","Name":"Transport, Trade and Regulation News","Redirects":[{"Path":"/supply-chain/transport-trade-and-regulation-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":"Peter Tirschwell","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1742830094000","TitlePlainText":"Likelihood of IMO fuel standard set to reshape container shipping market","Published":true,"Redirects":[{"Path":"/article/likelihood-of-imo-fuel-standard-set-to-reshape-container-shipping-market-5968502","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eWhy the impact is so potentially profound is the way carriers would likely respond to a scenario in which a fuel standard is imposed on them, but no automatically higher cost is imposed on shippers to pay, writes Peter Tirschwell.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Why the impact is so potentially profound is the way carriers would likely respond to a scenario in which a fuel standard is imposed on them, but no automatically higher cost is imposed on shippers to pay, writes Peter Tirschwell.","__typename":"Document"},{"Id":"5967638_JournalOfCommerce","Attachments":[{"FileName":"5967634_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eWhile major container lines and their major customers are not speaking out much about the Trump administration’s proposed fees of about $1 million per US port call on Chinese vessels, shippers involved in smaller maritime and container trades are lashing out directly against the proposal through a comment period ending Monday. \u003c/p\u003e\u003cp\u003eIn comments filed with US Trade Representative (USTR) prior to a Monday hearing on the proposed fees, maritime interests said it will hit swathes of the economy outside the container trade and will even hurt the US-based maritime industry, which relies on Chinese ships. \u003c/p\u003e\u003cp\u003eThe USTR hearing comes after a year-long investigation found that \u003ca href=\"https://www.joc.com/article/us-port-fees-could-hit-chinese-ships-under-trump-trade-proposal-5949409\"\u003eChina heavily subsidized its shipbuilding industry to take a dominant market share\u003c/a\u003e. \u003c/p\u003e\u003cp\u003eLast month, the USTR outlined a broad array of possible remedies, including collecting fees on Chinese carriers calling US ports, collecting other fees on non-Chinese carriers with Chinese ships in their fleet or newbuild orders in China, and requiring that US-flag vessels carry more exports. After the public hearing, the USTR will make a final determination on which of the penalties to enforce. \u003c/p\u003e\u003cp\u003eThe USTR has received more than 200 submissions ahead of Monday’s hearing on the impact of those penalties. The majority of commenters argue against any type of penalties, citing the potential for much higher shipping costs on trades that can least afford them and the reduction of services as Chinese ships avoid US ports. \u003c/p\u003e\u003cp\u003eMany of the submissions highlighted that US-based ocean carriers also have Chinese-built ships in their fleets, with some of these fleets serving small regional markets such as the Caribbean, or dry and liquid bulk trades that will also be swept up in the port fees. \u003c/p\u003e\u003cp\u003eThere are 448 ships currently in service that are built in China and owned and operated by US ocean carriers, according to Sea-Web, a sister company of the \u003ci\u003eJournal of Commerce\u003c/i\u003e within S\u0026amp;P Global. Dry bulk ships make up about one-third of that total. \u003c/p\u003e\u003cp\u003eThere are also about 90 Chinese-built container and general cargo ships in US-based fleets, Sea-web data show. Although the Jones Act bars these ships from transporting goods between US ports, carriers such as Tropical Shipping and Seaboard Marine can serve international ports in the Caribbean and Central America from US ports. \u003c/p\u003e\u003ch3\u003eCaribbean sees end to shipping services \u003c/h3\u003e\u003cp\u003eA number of Florida ports and Caribbean-based shippers said USTR’s proposed penalties would cripple trade throughout the region. While the port fees could easily be absorbed across multiple cargoes on large ships, smaller vessels and shippers would take a big hit if a fee is charged regardless of the size of the ship and the value of the cargo. \u003c/p\u003e\u003cp\u003eCarriers that serve Caribbean markets with Chinese ships “would effectively be out of business and so would all the islands and countries they trade with,” West Indian Marine Group said in its comment. “Islands and countries in the Caribbean would not be able to survive and exist because all trade is supplied from the USA.” \u003c/p\u003e\u003cp\u003eOther niche carriers said they would not be able to serve the US market if fees on Chinese ships are levied. Atlantic Container Line, which has five ships in the trans-Atlantic trade, said only Chinese shipyards were willing to build its ships, which can switch between handling containers, breakbulk and roll-on, roll-off cargoes. \u003c/p\u003e\u003cp\u003e“ACL would be forced to terminate its US service, close its American offices, lay off its American staff and redeploy its ships to non-US trades,” the company said in its submission. \u003c/p\u003e\u003cp\u003eContainer lines that remain in the US trade will likely have to pass on those charges to customers, the International Chamber of Shipping (ICS) said in its submission. It said the port fees could add $600 to $800 to the cost of each shipping container moved through US ports as the USTR proposal would impact nearly all container vessel calls to the US. \u003c/p\u003e\u003cp\u003e“While some reorganization and substitution may be possible to avoid exposure to fees, it would be impossible for container liners to avoid the disproportionately high fees proposed, and costs would be passed on to US charterers and consumers,” the ICS said. \u003c/p\u003e\u003cp\u003eThe proposed fees would also cause large ocean carriers to change their service networks, the American Association of Port Authorities (AAPA) said in its submission to the USTR. It said container lines could increase calls to Canadian and Mexican ports to avoid the fees while reducing US port calls. \u003ca href=\"https://www.joc.com/article/us-port-tax-would-scramble-ocean-services-raise-shipper-costs-drewry-5952046\"\u003eThat would strain big US ports and leave others with vastly reduced business, all while increasing costs to shippers\u003c/a\u003e, the AAPA said. \u003c/p\u003e\u003cp\u003e“This would cause significant congestion at large ports and the collapse of business lines at small and medium-sized ports. The results would be higher inflation, more unemployment, and higher trade deficits,” the AAPA 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":"US-based carriers operate more than 400 ships built in China, exposing them to the US Trade Representative’s proposed penalties. Photo credit: Ringo Chiu / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1742586636787","Taxonomy":{"MainCategory":[{"Id":"16","Name":"Transport, Trade and Regulation News","Redirects":[{"Path":"/supply-chain/transport-trade-and-regulation-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"34","Name":"Container lines","Redirects":[{"Path":"/maritime/container-shipping-news/container-lines","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"42","Name":"North American ports","Redirects":[{"Path":"/maritime/port-news/north-american-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Michael Angell, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1742581940000","TitlePlainText":"USTR’s China tonnage tax would squeeze smaller trades: stakeholders","Published":true,"Redirects":[{"Path":"/article/ustrs-china-tonnage-tax-would-squeeze-smaller-trades-stakeholders-5967638","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eUS maritime interests said the proposed fees on Chinese ships would hit a variety of low-value, niche trades that can’t absorb the costs.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"US maritime interests said the proposed fees on Chinese ships would hit a variety of low-value, niche trades that can’t absorb the costs.","__typename":"Document"},{"Id":"5967501_JournalOfCommerce","Attachments":[{"FileName":"5967303_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eA crucial April meeting of the International Maritime Organization (IMO) will be the first during President Trump’s second term, with the US currently “in a holding pattern” regarding continued membership of the IMO, according to classification society DNV. \u003c/p\u003e\u003cp\u003eThe 176 member states of the IMO will gather at the 83rd Marine Environment Protection Committee (MEPC) meeting in London from April 7–11 to design a greenhouse gas (GHG) fuel intensity regulation and settle on an economic measure for taxing carbon emissions, with both measures aiming for implementation in 2027. \u003c/p\u003e\u003cp\u003eEirik Nyhus, director for environment and maritime at DNV, said in an MEPC update this week that \u003ca href=\"https://www.joc.com/article/progress-on-carbon-pricing-on-track-despite-us-stance-on-green-initiatives-imo-5929236\"\u003ethe US position regarding the IMO\u003c/a\u003e going forward remained unclear. \u003c/p\u003e\u003cp\u003eAt the last meeting of the IMO’s Intersessional Working Group on Reduction of Greenhouse Gas Emissions from Ships (ISWG-GHG 18) in late February, Nyhus said the US did not take the floor until the very end, stating that the new administration was reassessing all its United Nations positions and policies. The IMO is a specialized agency of the UN. \u003c/p\u003e\u003cp\u003eThe Trump administration is also in the process of withdrawing from the Paris Agreement climate change accord, part of a broader initiative of “reviewing for rescission all regulations that impose undue burdens on energy production and use.” \u003c/p\u003e\u003cp\u003eA spokesperson for the IMO told the \u003ci\u003eJournal of Commerce\u003c/i\u003e this week that “any member state can withdraw from the organization, as outlined in Article 73 of the IMO Convention, though they would still be bound by the treaties to which they are party.” \u003c/p\u003e\u003cp\u003eStill, Nyhus played down the significance of a potential US withdrawal with the IMO having far more important issues to focus on. \u003c/p\u003e\u003cp\u003e“While the US has turned into a bit of a wild card, I cannot see this being a showstopper [at MEPC] in any way,” he noted. “Many issues, big and small, remain under negotiation, with the two most challenging ones being the design of the greenhouse gas fuel intensity regulation and the choice of economic measure. The discussions remain intensely political,” he added. \u003c/p\u003e\u003cp\u003eThe goal is to have a net zero framework ready for approval at MEPC 83 in London, and there is pressure on member states to finalize the legal framework around a fuel standard and economic measure with implementation planned for October. If the measures do not roll out in October, it will place the IMO’s interim emissions reduction targets at risk. \u003c/p\u003e\u003cp\u003eOcean carriers are watching the MEPC deliberations closely — many have had to invest huge sums in dual-fuel ships able to run on cleaner energy despite the lack of regulations to narrow the gap between fossil fuels and the alternatives. \u003c/p\u003e\u003cp\u003e“We \u003ca href=\"https://www.joc.com/article/lack-of-clarity-over-clean-energy-supply-driving-dual-fuel-ship-orders-5747200\"\u003ehave to take decisions on decarbonizing our fleet\u003c/a\u003e over the next 20, 25 or 30 years, and we believe that the direction that we have chosen remains valid,” Hapag-Lloyd CEO Rolf Habben Jansen told reporters at the carrier’s annual results presentation Thursday. “That means trying to reduce our emissions significantly until 2030 and also to stick to our target to be net carbon neutral by 2045.” \u003c/p\u003e\u003ch3\u003eNo deal is not an option \u003c/h3\u003e\u003cp\u003eAndy Wibroe, lead regulatory specialist at classification society Lloyd’s Register, said in an MEPC update this week that one of the main issues to be resolved in April is how shipowners and operators will pay for GHG emissions from their ships on a well-to-wake basis. \u003c/p\u003e\u003cp\u003eFunds coming from whatever carbon-charging measure is agreed upon are essential to support the development and scale up of a new generation of carbon-free marine fuels, which remain significantly more expensive than traditional fossil fuels. Another crucial point is the support for developing countries and remote island states through the energy transition in shipping. \u003c/p\u003e\u003cp\u003eWibroe highlighted the divisions between two camps — those who believe in a technical measure built around a fuel standard that generates revenue from under-compliant ships paying for credits to make up the compliance deficit, and the others who want a flat carbon emissions fee to guarantee revenue and reduce the cost gap between fuel types. \u003c/p\u003e\u003cp\u003eSmall island nations oppose both approaches because they believe the fuel standard measure will not generate enough funding to support “a just and equitable transition,” and because they rely on sea trade for everything, the carbon tax will cost them out of existence. \u003c/p\u003e\u003cp\u003eNavigating a way through the divisions among member states will not be easy, but Lloyd’s Register said the IMO cannot be seen to close this milestone MEPC meeting on a “no deal” basis. \u003c/p\u003e\u003cp\u003e“It is not expected to be a hostile meeting, but there are many heated discussions already taking place in back rooms and corridors that will continue in the lead up to the meeting,” Wibroe said. “It is anticipated, however, that the IMO is still likely to close MEPC 83 with a consensus.” \u003c/p\u003e\u003cp\u003eNyhus had the same view that by the time MEPC delegates emerge on April 11 from their London Embankment bunker at the IMO headquarters in London they will have reached a deal of some kind. \u003c/p\u003e\u003cp\u003e“It looks pretty certain that this is going to come down to the wire at MEPC 83 with a very real possibility that the meeting at some point simply will be presented with a take it or leave it proposal,” was Nyhus’ assessment. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Greg Knowler at \u003c/i\u003e\u003ca href=\"mailto:greg.knowler@spglobal.com\"\u003e\u003ci\u003egreg.knowler@spglobal.com\u003c/i\u003e\u003c/a\u003e\u003ci\u003e.\u003c/i\u003e \u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"The IMO’s London Embankment headquarters on the banks of the River Thames will host the MEPC’s 83rd meeting in April. Photo credit: William Barton / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1742572576590","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":"16","Name":"Transport, Trade and Regulation News","Redirects":[{"Path":"/supply-chain/transport-trade-and-regulation-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":"1742567714000","TitlePlainText":"US in ‘holding pattern’ over IMO membership: DNV","Published":true,"Redirects":[{"Path":"/article/us-in-holding-pattern-over-imo-membership-dnv-5967501","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe IMO is a specialized agency of the United Nations, which potentially puts the organization in the crosshairs of the new administration that is reassessing all its UN positions and policies. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The IMO is a specialized agency of the United Nations, which potentially puts the organization in the crosshairs of the new administration that is reassessing all its UN positions and policies.","__typename":"Document"},{"Id":"5966424_JournalOfCommerce","Attachments":[{"FileName":"5966415_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eTransportation and shipper groups are calling on the US House of Representatives to pass legislation that would create a multi-agency federal task force to fight cargo crime and stiffen penalties as theft and fraud continue to grow and evolve. \u003c/p\u003e\u003cp\u003eThe main bill they support is the Safeguarding our Supply Chains Act \u003ca href=\"https://www.congress.gov/bill/118th-congress/house-bill/8834\"\u003eintroduced last June\u003c/a\u003e, but transportation interests are also backing the Household Goods Shipping Consumer Protection Act that was \u003ca href=\"https://www.congress.gov/bill/118th-congress/house-bill/8505?q=%7B%22search%22%3A%22Household+Goods+Shipping+Consumer+Protection%22%7D\u0026amp;s=1\u0026amp;r=1\"\u003efirst introduced\u003c/a\u003e last May and reintroduced in December. \u003c/p\u003e\u003cp\u003e“There’s a lot of finger-pointing going on within the federal agencies about who’s really in charge of this, who should be the enforcement arm,” Chris Burroughs, president and CEO of the Transportation Intermediaries Association (TIA), said this week. \u003c/p\u003e\u003cp\u003e“Every federal regulatory agency should have a role in this because it affects everybody,” Burroughs said while speaking in Houston at the Transportation \u0026amp; Logistics Council’s (TLC’s) 51st annual conference. \u003c/p\u003e\u003cp\u003eCargoNet, a subsidiary of Verisk, said in a recent report that cargo theft \u003ca href=\"https://www.cargonet.com/news-and-events/cargonet-in-the-media/2024-theft-trends/\"\u003erose 27% in 2024\u003c/a\u003e from the prior year. Other sources provide different figures, but all see double-digit growth in cargo crime. \u003c/p\u003e\u003cp\u003eStrategic theft or fraud “is growing by leaps and bounds,” Danny Ramon, director of intelligence and response at supply chain security and visibility provider Overhaul, told the TLC conference. “The rewards [of the crimes] are so great, and you don’t even have to be in contact with the goods, or in this country.” \u003c/p\u003e\u003cp\u003eThe bipartisan Safeguarding our Supply Chains Act introduced last year by Rep. David G. Valadao (R-Calif.) and Brad Schneider (D-Ill.) would create a supply chain crime coordination center and a supply chain fraud and theft task force involving several federal agencies as well as railroad and local police. \u003c/p\u003e\u003cp\u003e The bill also would provide $100 million in task force funding over five years. \u003c/p\u003e\u003ch3\u003eKnocking down silos \u003c/h3\u003e\u003cp\u003eSeveral agencies already investigate cargo theft, which Homeland Security Investigations (HSI) estimates costs US businesses $15 billion to $35 billion annually. HSI, part of the Department of Homeland Security’s Immigration and Customs Enforcement Agency (ICE), investigates organized theft groups and organized retail crime. \u003c/p\u003e\u003cp\u003eThe Safeguarding our Supply Chains Act aims to knock down silos separating agencies, helping to coordinate investigation of incidents and data collecting from victims of supply chain crime. It would also make reporting of cargo theft mandatory. \u003c/p\u003e\u003cp\u003eThat’s a critical step to accurately gauge the extent of cargo theft, which often goes unreported by shippers. \u003c/p\u003e\u003cp\u003e“It’s not that cargo theft is under-reported, it’s inaccurately reported,” Scott Cornell, national practice transportation lead for Travelers Inland Marine, part of Travelers Insurance, told the TLC conference. \u003c/p\u003e\u003cp\u003e“Cargo theft has been blended into other categories over the years,” he said. “One officer takes it down as an auto theft, or just a theft, or a theft by fraud.” \u003c/p\u003e\u003cp\u003eEven so, Cornell believes the 3,625 individual thefts \u003ca href=\"https://www.cargonet.com/news-and-events/cargonet-in-the-media/2024-theft-trends/\"\u003ereported for 2024\u003c/a\u003e by CargoNet, a Verisk subsidiary, are just the tip of the iceberg. “I believe that’s only 0.1% to 0.15% of all thefts,” he said. “It’s not 3,625 loads being stolen; it’s 50,000 to 100,000.” \u003c/p\u003e\u003cp\u003eCornell said a federal task force would not be a silver bullet against cargo crime, but it would be useful. \u003c/p\u003e\u003cp\u003e“It would be good, but it’s just a tool we can use,” he said. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact William B. Cassidy at \u003c/i\u003e\u003ca href=\"mailto:bill.cassidy@splobal.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":"The Department of Homeland Security estimates cargo theft costs businesses $15 billion to $35 billion a year. Photo credit: Siwakorn1933 / Shutterstock.com. ","__typename":"Metadata"},"ModDate":"1742420054877","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"},{"Id":"11","Name":"Trucking News","Redirects":[{"Path":"/surface/trucking-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"12","Name":"Rail News","Redirects":[{"Path":"/surface/rail-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"48","Name":"Truck brokers","Redirects":[{"Path":"/surface/trucking-news/truck-brokers","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"William B. Cassidy, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1742417774000","TitlePlainText":"Support growing for multi-agency US cargo crime task force","Published":true,"Redirects":[{"Path":"/article/support-growing-for-multi-agency-us-cargo-crime-task-force-5966424","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eGroups representing transportation providers, retailers and manufacturers are calling for Congress to create a cargo theft task force blending the resources of multiple agencies as cargo crime spreads.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Groups representing transportation providers, retailers and manufacturers are calling for Congress to create a cargo theft task force blending the resources of multiple agencies as cargo crime spreads.","__typename":"Document"},{"Id":"5963851_JournalOfCommerce","Attachments":[{"FileName":"5963848_0.1.jpg","FileType":"FeatureImage","Title":null,"__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eShippers in Australia are backing a probe by the country’s competition authority into DP World’s planned US$110 million acquisition of leading forwarder Silk Logistics, saying the deal could lead to higher charges and anti-competitive behavior. \u003c/p\u003e\u003cp\u003e“[The deal] has major implications for competition in Australia’s container freight sector, with potential impacts on supply chain costs for importers, exporters and transport operators,” said Paul Zalai, director of the shippers group Freight \u0026amp; Trade Alliance (FTA). \u003c/p\u003e\u003cp\u003eZalai said the FTA has urged the Australian Competition and Consumer Commission (ACCC) “to oppose the acquisition due to the significant risk of market concentration, potential discrimination against rival transport providers, and misuse of sensitive commercial data.” \u003c/p\u003e\u003cp\u003eThis comes at a time when landside charges levied by terminal operators, including terminal access charges and container park fees, rose more than 11% to $627 million last year despite declining operating costs, according to ACCC data. \u003c/p\u003e\u003cp\u003eHighlighting its main concerns about the DP World-Silk Logistics deal, the commission said it would result in DP World Australia owning a national container transport provider. Silk is the only national door-to-door container logistic provider in Australia. \u003c/p\u003e\u003cp\u003eACCC also said DP World-Silk could leverage its stevedoring dominance to increase charges or degrade service quality for competing transport providers at four key ports — Sydney’s Port Botany, Melbourne, Brisbane and Fremantle. \u003c/p\u003e\u003cp\u003e“We are also assessing whether DP World Australia, after acquiring Silk, is likely to offer below-cost transportation prices to importers and exporters if their containers are also picked up and dropped off at DP World Australia’s stevedoring terminals,” ACCC Commissioner Philip Williams said in a statement. \u003c/p\u003e\u003cp\u003eThat could undercut independent transport operators, forcing them out of the market and allowing DP World to increase prices once market dominance was secured, the commission added. \u003c/p\u003e\u003cp\u003eThe competition watchdog said it was also concerned the acquisition would give both DP World and Silk access to commercially sensitive information, including volumes and delivery routes, about their rivals’ operations and customers. \u003c/p\u003e\u003cp\u003eGiven these concerns, the ACCC said it asked the industry to comment on the deal by March 27. \u003c/p\u003e\u003cp\u003eDP World announced its intention to acquire Silk Logistics last November, saying the move would strengthen its integrated logistics capabilities. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Keith Wallis at \u003c/i\u003e\u003ca href=\"mailto:keithwallis@hotmail.com\"\u003e\u003ci\u003ekeithwallis@hotmail.com\u003c/i\u003e\u003c/a\u003e.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Australia’s competition watchdog is weighing whether a combined DP World and Silk could leverage its stevedoring dominance to increase charges or degrade service quality for competing transport providers' ports such as Brisbane (pictured). Photo credit: Marianne Purdie / Getty Images.","__typename":"Metadata"},"ModDate":"1742223674670","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":"16","Name":"Transport, Trade and Regulation News","Redirects":[{"Path":"/supply-chain/transport-trade-and-regulation-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"44","Name":"International ports","Redirects":[{"Path":"/maritime/port-news/international-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Keith Wallis, Special Correspondent","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1742221034000","TitlePlainText":"Australian shippers back competition probe into DP World’s deal for Silk Logistics","Published":true,"Redirects":[{"Path":"/article/australian-shippers-back-competition-probe-into-dp-worlds-deal-for-silk-logistics-5963851","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe country’s competition watchdog is reviewing whether DP World’s acquisition of the logistics provider could lead to higher costs for shippers.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The country’s competition watchdog is reviewing whether DP World’s acquisition of the logistics provider could lead to higher costs for shippers.","__typename":"Document"},{"Id":"5962937_JournalOfCommerce","Attachments":[{"FileName":"5962935_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eThe US Federal Maritime Commission (FMC) is asking shipping interests to weigh in on the biggest global maritime chokepoints they face as part of US waterborne commerce. The probe, part of the FMC’s regular work under US shipping law, comes amid the Trump administration’s moves to assert US power across the global maritime sector and to develop a US-based shipping industry. \u003c/p\u003e\u003cp\u003eThe FMC said Thursday it is investigating “transit constraints at international maritime chokepoints” as part of its regular annual report to Congress about practices in the ocean shipping industry. The agency is asking, in particular, whether the practices or policies of foreign governments and ocean carriers exacerbate those chokepoints. \u003c/p\u003e\u003cp\u003e“It appears that constraints on transits ... may have created shipping conditions that call for careful consideration by the Federal Maritime Commission in connection with the determination of its policies and the carrying out of its duties,” the agency said in the docket announcing the probe. \u003c/p\u003e\u003cp\u003eThe FMC identified seven chokepoints for the probe — the English Channel, the Malacca Strait, the Northern Sea Passage, the Singapore Strait, the Panama Canal, the Strait of Gibraltar and the Suez Canal. \u003c/p\u003e\u003cp\u003eThe Panama Canal has been a particular area of concern for President Donald Trump, who has criticized the 1977 treaty that ceded US control of the canal to Panama. \u003c/p\u003e\u003cp\u003eThe Trump administration got one win in that regard when \u003ca href=\"https://www.joc.com/article/big-hutchison-deal-could-reshuffle-global-ports-network-drewry-5958162\"\u003eBlackRock-backed investors Global Infrastructure Partners struck a $23 billion deal\u003c/a\u003e to buy the ports network belonging to Hong Kong’s CK Hutchison. The deal included two \u003ca href=\"https://www.joc.com/article/panama-canal-transit-data-belies-trumps-claims-of-chinas-control-project44-5948559\"\u003ePanama marine terminals that Trump called out for their Chinese ownership\u003c/a\u003e. \u003c/p\u003e\u003cp\u003eThe FMC said in its docket about the investigation that the Panama Canal “holds substantial geopolitical importance [and is] crucial to the interests of the United States.” \u003c/p\u003e\u003cp\u003e“Political instability or disruptions in its operation could have far-reaching consequences,” it added. \u003c/p\u003e\u003cp\u003eThe FMC suggested that if Panama or any other maritime entity appears to be causing problems at the canal, the US is prepared to hit back at Panama’s ship registry — one of the largest in the world with 8,000 vessels — including refusing US entry to Panama-flag vessels. \u003c/p\u003e\u003ch3\u003eAttempt to bolster US maritime presence\u003c/h3\u003e\u003cp\u003eThe FMC is also seeking input on avoiding other types of navigational constraints, including the \u003ca href=\"https://www.joc.com/article/with-ever-given-freed-suez-backlog-to-clear-through-week-carriers-5250358\"\u003e2021 grounding of the \u003ci\u003eEver Given\u003c/i\u003e in the Suez Canal\u003c/a\u003e and the \u003ca href=\"https://www.joc.com/article/baltimore-preps-for-limited-port-reopening-by-end-of-april-5225392\"\u003e2024 closure of the Port of Baltimore\u003c/a\u003e after the container ship \u003ci\u003eDali\u003c/i\u003e struck a bridge, causing it to collapse. \u003c/p\u003e\u003cp\u003eAlongside the FMC, the Trump administration as a whole has taken interest in the maritime sector, particularly regarding how to boost the US’ presence. \u003c/p\u003e\u003cp\u003eThe US Trade Representative is currently weighing whether \u003ca href=\"https://www.joc.com/article/tpm25-us-exporters-starting-to-feel-pinch-of-trump-trade-war-with-china-5956798\"\u003eChinese-built and -operated ships should face $1 million fees for US port calls\u003c/a\u003e to offset China’s dominance in shipbuilding. A hearing on the matter is scheduled for March 24. \u003c/p\u003e\u003cp\u003eTrump also said in his joint address to Congress at the start of March that his administration plans to create an office of commercial and military shipbuilding with a view of “bringing this industry home to America.” \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 maritime chokepoints being investigated by the FMC include spots along Canada, Greenland and Panama, locations where Donald Trump has asserted the role of the US. Photo credit: Ellen McKnight / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1741982595217","Taxonomy":{"MainCategory":[{"Id":"16","Name":"Transport, Trade and Regulation News","Redirects":[{"Path":"/supply-chain/transport-trade-and-regulation-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"34","Name":"Container lines","Redirects":[{"Path":"/maritime/container-shipping-news/container-lines","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Michael Angell, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1741979834000","TitlePlainText":"FMC probes ocean chokepoints as Trump looks to rule the waves","Published":true,"Redirects":[{"Path":"/article/fmc-probes-ocean-chokepoints-as-trump-looks-to-rule-the-waves-5962937","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe Federal Maritime Commission is looking at areas where ships are having transit troubles with an eye on how US maritime influence can fix those problems.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The Federal Maritime Commission is looking at areas where ships are having transit troubles with an eye on how US maritime influence can fix those problems.","__typename":"Document"},{"Id":"5962830_JournalOfCommerce","Attachments":[{"FileName":"5962821_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eOcean carriers on the eastbound trans-Pacific are acknowledging they will be unable to achieve their hoped-for rates in 2025–26 annual service contracts with importers amid fresh concerns about the health of the US economy and a spot market that continues to slide. \u003c/p\u003e\u003cp\u003eMere weeks ago, those same carriers were adamant about nailing down rates for next year at a minimum level of $2,000 per FEU to the West Coast and $3,000 per FEU to the East Coast, \u003ca href=\"https://www.joc.com/article/trans-pacific-carriers-reaching-higher-in-early-202526-contract-talks-5952701\"\u003esaying they were determined not to underprice their services again\u003c/a\u003e as they believe they did in the existing 2024–25 contracts. \u003c/p\u003e\u003cp\u003eBut a plummeting stock market and larger questions about the direction of the US economy after the tariff chaos unleashed by the Trump administration in recent weeks has container lines resetting their rate expectations. \u003c/p\u003e\u003cp\u003eFour carriers told the \u003ci\u003eJournal of Commerce\u003c/i\u003e they are now setting their sights slightly lower than $2,000/FEU for the West Coast and $3,000/FEU to the East Coast. \u003c/p\u003e\u003cp\u003eOne carrier executive said the new going rate in service contract negotiations with shippers is $1,800 to $1,900 per FEU to the West Coast and about $1,000 higher to the East Coast. But even that may not be a level to satiate some beneficial cargo owners (BCOs) who may prefer to wait to see if the market moves lower. \u003c/p\u003e\u003cp\u003e“BCOs are still asking for lower,” the carrier executive said. \u003c/p\u003e\u003cp\u003eThe rapid decline in spot rates during the Lunar New Year factory closures in Asia is prompting some retailers to look at one or two more rounds of negotiations before they agree to a final contract rate for the 2025–26 service year, a second carrier source said. \u003c/p\u003e\u003cp\u003eMost service contracts begin on May 1. \u003c/p\u003e\u003ch3\u003eSpot rate plunge influencing contract talks \u003c/h3\u003e\u003cp\u003eSpot rates from North Asia to the West Coast were at $1,850 per FEU as of Thursday, down 19% in just one week, according to Platts, a sister company of the \u003ci\u003eJournal of Commerce\u003c/i\u003e within S\u0026amp;P Global. Rates to the East Coast of $2,900 per FEU were down 14% over the week. \u003c/p\u003e\u003cp\u003ePlummeting spot rates — which are about 46% lower than this time last year — are having a knock-on effect on service contract levels now under negotiation. \u003c/p\u003e\u003cp\u003e “Contract rates have mostly fallen below $2,000/$3,000,” said Rachel Shames, vice president for pricing and procurement at the forwarder CV International. “Carriers are becoming more aggressive with rates.” \u003c/p\u003e\u003cdiv class=\"wrapper-narrow\"\u003e\u003cdynamic-object type=\"jocchartid\" resource-id=\"e7a65aab-9aac-4f07-9b74-1793746c01ef\"\u003e\u003c/dynamic-object\u003e\u003c/div\u003e\u003cp\u003eKevin Parkerson, an industry consultant and former logistics manager at national retailers, said he’s seeing West Coast/East Coast levels now talked at $1,800/$2,900. \u003c/p\u003e\u003cp\u003e“I would not be surprised to see $1,700 [for the West Coast],” he said. \u003c/p\u003e\u003cp\u003eFour importers who spoke to the \u003ci\u003eJournal of Commerce\u003c/i\u003e said carriers, in a second round of negotiations over 2025–26 contracts, are now quoting rates below $2,000 to the West Coast and $3,000 to the East Coast. \u003c/p\u003e\u003cp\u003e“Round two is now south of $2,000 [to the West Coast],” said one importer in the apparel sector. \u003c/p\u003e\u003ch3\u003eConfusion, frustration over tariffs \u003c/h3\u003e\u003cp\u003eWhile they negotiate new service contracts with carriers, importers are also trying to plan their sourcing and supply chain requirements while wading through the day-to-day confusion over the Trump administration’s ever-changing policy on tariffs. \u003c/p\u003e\u003cp\u003eFrustrated retailers and importers say it has become increasingly difficult to plan ahead. \u003c/p\u003e\u003cp\u003e“We are making estimates on [the tariffs’] impact on a per-unit basis and determining how that might impact imports on [vessel] strings where we do not have many options,” said an importer in the automotive sector. “This whole tariff thing is causing chaos and an inability to plan. We hate it.” \u003c/p\u003e\u003cp\u003eAn importer in the furniture sector said he is almost becoming numb to the bluster and constantly changing announcements from the White House on which nations will be hit with tariffs and how much those tariffs will be. \u003c/p\u003e\u003cp\u003e“Whatever answer I get could change in the next 24 hours,” the source said. If and when some clarity is achieved as to how the tariffs will affect sourcing, “[we] will certainly go to our carriers” to lock in vessel space, he added. \u003c/p\u003e\u003cp\u003eMeanwhile, importers say they will \u003ca href=\"https://www.joc.com/article/new-year-heralds-triple-threat-to-us-container-shipping-5908327\"\u003econtinue to engage in frontloading of seasonal merchandise\u003c/a\u003e while they wait for clarity on tariffs. One importer said he is already bringing in back-to-school and other fall merchandise, and another said his team is preparing to begin importing year-end holiday merchandise soon depending on the ability of factories in Asia to deliver the products. \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":"One carrier executive said the new going rate in trans-Pacific service contract negotiations with shippers is $1,800 to $1,900 per FEU to the West Coast and about $1,000 higher to the East Coast. Photo credit: Robert V Schwemmer / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1741978094747","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":"16","Name":"Transport, Trade and Regulation News","Redirects":[{"Path":"/supply-chain/transport-trade-and-regulation-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"34","Name":"Container lines","Redirects":[{"Path":"/maritime/container-shipping-news/container-lines","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"36","Name":"Forwarding","Redirects":[{"Path":"/maritime/container-shipping-news/forwarding","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"38","Name":"Trans-Pacific","Redirects":[{"Path":"/maritime/container-shipping-news/trans-pacific","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Bill Mongelluzzo, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1741966231000","TitlePlainText":"Tariffs, falling spot market weaken contract resolve of trans-Pac carriers","Published":true,"Redirects":[{"Path":"/article/tariffs-falling-spot-market-weaken-contract-resolve-of-trans-pac-carriers-5962830","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eFresh questions about the direction of the US economy after the tariff chaos unleashed by the Trump administration in recent weeks has container lines resetting their rate expectations for the 2025–26 service year.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Fresh questions about the direction of the US economy after the tariff chaos unleashed by the Trump administration in recent weeks has container lines resetting their rate expectations for the 2025–26 service year.","__typename":"Document"},{"Id":"5962308_JournalOfCommerce","Attachments":[{"FileName":"5962333_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eThe Trump administration’s flurry of threats against trading partners puts shippers at risk of tariff “stacking” as import duties compound on top of other charges, customs experts say. That flurry is adding to the increasing compliance burden on shippers who face what one expert called a “massive historic shift” in the cost of US import duties. \u003c/p\u003e\u003cp\u003eOn Tuesday, President Donald Trump’s executive order ending tariff exemptions on steel and aluminum imports from Canada, Mexico, the European Union and South Korea went into effect. The move essentially reinstates a 25% tariff from Trump’s first administration, but from which those countries had successfully negotiated exemptions. \u003c/p\u003e\u003cp\u003eCameron Roberts, partner at trade and customs law specialist Roberts \u0026amp; Kehagiaras, said at the \u003ci\u003eJournal of Commerce\u003c/i\u003e’s TPM25 conference in Long Beach, California, last week that complying with the steel and aluminum tariffs “is going to be a major headache for everybody when you are importing goods into the United States” as it will require calculating the non-US metal content of goods for their customs entry. \u003c/p\u003e\u003cp\u003e“That will be an important one to watch,” Roberts said. “There has been a recent discussion and information from the US Customs messaging system about derivatives and figuring out how much of the steel in a product is made from non-US steel and paying the countervailing duty on those amounts.” Tariffs on copper imports could also rise under a pending US trade investigation. \u003c/p\u003e\u003cp\u003eThose tariffs would come on top of the current 25% tariff rates on all goods from Canada and Mexico, along with the 20% tariffs on imports from China. The cornerstone of Trump’s “America First” trade policy, Roberts said, is removing the trade deficit between the US and its three largest trading partners. \u003c/p\u003e\u003cp\u003e“The answer from the administration is we are going to make it extremely expensive to import into the United States of America,” Roberts said. “So, these [tariffs] are stacking. \u003c/p\u003e\u003cp\u003e“Over the last two decades, tariff rates have averaged 2% to 3%,” he added. “We are seeing now, what, a [multiple of 10] change? This is a massive historic shift.” \u003c/p\u003e\u003cp\u003eAlso speaking at TPM25, Pete Mento, director of customs at forwarder DSV, said Trump’s threat of an across-the-board 10% tariff on all imports is also hanging over the heads of importers. \u003c/p\u003e\u003cp\u003e“That would run roughshod on inflation,” Mento said. \u003c/p\u003e\u003ch3\u003eTariff wildcards coming \u003c/h3\u003e\u003cp\u003eTrump implemented the country-specific tariffs under the International Emergency Economic Powers Act (IEEPA), which gives US presidents executive authority over parts of the economy due to a national emergency. Typically used to impose financial penalties on criminal and terrorist groups, IEEPA has only been used once before for tariffs, by President Richard Nixon in 1971. \u003c/p\u003e\u003cp\u003eRoberts said the IEEPA tariffs, which are being justified to stem flows of illegal drugs and migrants into the US, offer the most latitude for new carveouts and exemptions because they are over negotiable issues. \u003c/p\u003e\u003cp\u003eHowever, steel and aluminum tariffs, which were imposed under national security provisions of US trade law, are more likely to last due to Trump’s policy of building up US manufacturing and national defense capacity. \u003c/p\u003e\u003cp\u003eAnother tariff wildcard will come in April when the Trump administration is scheduled to release a wide-ranging report on what it sees as unfair practices of US trading partners. The report is expected to address how the US could enact “reciprocal” tariffs against countries based on the tariffs they charge US exports. \u003c/p\u003e\u003cp\u003eThat would upend the practice of most import duties being assessed based on the type of goods, not the country of origin. DSV’s Mento said the additional line items for country-specific goods will balloon the number of possible import classifications in the US tariff schedule. The retaliatory measures that China, Canada and the European Union enacted in response to Trump’s trade measures further risk spiraling reciprocal tariffs upward. \u003c/p\u003e\u003cp\u003e“Trump said he’s going to put a 25% tariff on Japanese and European cars, but that’s far beyond reciprocal,” Mento said. “So now I’m worried that reciprocal tariffs will be far higher than imagined and more punitive.” \u003c/p\u003e\u003cp\u003eThe tariff escalations put further risk on importers who use a customs bond to release cargo prior to paying actual import duties, Roberts said. The increasing size of tariffs means importers will have to post additional bonds, raising their financial costs and increasing their credit risk. \u003c/p\u003e\u003cp\u003e“This increase in duty will diminish your profit margin if you are an importer,” Roberts said. “If your financials don’t look as good, you will have a harder time qualifying for credit.” \u003c/p\u003e\u003cp\u003eOn top of the tariffs, Roberts said shippers need to know the makeup of the fleet carrying their imports due to \u003ca href=\"https://www.joc.com/article/us-port-tax-would-scramble-ocean-services-raise-shipper-costs-drewry-5952046\"\u003eTrump’s plan for a port tax on Chinese ocean carriers and ships\u003c/a\u003e. The proposed order calls for fees of about $1 million per port call based on a mix of factors including the ship’s country of ownership, the number of newbuilds the carrier has at Chinese shipyards and the cargo capacity of the ships. \u003c/p\u003e\u003cp\u003e“If you have a vessel, you could be responsible to pay the fee for bringing in the ship, plus being a Chinese firm, for having a majority of Chinese-built ships, plus a majority of Chinese-built ships in the order process,” Roberts said. “You could be looking at a $4 million to $5 million hit just for coming into the US.” \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 tariff escalations put further risk on importers who use a customs bond to release cargo prior to paying actual import duties, one expert said. Photo credit: Port of Los Angeles.","__typename":"Metadata"},"ModDate":"1742216955263","Taxonomy":{"MainCategory":[{"Id":"16","Name":"Transport, Trade and Regulation News","Redirects":[{"Path":"/supply-chain/transport-trade-and-regulation-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"34","Name":"Container lines","Redirects":[{"Path":"/maritime/container-shipping-news/container-lines","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Michael Angell, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1741953600000","TitlePlainText":"Escalating tariff costs are ‘massive’ financial shift for US importers: experts","Published":true,"Redirects":[{"Path":"/article/escalating-tariff-costs-are-massive-financial-shift-for-us-importers-experts-5962308","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe dizzying pace of the Trump administration’s moves against longtime US trading partners is putting shippers at risk of facing hefty new costs as a result of tariff “stacking.” \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The dizzying pace of the Trump administration’s moves against longtime US trading partners is putting shippers at risk of facing hefty new costs as a result of tariff “stacking.”","__typename":"Document"},{"Id":"5962221_JournalOfCommerce","Attachments":[{"FileName":"5961619_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eVisibility providers are having to meet the ever-expanding real-time ocean freight data needs of their forwarder and shipper customers without measurable progress from shipping lines in establishing application programming interfaces (APIs) to convey key milestones. \u003c/p\u003e\u003cp\u003eInstead, those vendors are having to cobble together data via web scraping, electronic data interchange (EDI) messages, CSV files and automatic ship identification (AIS) information to paint a predictive picture for those customers. \u003c/p\u003e\u003cp\u003eWhereas the industry might have expected shipping lines to have provided APIs to allow easy access to container milestones by now, the reality is that there is a large variance between the availability, completeness and quality of the APIs that do exist. \u003c/p\u003e\u003cp\u003e“The top 10 ocean carriers, they’re moving a significant volume of containers,” Akshay Dodeja, CEO of visibility provider Terminal49, said at the \u003ci\u003eJournal of Commerce\u003c/i\u003e’s TPM25 conference in Long Beach last week. “And they’re already investing a lot in their own infrastructure. We’re talking about millions and millions of dollars of investment to maybe just break even on providing those APIs, so I can empathize with them. There are also maybe even negative incentives to develop APIs.” \u003c/p\u003e\u003cp\u003eDodeja said it might not even make sense for carriers to invest in APIs given the direction the software engineering world is headed. \u003c/p\u003e\u003cp\u003e“On the customer-facing side, we’re way beyond APIs,” he said. “We actually don’t even encourage APIs, because we completely sync everything to their data warehouses, so the more sophisticated buyers that are using us are warehousing all their data into [data warehouse providers] Snowflake, BigQuery, or Google Cloud.” \u003c/p\u003e\u003cp\u003eThe move by shippers and forwarders to build data warehouses is focused on being able to test new software vendors easily but also to drive faster and more accurate reporting. \u003c/p\u003e\u003cp\u003e“That’s not happening via API,” Dodeja said. “Now, we just sync everything to a data warehouse every hour. Ultimately, programmatic data will make supply chains more efficient.” \u003c/p\u003e\u003ch3\u003eCarrier dilemma \u003c/h3\u003e\u003cp\u003eAnand Medepalli, chief product officer at visibility provider Shippeo, said that ocean carriers are in a bit of a dilemma when it comes to investing in APIs to connect with the market. On one hand, in EDI there are existing and trusted standardized means for conveying container milestones. On the other hand, creating APIs would allow a carrier more control over who is accessing location and status data versus having third parties web scraping to get that data. \u003c/p\u003e\u003cp\u003e“[Scraping] is the pull mechanism that we use today,” Medepalli said at TPM25. “If ocean carriers do have an API strategy, they have to give credentials and therefore can control access. They know who is coming and why, they can even direct them to a certain area of the website so that the website is not getting heavy hits at the wrong time. Ocean carriers have got tons of good reasons to do this right, but they really need to get their heads together, come up with one standard that everybody can subscribe to, and then become reliable.” \u003c/p\u003e\u003cp\u003eIn the interim, users of milestone data are relying on aggregators in lieu of setting up feeds of their own. \u003c/p\u003e\u003cp\u003e“From a forwarder perspective, I’m never going to integrate directly with a carrier,” Jamie Andrade, senior vice president of product management at SEKO Logistics, said at TPM25. “Ultimately, I don’t care how [my visibility provider] gets the data. They can pull it off of a CSV or an Excel spreadsheet, but they need to give me an API.” \u003c/p\u003e\u003cp\u003eThere’s also the issue of maintaining APIs. \u003c/p\u003e\u003cp\u003e“We don’t have the resources to go do all of the individual carrier APIs, and then have to maintain all of that,” she said. “That’s why there’s value in going through an integrator. But then if the carrier charges you, your prices go up, and yes, my price goes up.” \u003c/p\u003e\u003cp\u003eAndrade also mentioned that many forwarders are essentially “double paying” for visibility data because their freight management systems also provide visibility that can’t be turned off, but that’s not always good enough for their needs. \u003c/p\u003e\u003ch3\u003eContext needed \u003c/h3\u003e\u003cp\u003eMedepalli said another reason that ocean carrier APIs haven’t progressed as fast as the industry may have hoped is that visibility providers are able to add context to simple milestone information for their customers in ways that carriers don’t. \u003c/p\u003e\u003cp\u003e“Visibility, for the sake of visibility, is not interesting,” he said. “We just don’t take someone’s data and massage it and then throw it to them. We actually contextualize it. We integrate with other systems to make sure that this data makes sense.” \u003c/p\u003e\u003cp\u003eMedepalli added that using other data shows that the API data from carriers often isn’t of a high enough quality upon which to base a prediction. \u003c/p\u003e\u003cp\u003e“If an AIS position says that the vessel is there, does it correspond to what the carrier is saying?” he said. “Sometimes, it’s the reverse problem. We actually correlate other data, like AIS data, to make sure that the data we are getting from the carrier API is actually a good quality.” \u003c/p\u003e\u003cp\u003eUltimately, Dodeja said he believes shipping lines will have to adapt to an environment where quality data is a given for customers. Larger shippers and forwarders have the internal teams to manage that data directly and small to midsize companies will use visibility aggregators. \u003c/p\u003e\u003cp\u003e“Not every customer solution [for carriers] is a massive financial opportunity,” he said. “But some things just make a lot of sense because customers want it, and we now are moving towards more programmatic access to this data to integrate it into their workflows.” \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Eric Johnson at \u003c/i\u003e\u003ca href=\"mailto:eric.johnson@spglobal.com\"\u003e\u003ci\u003eeric.johnson@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":"Visibility vendors believe established and emerging data exchange processes are making investment into APIs less attractive for carriers. Photo credit: CaughtInTheMoment.com.","__typename":"Metadata"},"ModDate":"1741879514827","Taxonomy":{"MainCategory":[{"Id":"17","Name":"Logistics Technology News","Redirects":[{"Path":"/supply-chain/logistics-technology-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"34","Name":"Container lines","Redirects":[{"Path":"/maritime/container-shipping-news/container-lines","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"36","Name":"Forwarding","Redirects":[{"Path":"/maritime/container-shipping-news/forwarding","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Eric Johnson, Senior Technology Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1741877654000","TitlePlainText":"Lack of carrier API progress belies market adaptation to other visibility options","Published":true,"Redirects":[{"Path":"/article/lack-of-carrier-api-progress-belies-market-adaptation-to-other-visibility-options-5962221","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eWhile shippers might have expected ocean carriers to make application programming interfaces widely available by 2025, negative incentives have inhibited that progress. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"While shippers might have expected ocean carriers to make application programming interfaces widely available by 2025, negative incentives have inhibited that progress.","__typename":"Document"},{"Id":"5960783_JournalOfCommerce","Attachments":[{"FileName":"5960781_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eShippers wrestling with decisions on which software and data partners to use are starting to build internal data warehousing capabilities to make it easier to test which of those providers are solving actual problems. \u003c/p\u003e\u003cp\u003eThat’s a new development and a shift from the traditional environment in which a shipper wanting to trial a new technology would have to create a time-consuming and expensive integration with each new prospective provider. \u003c/p\u003e\u003cp\u003eData warehouses are repositories where an enterprise can house information across its organization — not only in logistics and transportation — to make it easier to store, manage and analyze large amounts of data. Among the largest providers of data warehouses, also called data lakes, are Snowflake, Databricks, Microsoft Azure and Amazon. \u003c/p\u003e\u003cp\u003e“We knew we needed a data warehouse, and it was a fairly fast standup,” Julia Bedanova, COO at Million Dollar Baby, said at the \u003ci\u003eJournal of Commerce\u003c/i\u003e’s TPM25 conference in Long Beach last week. “Within three months we were getting value out of that, because we invested in that foundation with Databricks first versus integrating with all these various solutions providers, or with sheer force, forcing the integrations.” \u003c/p\u003e\u003cp\u003eThat foundation has allowed Million Dollar Baby to trial and use a number of software-as-a-service (SaaS) and data-as-a-service (DaaS) products to support its logistics team. \u003c/p\u003e\u003cp\u003e“The [application programming interfaces] are easy and clean, all of my partners are able to look into it and we’re able to exchange data in a very safe and segregated manner,” she said. “That was a critical piece to us being able to accelerate scaling and trying new solutions.” \u003c/p\u003e\u003cp\u003eThe process has become so streamlined, in fact, that Bedanova had to recently exert some control over the number of SaaS products to which Million Dollar Baby is subscribed. \u003c/p\u003e\u003cp\u003e“One of the things we’ve been observing, and almost in awe of, is how huge that SaaS line in our budget has ballooned over the years,” she said. “It’s quadrupled over the last three years. It’s not just supply chain, it’s across the board. [Shippers] are becoming that much more dependent on SaaS companies.” \u003c/p\u003e\u003ch3\u003eEnabling a multi-vendor approach \u003c/h3\u003e\u003cp\u003eAnother shipper, Abercrombie \u0026amp; Fitch, also noted its use of Databricks as a backbone that enabled predictive estimated times of arrival (ETAs) for import shipments in which it depends on two software vendors and a third-party logistics provider to collaborate. \u003c/p\u003e\u003cp\u003e“We’ve changed the way we integrate with partners,” Kristen Kravitz, group vice president of transportation at Abercrombie, said during a separate session at TPM25. “We’ve moved to a Power BI environment with Databricks.” \u003c/p\u003e\u003cp\u003ePower BI is a data visualization tool that helps businesses build reports. Tying it to a data warehouse that pulls data from all of a company’s systems is becoming de rigueur, according to numerous software executives who spoke to the \u003ci\u003eJournal of Commerce\u003c/i\u003e at TPM25. \u003c/p\u003e\u003cp\u003eIn Abercrombie’s case, the company was transitioning from relying wholly on a retired E2open product for track and trace to one that pulled data from project44 and its origin management provider Century Supply Chain Solutions into the E2open transportation management system it uses. \u003c/p\u003e\u003cp\u003eThat relied not only on cooperation between those providers — who would ordinarily compete fiercely with one another for Abercrombie’s business — but on Abercrombie’s ability to make data from its internal systems more accurate and accessible. \u003c/p\u003e\u003cp\u003e“We wanted to pull better information in with the platforms we’re already using, whether it’s E2open, project44 or Century,” Kravitz said. “It’s unlocked much better reporting and visibility for us. Making better, faster, data-driven decisions was a big piece of this. We needed to modernize the foundation.” \u003c/p\u003e\u003cp\u003eKravitz said that Abercrombie historically relied on E2open to integrate with its vendors and partners for visibility. \u003c/p\u003e\u003cp\u003e“We just didn’t have the resources,” she said. “And now our architecture allows us to do that to a greater degree. Some of it is [the data warehouse] but some of it is work we’ve done internally to change the way we connect as well.” \u003c/p\u003e\u003ch3\u003e‘No choice’ \u003c/h3\u003e\u003cp\u003eGautam Prem Jain, CEO of transportation management visibility software vendor GoComet, said at TPM25 that “most companies don’t have a choice” when it comes to integrations. \u003c/p\u003e\u003cp\u003e“They have their [enterprise resource planning system] set up in a certain way and now they need to figure out how to make do,” he said. “It’s up to SaaS providers to not make it harder to test and buy in that environment. \u003c/p\u003e\u003cp\u003e“It’s a catch-22 situation. If you integrate, it will take six months to a year to show value,” Jain added. “The [proof of concept] should be able to happen without integration quickly to demonstrate the [return on investment] because enterprises want to be able to see value really fast.” \u003c/p\u003e\u003cp\u003eLogistics technology integration specialists are aware of the trend, among both forwarders and shippers. \u003c/p\u003e\u003cp\u003eConeksion, formerly Youredi, is used by shippers and forwarders to connect to shipping lines, ports, terminals and software vendors and is an integration partner with Azure. \u003c/p\u003e\u003cp\u003ePrompt, which provides software to both segments, said it has a data warehouse product specifically designed to plug into widely-used forwarding software platforms such as CargoWise One and Magaya. \u003c/p\u003e\u003cp\u003eChain.io, which also serves both segments, has a native integration with Snowflake. Chain CEO Brian Glick told the \u003ci\u003eJournal of Commerce\u003c/i\u003e that its work revolves around sanitizing and structuring the data before it goes into a data warehouse. \u003c/p\u003e\u003cp\u003e“Otherwise, lots of bad and unstructured data goes in and people have trouble making sense of it when they want to do analytics,” Glick said. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Eric Johnson at \u003c/i\u003e\u003ca href=\"mailto:eric.johnson@spglobal.com\"\u003e\u003ci\u003eeric.johnson@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":"Abercrombie \u0026 Fitch discussed at TPM25 how its use of a data warehouse enabled it to work with three vendors for better visibility. Photo credit: CaughtintheMoment.com.","__typename":"Metadata"},"ModDate":"1741784241667","Taxonomy":{"MainCategory":[{"Id":"17","Name":"Logistics Technology News","Redirects":[{"Path":"/supply-chain/logistics-technology-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Eric Johnson, Senior Technology Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1741713373000","TitlePlainText":"Shippers investing in data warehousing capability to increase software options","Published":true,"Redirects":[{"Path":"/article/shippers-investing-in-data-warehousing-capability-to-increase-software-options-5960783","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe explosion of logistics software-as-a-service tools is leading shippers to build data foundations that reside outside of their internal systems. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The explosion of logistics software-as-a-service tools is leading shippers to build data foundations that reside outside of their internal systems.","__typename":"Document"},{"Id":"5958243_JournalOfCommerce","Attachments":[{"FileName":"5958233_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eGnosis Freight has announced a product integration with logistics payment vendor PayCargo and ocean carrier Hapag-Lloyd that connects shipper and forwarder payments to the liner with reduced dwell times and faster cargo release. \u003c/p\u003e\u003cp\u003eIn a vacuum, the announcement this week would be seen as a positive step toward using visibility data — of which Gnosis has become a key provider for ocean and intermodal rail — in a way that directly influences actions that matter to shippers, carriers and container terminals. \u003c/p\u003e\u003cp\u003eBut the announcement came exactly one week after another noteworthy development in the freight visibility space: FourKites saying it was withdrawing from consideration from the so-called real-time transportation visibility provider (RTTVP) “Magic Quadrant” reports published by technology advisory firm Gartner. \u003c/p\u003e\u003cp\u003eGartner’s Magic Quadrants, or MQs, are software comparison reports widely used by enterprise shippers to help narrow down vendor options in several key supply chain software categories, from demand planning and warehouse management to freight-focused areas such as transportation management and visibility. \u003c/p\u003e\u003cp\u003eVendors are eligible for consideration based on the number of customers they have, their range of product and service features, customer interest and geographic footprint. Only six vendors were considered in the 2025 RTTVP edition. \u003c/p\u003e\u003cp\u003eFourKites’ request to withdraw from the visibility MQ was due to its own changing business model focused around control tower technology, a model that wouldn’t be represented effectively by Gartner’s RTTVP criteria, FourKites asserted. FourKites was included in the most recent visibility MQ released last week, one of two providers (the other being fierce rival project44) in the “leaders” section of the quadrant. \u003c/p\u003e\u003ch3\u003ePublic questioning \u003c/h3\u003e\u003cp\u003eIn the 10 days since FourKites’ decision, much discussion has occurred online around the company’s withdrawal, including whether it was instigated by FourKites’ perennial placement in the quadrant behind project44. \u003c/p\u003e\u003cp\u003eBut more broadly, the decision has cast light on whether the visibility market as it currently exists is even well-captured by a report that focuses on pure transportation visibility data vendors that tend to cater mostly to large organizations with large software and data spend. \u003c/p\u003e\u003cp\u003eThe Gnosis-PayCargo announcement, in that context, shows the way the market is trending. \u003c/p\u003e\u003cp\u003e“Quadrants and their naming tend to lag behind market evolution,” Eric Fullerton, vice president of product marketing at project44, said in a LinkedIn discussion Thursday. “No player in that MQ positions themselves as just RTTVP.” \u003c/p\u003e\u003cp\u003eTo be clear, much of the FourKites-Gartner debate is inexorably tinged by a vendor’s reliance on visibility data as a core revenue driver or a value-add component for customers. \u003c/p\u003e\u003cp\u003eThose companies for whom visibility data is either the entire product or the core foundation of an application reliant on visibility data believe there is big differentiation in the market, largely based on modal coverage, geographic footprint, use of artificial intelligence and direct connection to decision-making tools. Those companies who view visibility as an ancillary product or perk regard it as undifferentiated and interchangeable. \u003c/p\u003e\u003ch3\u003eShippers need more \u003c/h3\u003e\u003cp\u003eThe FourKites decision essentially brought that long-simmering background issue into the open. But what does it mean for shippers? \u003c/p\u003e\u003cp\u003eBrian Schultz, chief growth officer at control tower provider Paxafe and a veteran of visibility vendor Shippeo, wrote in a blog post Thursday that shippers will require that visibility providers proactively manage shipments across modes and not be “a glorified data aggregator ... and merely repeat carrier-provided data.” \u003c/p\u003e\u003cp\u003e“While Gartner’s rankings generate discussion ... they’re increasingly disconnected from actual platform capabilities,” Schultz wrote. “Visibility alone is insufficient — actionability is essential.” \u003c/p\u003e\u003cp\u003eThe Gnosis-PayCargo payment portal with Hapag-Lloyd, announced during the \u003ci\u003eJournal of Commerce\u003c/i\u003e’s TPM25 conference in Long Beach, is a sign of how the market is evolving. \u003c/p\u003e\u003cp\u003eGnosis was not in the Gartner Magic Quadrant. It was likely too small, had customers in too few geographical markets and didn’t have complete enough modal coverage to qualify for the MQ, which makes sense because Gnosis isn’t even really an RTTVP vendor, anyway. \u003c/p\u003e\u003cp\u003eThe company became a provider of ocean and intermodal visibility data almost by accident, a consequence of building execution software that covers those modes and not being satisfied with the data provided by specialists. Gnosis now supplies that data to other software vendors, some of whom occupy lofty positions on the MQ. \u003c/p\u003e\u003cp\u003eIn a sense, Gnosis is the perfect example of how the market moves ahead of where somewhat static metrics could possibly cover. And it raises questions about the future of pure play visibility providers that have raised huge sums of external capital — mostly via venture funds. \u003c/p\u003e\u003ch3\u003eValuations leading to evolution \u003c/h3\u003e\u003cp\u003eThe same day FourKites announced it was leaving the visibility MQ, Jonah McIntire, chief platform officer at Transporeon, wrote a blog post arguing that project44, FourKites and Shippeo had collectively raised more than $1.2 billion and would have to collectively exit for at least $5 billion to give their venture backers the return they would have initially sought. \u003c/p\u003e\u003cp\u003eMcIntire said that return will be impossible because the total addressable market (TAM) analysis of venture capital-backed startups “overestimated the actual market size and willingness to buy.” He said it’s especially true because the market isn’t inclined to spend more to achieve better visibility compared with “good enough” visibility. \u003c/p\u003e\u003cp\u003eWhen considering McIntire’s view of the market, it’s important to note Transporeon falls into the category of vendors for whom visibility is an ancillary feature, not a core revenue driver. The company is more commonly used for transportation procurement and execution. \u003c/p\u003e\u003cp\u003eBut Fullerton argues the magic quadrants still have merit, if you consider who is using them. \u003c/p\u003e\u003cp\u003e“While imperfect, these quadrants drive billions in tech spending annually,” he wrote on LinkedIn Thursday. “The market speaks. Buyers with budgets — not critics — fuel the demand.” \u003c/p\u003e\u003cp\u003e“No company feels Gartner’s criteria represents them properly,” Fullerton added. “I don’t feel like RTTVP criteria reflects our platform, but it’s the game we signed up to play when agreeing to participate in the evaluation.” \u003c/p\u003e\u003cp\u003eIndeed, both FourKites and project44 have in recent weeks announced AI enhancements to their products and new applications designed to extend the utility of visibility data. \u003c/p\u003e\u003cp\u003eOne source close to the Gartner process told the \u003ci\u003eJournal of Commerce\u003c/i\u003e in early February that the RTTVP Magic Quadrant wasn’t really relevant any more given the way the market has evolved. \u003c/p\u003e\u003cp\u003e“Visibility problems need to be increasingly urgent or novel,” McIntire wrote. “Their sales efforts need to make visibility more complicated than it really is. And I don’t think the supply chain management community buys that narrative anymore.” \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Eric Johnson at \u003c/i\u003e\u003ca href=\"mailto:eric.johnson@spglobal.com\"\u003e\u003ci\u003eeric.johnson@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":"Vendors at the top of the visibility market need to exit for billions of dollars to satisfy their early-stage investors, according to Transporeon Chief Platform Officer Jonah McIntire. Photo credit: Vitpho / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1741694054510","Taxonomy":{"MainCategory":[{"Id":"17","Name":"Logistics Technology News","Redirects":[{"Path":"/supply-chain/logistics-technology-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"11","Name":"Trucking News","Redirects":[{"Path":"/surface/trucking-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"12","Name":"Rail News","Redirects":[{"Path":"/surface/rail-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Eric Johnson, Senior Technology Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1741373838000","TitlePlainText":"FourKites’ exit from Gartner visibility assessment highlights evolving market","Published":true,"Redirects":[{"Path":"/article/fourkites-exit-from-gartner-visibility-assessment-highlights-evolving-market-5958243","__typename":"Redirect"},{"Path":"/article/fourkites-exit-from-gartner-visibility-assessment-highlights-evolving-scrutiny-5958243","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe visibility market has bifurcated into standalone vendors too small to be captured by Gartner’s “Magic Quadrant” report and larger vendors whose platforms extend far beyond what the report evaluates.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The visibility market has bifurcated into standalone vendors too small to be captured by Gartner’s “Magic Quadrant” report and larger vendors whose platforms extend far beyond what the report evaluates.","__typename":"Document"},{"Id":"5957748_JournalOfCommerce","Attachments":[{"FileName":"5957737_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eCMA CGM announced Thursday it would spend $20 billion over the next four years to significantly bolster its logistics presence in the US, including expanding its US-flag fleet and increasing capacity at key US ports. \u003c/p\u003e\u003cp\u003eThe stunning announcement from the French shipping giant came as Rodolphe Saadé, chairman and CEO of CMA CGM Group, met at the White House with US President Donald Trump. \u003c/p\u003e\u003cp\u003eThe meeting between Trump and Saadé and the huge investment from the ocean carrier also comes amid heightened political sensitivities in the US as far as the container shipping industry is concerned. Trump’s US Trade Representative has \u003ca href=\"https://www.joc.com/article/us-port-tax-would-scramble-ocean-services-raise-shipper-costs-drewry-5952046\"\u003eproposed slamming Chinese-built and -operated ships calling US ports with huge fees\u003c/a\u003e, while the administration is making a push to re-energize the US shipbuilding sector. \u003c/p\u003e\u003cp\u003e“Over the next four years, we will significantly grow our US-flagged fleet, expand the capacity of key container ports on both coasts, develop state-of-the-art warehousing across the country, and establish a significant air cargo hub in Chicago,” Saadé said in a statement. “This will create 10,000 new American jobs and further strengthen our partnership with American customers and public authorities.” \u003c/p\u003e\u003cp\u003eThe US investment plan for CMA CGM includes adding 30 new vessels to the fleet of its US-flag carrier APL and deploying five new Boeing 777 freighters to serve a new air cargo hub it will build in Chicago. \u003c/p\u003e\u003cp\u003eThe carrier said it will also develop infrastructure at ports in New York/New Jersey, Los Angeles, Houston, Miami and Dutch Harbor in Alaska and build or expand 400 “state-of-the-art\" warehouses across the US. It will also develop a new logistics research and development hub in Boston. \u003c/p\u003e\u003cp\u003eIn comments from the Oval Office, Trump praised Saadé, saying that “knowing him,” he wouldn’t be surprised if CMA CGM becomes the world’s top container line. CMA CGM is now the world’s third-largest carrier as measured by tonnage. \u003c/p\u003e\u003cp\u003e“He’s going to be investing $20 billion into the United States because of the election,” Trump said. “...We lost our way. For many years we didn’t do anything. We used to build a ship a day.” \u003c/p\u003e\u003cp\u003eTrump said in the coming weeks he would announce a massive US shipbuilding program as the White House \u003ca href=\"https://www.joc.com/article/trumps-expansionist-worldview-puts-us-maritime-interests-in-spotlight-5946935\"\u003eaims to galvanize an industry\u003c/a\u003e that’s been in decline since World War II. \u003c/p\u003e\u003ch3\u003eSpending plan follows prior US terminal investments \u003c/h3\u003e\u003cp\u003eThe CMA CGM investment follows the company acquiring two marine terminals at the Port of New York and New Jersey in 2023. It also acquired the \u003ca href=\"https://www.joc.com/article/cma-cgm-flexes-financial-might-fenix-marine-acquisition_20211103.html\"\u003eFenix Marine Services container terminal in Los Angeles in late 2021.\u003c/a\u003e\u003c/p\u003e\u003cp\u003eThanks to record-setting profits in 2021 and 2022, container lines have invested heavily in marine terminals. \u003c/p\u003e\u003cp\u003eMediterranean Shipping Co., the world’s largest container line as measured by tonnage, is on track to become the largest global terminal operator after its Terminal Investment Limited (TiL) arm and BlackRock Group \u003ca href=\"https://www.joc.com/article/hutchison-inks-228-billion-deal-to-sell-majority-of-port-holdings-to-blackrock-til-5955819\"\u003eon Tuesday announced\u003c/a\u003e they would acquire the majority of Hutchison Port Holdings’ network outside of China and Hong Kong in a $22.8 billion deal. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Mark Szakonyi at \u003c/i\u003e\u003ca href=\"mailto:mark.szakonyi@spglobal.com\"\u003e\u003ci\u003emark.szakonyi@spglobal.com\u003c/i\u003e\u003c/a\u003e.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"CMA CGM said it will develop infrastructure at ports in New York/New Jersey, Los Angeles, Houston, Miami and Dutch Harbor in Alaska. Photo credit: Sheila Fitzgerald / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1741305075187","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":"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":"34","Name":"Container lines","Redirects":[{"Path":"/maritime/container-shipping-news/container-lines","__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"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Mark Szakonyi, Executive Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1741300154000","TitlePlainText":"CMA CGM to invest $20 billion in US shipping, ports and logistics","Published":true,"Redirects":[{"Path":"/article/cma-cgm-to-invest-20-billion-in-us-shipping-ports-and-logistics-5957748","__typename":"Redirect"},{"Path":"/article/cma-cgm-says-will-invest-20-billion-in-us-shipping-ports-and-logistics-5957748","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe carrier’s investment, announced while its chief executive met at the White House with President Donald Trump, comes amid heightened political sensitivities in the US as far as the container shipping industry is concerned.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The carrier’s investment, announced while its chief executive met at the White House with President Donald Trump, comes amid heightened political sensitivities in the US as far as the container shipping industry is concerned.","__typename":"Document"},{"Id":"5957721_JournalOfCommerce","Attachments":[{"FileName":"5951880_0.1.jpg","FileType":"Nondownloadable","Title":null,"__typename":"Attachment"},{"FileName":"5957626_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eLong Beach, California — Container shipping in the major east-west trade lanes could face as much as six months of disruption this year in vessel capacity, consumer demand and the direction of freight rates as the industry grapples with the impact of Trump administration tariffs and geopolitical developments such as the Red Sea crisis. \u003c/p\u003e\u003cp\u003eThat was the message provided Wednesday at the close of the \u003ci\u003eJournal of Commerce\u003c/i\u003e’s TPM25 by Lars Jensen, CEO of Vespucci Maritime. Jensen told shippers who are planning their supply chains for the coming year to move slowly and carefully because it will take some months before clarity is achieved. \u003c/p\u003e\u003cdiv class=\"wrapper-narrow float-right-element\"\u003e\u003cimg src=\"/images/phoenix/5951880_0.1.jpg\"\u003e\u003c/img\u003e\u003c/div\u003e\u003cp\u003e“The reality is it is impossible to predict even one or two months from now,” he said. “This period of uncertainty could last for quite a while.” \u003c/p\u003e\u003cp\u003eThe resumption of Suez Canal transits, which will eventually free up a significant amount of vessel capacity in the Asia-Europe and trans-Pacific trades, appears to be inching closer. However, carriers will not rush back until they can be confident vessels can transit the corridor safely, Jensen said. \u003c/p\u003e\u003cp\u003eIf they return too soon and attacks on vessels resume, carriers’ networks will be completely out of balance. \u003c/p\u003e\u003cp\u003e“It could be one or two months, but more likely six months from now,” Jensen said of Suez transits, which have been effectively on hold for the past 15 months. \u003c/p\u003e\u003cp\u003eJensen suggested the best time to resume regular transits through the key waterway is near Golden Week in October, when factories in China shut down and import volumes drop. Even then, shippers should anticipate mounting container backlogs at key load centers, he said. \u003c/p\u003e\u003ch3\u003eTrans-Pac spot rates decline \u003c/h3\u003e\u003cp\u003eTrans-Pacific spot rates, meanwhile, continue to decline. Rates as of Wednesday were $3,400 per FEU to the East Coast, down 4% week over week and 39% lower year over year. West Coast rates of $2,300 per FEU were 6% lower on the week and down 41% year over year, according to Platts, a \u003ci\u003eJournal of Commerce\u003c/i\u003e sister product within S\u0026amp;P Global. \u003c/p\u003e\u003cp\u003eThe declines are the normal “competitive dynamics among carriers” during the post-Lunar New Year lull, but Jensen, also a \u003ci\u003eJournal of Commerce\u003c/i\u003e analyst, said he believes it’s only temporary. “Demand remains strong,” he said. \u003c/p\u003e\u003cdiv class=\"wrapper-narrow\"\u003e\u003cdynamic-object type=\"jocchartid\" resource-id=\"e7a65aab-9aac-4f07-9b74-1793746c01ef\"\u003e\u003c/dynamic-object\u003e\u003c/div\u003e\u003cp\u003eRate uncertainty is likely in the coming months as carriers adjust their networks to the new alliances that took effect in February. Carriers will also adjust capacity in response to fluctuations in consumer demand as new tariffs unfold, Jensen said. However, if a rate collapse is to come following a return to Suez Canal transits, it is still some months away, he said. \u003c/p\u003e\u003ch3\u003eTrump and USTR vs. container shipping \u003c/h3\u003e\u003cp\u003eDonald Trump’s threats to impose punishing tariffs on the largest US trading partners of Mexico, Canada and China, and the threat of counter-tariffs, change literally by the day. This injects huge uncertainty into shippers’ supply chain planning efforts and possibly foreshadows a shift to a permanently fragmented global trading order, Jensen said. \u003c/p\u003e\u003cp\u003e“This is a world where old rules don’t apply,” he said. \u003c/p\u003e\u003cp\u003eSomewhat farcical but potentially costly developments embodied in the “America First” Ships for America plan, as well as the US Trade Representative’s (USTR’s) proposal to impose huge levies on calls by Chinese-built or operated vessels, further muddy the waters of the US container trades, said Jensen. \u003c/p\u003e\u003cp\u003eUSTR’s proposed policy of taxing carriers $1 million per call by vessels built in Chinese shipyards would likely force carriers to consolidate their calls into larger load-center ports on each coast to reduce operational costs. This would work to the disadvantage of smaller ports likely eliminated from the rotations, Jensen said. \u003c/p\u003e\u003cp\u003e“These people [at USTR] have zero knowledge of shipping,” he 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":false,"FeatureImageCopyright":"The disruptions in the east-west trade lanes caused by US policies and geopolitical developments could create uncertainty for shippers for as long as six months, according to Lars Jensen. Photo credit: CaughtintheMoment.com.","__typename":"Metadata"},"ModDate":"1741791679223","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":"16","Name":"Transport, Trade and Regulation News","Redirects":[{"Path":"/supply-chain/transport-trade-and-regulation-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"36","Name":"Forwarding","Redirects":[{"Path":"/maritime/container-shipping-news/forwarding","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"37","Name":"Asia-Europe","Redirects":[{"Path":"/maritime/container-shipping-news/asia-europe","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"38","Name":"Trans-Pacific","Redirects":[{"Path":"/maritime/container-shipping-news/trans-pacific","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Bill Mongelluzzo, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1741291574000","TitlePlainText":"TPM25: Carriers, shippers face year of turmoil and uncertainty","Published":true,"Redirects":[{"Path":"/article/tpm25-carriers-shippers-face-year-of-turmoil-and-uncertainty-5957721","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eAnalyst Lars Jensen’s closing message to conference participants planning their supply chains for the coming year is to move slowly and carefully because it will take months before clarity emerges.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Analyst Lars Jensen’s closing message to conference participants planning their supply chains for the coming year is to move slowly and carefully because it will take months before clarity emerges.","__typename":"Document"},{"Id":"5957647_JournalOfCommerce","Attachments":[{"FileName":"5957621_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eStrong volumes and gross profit growth buoyed revenue and profitability for DHL Global Forwarding in the fourth quarter, but the division continued to underperform for the full year, company executives said Thursday. \u003c/p\u003e\u003cp\u003eMelanie Kreis, DHL’s CFO, said Global Forwarding saw “above-market volume growth in the fourth quarter.” \u003c/p\u003e\u003cp\u003eAir freight experienced a 12% increase in gross profit per unit in the quarter, while there was a 10% increase for ocean freight year over year due to the strong peak season, Kreis told analysts during an earnings briefing Thursday. \u003c/p\u003e\u003cp\u003eBut the division’s earnings before interest and taxes (EBIT) were down 25% to $276 million in the quarter due to a one-off revaluation of the DanzasAEI Emirates acquisition in 2023. The revaluation amounted to $123 million. \u003c/p\u003e\u003cp\u003e“Take that out and Global Forwarding ... had an increase in EBIT growth [of 13%] in the fourth quarter,” Kreis said. \u003c/p\u003e\u003ch3\u003e‘Long-term’ target on DSV \u003c/h3\u003e\u003cp\u003eDHL group CEO Tobias Meyer recognized that the division’s performance remained lackluster, with the gross profit/EBIT conversion rate below DHL’s 35% target, but he remained confident about longer-term prospects and thought DHL Global Forwarding was already closing on its competitors. \u003c/p\u003e\u003cp\u003e“The division has made great progress in terms of cost efficiencies, but the conversion rate is driven by the gross profit per unit level and that has been very volatile,” Meyer said. “We need to continue to work on that.” \u003c/p\u003e\u003cp\u003eHe reiterated that the aim is still to catch up with competitor DSV but said that “will be more in the longer term.” \u003c/p\u003e\u003cp\u003e“With the volume and margin development in the fourth quarter we see ourselves on a good trajectory with global forwarding, especially in ocean freight,” Meyer said. “I expect us to continue on that trajectory to close that gap towards the peer group that we’re aiming to be part of and ultimately exceed in terms of the balance of volume growth and conversion rate.” \u003c/p\u003e\u003cp\u003eMeyer said he expected DHL Global Forwarding to experience volatility this year, partly because of ocean carriers at some point resuming regular transits through the Suez Canal. Meyer did not forecast when that could happen but said “rates will be different when the Suez Canal reopens. Whether that’s good or bad we’ll have to wait and see.” \u003c/p\u003e\u003cp\u003eOverall, Global Forwarding reported a 2% increase in revenue to $21.3 billion last year, including $5.5 billion in the fourth quarter, which was up 12% from the year prior. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Keith Wallis at \u003c/i\u003e\u003ca href=\"mailto:keithwallis@hotmail.com\"\u003e\u003ci\u003ekeithwallis@hotmail.com\u003c/i\u003e\u003c/a\u003e.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"DHL Global Forwarding reported a 2% increase in revenue to $21.3 billion last year, including $5.5 billion in the fourth quarter, which was up 12% from the year prior. Photo credit: nitpicker / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1741288816843","Taxonomy":{"MainCategory":[{"Id":"4","Name":"Supply chain","Redirects":[{"Path":"/supply-chain","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"36","Name":"Forwarding","Redirects":[{"Path":"/maritime/container-shipping-news/forwarding","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Keith Wallis, Special Correspondent","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1741283117000","TitlePlainText":"DHL Global Forwarding buoyed by good Q4, but acknowledges weak spots","Published":true,"Redirects":[{"Path":"/article/dhl-global-forwarding-buoyed-by-good-q4-but-acknowledges-weak-spots-5957647","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eDHL group CEO Tobias Meyer recognized that the division’s performance remained lackluster, with the “volatile” gross profit/EBIT conversion rate below DHL’s 35% target. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"DHL group CEO Tobias Meyer recognized that the division’s performance remained lackluster, with the “volatile” gross profit/EBIT conversion rate below DHL’s 35% target.","__typename":"Document"},{"Id":"5957555_JournalOfCommerce","Attachments":[{"FileName":"5951880_0.1.jpg","FileType":"Nondownloadable","Title":null,"__typename":"Attachment"},{"FileName":"5957546_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eLong Beach, California — Truck traffic in Laredo, Texas, surged for weeks until Tuesday, when the Trump administration’s 25% tariff on Mexican imports took effect. \u003c/p\u003e\u003cp\u003e“Monday was just absolutely chaotic, and then yesterday was eerily slow,” Jordan Dewart, president of Redwood Mexico, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e Wednesday. \u003c/p\u003e\u003cp\u003e“We had dozens and dozens of customers literally hit the pause button on all their northbound shipments from Mexico, wherever they were in transit,” Dewart said, speaking from Laredo. “They’ve all said, ‘Hey, let’s wait this out a few days to see what happens.’” \u003c/p\u003e\u003cdiv class=\"wrapper-narrow float-right-element\"\u003e\u003cimg src=\"/images/phoenix/5951880_0.1.jpg\"\u003e\u003c/img\u003e\u003c/div\u003e\u003cp\u003eWhat’s happening is the collection of millions of dollars of duties that many shippers have never had to pay before when importing from Mexico or Canada, another US tariff target. \u003c/p\u003e\u003cp\u003e“We have a customs broker partner here at the [Mexican] border, and they [took in] payments in excess of $1 million yesterday,” the first day tariffs were collected, Dewart said. \u003c/p\u003e\u003cp\u003eThose payments came from multiple customers of Redwood Logistics “and every one of those customers had never paid” tariffs on Mexican goods previously, Dewart said. \u003c/p\u003e\u003cp\u003eOne customer had planned to bring a truckload shipment into the US Monday before the tariffs took effect, but a flat tire kept the drayage truck from crossing until Tuesday, he said. “A shipment that could have avoided the tariffs entirely instead was subject to $50,000 in duties,” said Dewart. \u003c/p\u003e\u003ch3\u003eDelays disrupting capacity \u003c/h3\u003e\u003cp\u003eLogistics providers expect to hear many similar stories as the Trump administration accelerates its trade wars with Mexico, Canada, China and other countries. \u003c/p\u003e\u003cp\u003eTariff threats and then the imposition of tariffs led to a surge in freight heading toward the US-Mexico border in January and February, causing congestion and delays. Now freight is being delayed as importers try to discern what twist the tariffs might take next. \u003c/p\u003e\u003cp\u003eLate Wednesday, for example, the White House announced that cars and trucks produced in Mexico and Canada would be exempt from the 25% tariffs for one month. That’s likely to lead to a surge in high-value automotive imports in March. \u003c/p\u003e\u003cp\u003eHigh-value shipments from Mexico and Canada surged in February, pushing up spot-market truckload rates in lanes between Canada, Mexico and the US by double digits. \u003c/p\u003e\u003cp\u003e“We’ve seen easily 50% to 75% spot rate increases for some hot must-have type items [from Canada],” Paul Brashier, vice president of global logistics at ITS Logistics, said Wednesday. \u003c/p\u003e\u003cp\u003e“It’s almost been similar to what we saw during COVID when shippers would say, ‘just let us know what it costs’ if we could cover a load — they were more worried about getting the shipment than what it would cost them,” Brashier told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003eEarlier this week, US spot market load board operator DAT Freight \u0026amp; Analytics reported surging spot rates and volumes in cross-border lanes connecting the US and Canada. Dry-van spot-market volumes from Toronto to Chicago rose 57% in the week ending Feb. 28, while rates in the cross-border lane rose 7%, according to DAT. \u003c/p\u003e\u003cp\u003eDewart noted that President Donald Trump plans to speak with Mexican President Claudia Sheinbaum Thursday, raising hopes that some tariff pressure may be relieved. \u003c/p\u003e\u003cp\u003e“Frankly, the only trading partner that we have that knows how to handle [Trump] is Mexico’s Sheinbaum. She’s been able to work with him,” Peter Friedmann, executive director of the Agriculture Transportation Coalition (AgTC), said at the \u003ci\u003eJournal of Commerce\u003c/i\u003e’s TPM25 conference here Wednesday. \u003c/p\u003e\u003ch3\u003eRedesigning supply chains \u003c/h3\u003e\u003cp\u003eBut the uncertainty is costing US importers millions of dollars not only in tariff duties but in delays and last-minute changes in supply chains, logistics providers said. \u003c/p\u003e\u003cp\u003e“Pretty much when Trump was inaugurated, we started fielding a lot more requests for [supply chain] design work, for heavy volume flows inbound to the US from Mexico and Canada,” said Brashier. \u003c/p\u003e\u003cp\u003eNow with many shipments stuck in transit, especially between Mexico and the US, it’s unclear what the impact will be on volumes and pricing in the days and weeks ahead — but costs aren’t likely to go down as long as the disruption persists. \u003c/p\u003e\u003cp\u003e“Contract rates are in a holding pattern, I’d say, to see what happens next,” Dewart 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":"US shippers “hit the pause button” on shipments to avoid steep duties on imports from Mexico, according to Redwood Logistics. Photo credit: JannHuizenga / Getty Images.","__typename":"Metadata"},"ModDate":"1741287074473","Taxonomy":{"MainCategory":[{"Id":"4","Name":"Supply chain","Redirects":[{"Path":"/supply-chain","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"2","Name":"Surface","Redirects":[{"Path":"/surface","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"11","Name":"Trucking News","Redirects":[{"Path":"/surface/trucking-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"16","Name":"Transport, Trade and Regulation News","Redirects":[{"Path":"/supply-chain/transport-trade-and-regulation-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"William B. Cassidy, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1741272734000","TitlePlainText":"TPM25: ‘Chaos’ erupts as US tariffs disrupt cross-border trucking with Mexico, Canada","Published":true,"Redirects":[{"Path":"/article/tpm25-chaos-erupts-as-us-tariffs-disrupt-cross-border-trucking-with-mexico-canada-5957555","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eSpot rates soared as the deadline for US tariffs approached this week, and now many shipments are stranded in transit, according to logistics providers. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Spot rates soared as the deadline for US tariffs approached this week, and now many shipments are stranded in transit, according to logistics providers.","__typename":"Document"},{"Id":"5956798_JournalOfCommerce","Attachments":[{"FileName":"5951879_0.1.jpg","FileType":"Nondownloadable","Title":null,"__typename":"Attachment"},{"FileName":"5956773_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eLong Beach, California — Ocean carriers and US shippers are preparing themselves for the Trump administration’s reciprocal measures against China’s shipping industry, even as the details of those measures remain to be worked out. A leading lobbyist for US shippers says the escalating trade war is already hurting US exporters, who may be the one voice in Washington that can temper Trump’s moves. \u003c/p\u003e\u003cp\u003eSeveral shippers told the \u003ci\u003eJournal of Commerce\u003c/i\u003e that during meetings they held at TPM25 to discuss new ocean freight contracts, they discussed \u003ca href=\"https://www.joc.com/article/us-port-tax-would-scramble-ocean-services-raise-shipper-costs-drewry-5952046\"\u003ethe US Trade Representative’s (USTR’s) proposed $1 million fee on US port calls by Chinese ocean carriers\u003c/a\u003e, as well as similar fees on other ocean carriers with ships on order from China. \u003c/p\u003e\u003cdiv class=\"wrapper-narrow float-right-element\"\u003e\u003cimg src=\"/images/phoenix/5951879_0.1.jpg\"\u003e\u003c/img\u003e\u003c/div\u003e\u003cp\u003e The USTR has scheduled a March 24 public hearing on the fees. While the actual regulation still needs to be worked out, ocean carriers are readying a variety of responses, the shippers said. Those include spinoffs of their China-built ships into separate fleets that serve intra-Asia and European markets. Non-Chinese carriers are also floating surcharges to cover the port fees or asking for premium rates due to their lack of exposure to China-built ships. \u003c/p\u003e\u003cp\u003eThe risk of surcharges and the potential for reduced port calls due to the port fees will impact a broad swath of US shippers, Peter Friedmann, executive director of the Agriculture Transportation Coalition (AgTC), said Wednesday at TPM25. However, the political will to halt those fees, as well the onslaught of Trump’s other actions that will affect shippers, is lacking, he added. \u003c/p\u003e\u003cp\u003eWhile trade groups such as AgTC consistently voice concerns about how Trump’s actions affect shippers, Friedmann questioned the usefulness of those actions, saying that members of Congress “are not going to feel sorry for Walmart or Amazon.” However, he said appeals by individual constituents appear to be carrying more political weight. \u003c/p\u003e\u003cp\u003e“When you’ve got a family pistachio grower, a congressman will drop everything on his schedule to drive 40 miles out to their orchard,” Friedmann said. Those types of appeals may be having some influence, he added, as some Republican lawmakers have started pushing back on Trump’s moves due to their impact on US farmers. \u003c/p\u003e\u003cp\u003eChina’s counter-tariffs on US imports appear to be already having an effect, Friedmann said, citing a log exporter that halted shipping several containers from the Pacific Northwest to China because of higher costs. He said exports of fruits, nuts, soybeans and other agricultural products also appear to be slowing due to China’s countermeasures. \u003c/p\u003e\u003cp\u003eEven more troubling, China explicitly banned US soybean exports from three major traders — Louis Dreyfus, CHS and Export Trading Group, a joint venture of Bunge, South Korea’s Pan Ocean and US farmer cooperative Agtegra. While China used the pretext of sanitary issues with the exports, Friedmann said the move suggests a long-term decoupling from the US as China sources from other countries. \u003c/p\u003e\u003cp\u003e“We don’t grow anything in the US that can’t be sourced from other countries,” he said. \u003c/p\u003e\u003ch3\u003eDockworkers exposed \u003c/h3\u003e\u003cp\u003eAlong with US farmers and small businesses sharing their stories of pain due to Trump’s moves, Friedmann said dockworkers are very exposed to Trump’s actions to reduce trade. While it was ironworker and shipbuilder unions that pushed the port fees, Friedmann said that longshore unions are well-placed to lobby against further trade measures. \u003c/p\u003e\u003cp\u003e“Everybody in the trade community has got to convince the [longshore unions] that, regardless [of] what these other unions say, you need to protect your own jobs,” he 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":"US dockworkers are very exposed to the Trump administration’s trade actions that could reduce cargo volumes, AgTC chief Peter Friedmann told TPM25. Photo credit: CaughtintheMoment.com.","__typename":"Metadata"},"ModDate":"1741213515327","Taxonomy":{"MainCategory":[{"Id":"4","Name":"Supply chain","Redirects":[{"Path":"/supply-chain","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"9","Name":"Container Shipping News","Redirects":[{"Path":"/maritime/container-shipping-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Michael Angell, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1741212614000","TitlePlainText":"TPM25: US exporters starting to feel pinch of Trump trade war with China","Published":true,"Redirects":[{"Path":"/article/tpm25-us-exporters-starting-to-feel-pinch-of-trump-trade-war-with-china-5956798","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe head of the Agriculture Transportation Coalition told TPM25 that US exports of logs, fruits, nuts, soybeans and other agricultural products appear to be slowing due to China’s tariff countermeasures.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The head of the Agriculture Transportation Coalition told TPM25 that US exports of logs, fruits, nuts, soybeans and other agricultural products appear to be slowing due to China’s tariff countermeasures.","__typename":"Document"},{"Id":"5956592_JournalOfCommerce","Attachments":[{"FileName":"5951879_0.1.jpg","FileType":"Nondownloadable","Title":null,"__typename":"Attachment"},{"FileName":"5956524_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eLong Beach, California — Cold storage leader Lineage Logistics is looking to build on the biggest initial public offering (IPO) of 2024 through new acquisitions and potential joint ventures in growth markets such as South America, its co-founder said Tuesday. \u003c/p\u003e\u003cp\u003eAdam Forste told the \u003ci\u003eJournal of Commerce\u003c/i\u003e’s TPM25 conference that the company has long leaned on acquisitions as a key approach to growth, citing more than 120 companies acquired since Lineage was conceived as a single warehouse in 2008. Forste said Lineage, which aims to offer end-to-end cold chain solutions, has even developed an acquisition playbook to streamline integration, including a dedicated integration team led by Lineage CEO Greg Lehmkuhl. \u003c/p\u003e\u003cdiv class=\"wrapper-narrow float-right-element\"\u003e\u003cimg src=\"/images/phoenix/5951879_0.1.jpg\"\u003e\u003c/img\u003e\u003c/div\u003e\u003cp\u003eAs the largest cold chain storage company in the world, Lineage has more than 3 billion square feet of capacity across North America, Europe and Asia. Now Lineage — which raised more than $4.4 billion in its IPO last year — is looking at agile partnership models and structures to tackle growth opportunities in growing markets such as the Middle East, South America, India, Africa and Southeast Asia without distracting from Lineage’s core business. \u003c/p\u003e\u003cp\u003e“What works in central South America may not be the right format in a place like India,” Forste said. \u003c/p\u003e\u003cp\u003ePartnerships with local players have allowed Michigan-based Lineage to explore emerging markets, while continuing to bolster its existing business in established markets, said Forste. Lineage has managed to crack into the South American market using their partnership approach, which has been “incredibly successful,” he said. \u003c/p\u003e\u003cp\u003e“We raised third-party capital for that business,” Forste said, referring to Lineage’s existing South American partnership. “We support them with technology and advice. But in three short years, they’ve grown that business to 75 warehouses in other countries in that market.” \u003c/p\u003e\u003cp\u003eAdditionally, Forste said Lineage aims to balance its acquisitions with development of new facilities — stressing the importance of acquiring companies that are in alignment with Lineage and offer the right growth opportunities, with high value put on both portfolio diversification and operational efficiency. \u003c/p\u003e\u003cp\u003e“If you could aggregate and get diversity of commodity, customer and geography — we could insulate it and effectively reduce the risk [for] our own company and lower our cost of capital,” said Forste. “And that proved out to be true over a lot of different cycles.” \u003c/p\u003e\u003cp\u003eStill, there are cold chain challenges on the horizon, Forste said. Inflation, tariffs and supply chain disruptions could impact the market, but he believes Lineage’s targeted expansions offer an advantage to customers. \u003c/p\u003e\u003cp\u003e“We really think of ourselves as trying [to prioritize] the most important projects for our customers’ growth with the very best [returns] for our shareholders,” Forste said. “In any given market, that could be more acquisitions, it could be more developments. Right now, we’re seeing a blend of both.” \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Laura Robb at \u003c/i\u003e\u003ca href=\"mailto:Laura.Robb@spglobal.com\"\u003e\u003ci\u003elaura.robb@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":"Adam Forste said Lineage has acquired more than 120 companies since 2008. Photo credit: CaughtintheMoment.com.","__typename":"Metadata"},"ModDate":"1741192335690","Taxonomy":{"MainCategory":[{"Id":"4","Name":"Supply chain","Redirects":[{"Path":"/supply-chain","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Laura Robb, Associate Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1741188974000","TitlePlainText":"TPM25: Lineage using big 2024 IPO to launch company’s next moves","Published":true,"Redirects":[{"Path":"/article/tpm25-lineage-using-big-2024-ipo-to-launch-companys-next-moves-5956592","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe largest cold chain storage company in the world is looking to maintain momentum through targeted acquisitions and diverse portfolio development, its co-founder told TPM25.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The largest cold chain storage company in the world is looking to maintain momentum through targeted acquisitions and diverse portfolio development, its co-founder told TPM25.","__typename":"Document"},{"Id":"5955795_JournalOfCommerce","Attachments":[{"FileName":"5951878_0.1.jpg","FileType":"Nondownloadable","Title":null,"__typename":"Attachment"},{"FileName":"5955757_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eLong Beach, California — Consolidation in global freight forwarding “has to continue,” DSV Group CEO Jens Lund said Tuesday. “As you look at the 3PL [third-party logistics] market, it’s very fragmented,” especially compared with the ocean carrier market, he said. \u003c/p\u003e\u003cp\u003e“That’s quite problematic for many of our customers, [particularly] the largest ones,” Lund told the \u003ci\u003eJournal of Commerce\u003c/i\u003e’s TPM25 conference. “Customers are looking for control tower setups where they have single contacts, a more streamlined service.” \u003c/p\u003e\u003cdiv class=\"wrapper-narrow float-right-element\"\u003e\u003cimg src=\"/images/phoenix/5951878_0.1.jpg\"\u003e\u003c/img\u003e\u003c/div\u003e\u003cp\u003eUsing fewer forwarders “makes [customers’] lives easier,” Lund said. “When you’re using multiple service providers, there are opportunities for disruption. The predictability you can get from having fewer logistics service providers is something customers want.” \u003c/p\u003e\u003cp\u003eDSV’s $15.9 billion acquisition of DB Schenker last September, still awaiting final regulatory approval, will create the largest global freight forwarder, with about $43.7 billion in combined revenue based on 2023 data from research firm SJ Consulting Group. \u003c/p\u003e\u003cp\u003eThat would make DSV larger in terms of revenue than DHL, with $41.4 billion in revenue in 2023, and Kuehne + Nagel, which had $29.7 billion in revenue, SJ Consulting Group data shows. Independently, DSV had $23.1 billion in revenue while DB Schenker had $20.7 billion. \u003c/p\u003e\u003cp\u003eBeyond the largest companies, however, the global logistics industry has a long tail of smaller companies. Even DSV, combined with DB Schenker, will only have about 5% to 6% of the total global forwarding market in terms of revenue, Lund said. \u003c/p\u003e\u003cp\u003eIn contrast, container shipping line Mediterranean Shipping Co. controls about 20% of its market in terms of revenue, Lund said. The ocean shipping market is more consolidated not just in terms of the number of companies but also through alliances. \u003c/p\u003e\u003cp\u003eNot every importer or shipper wants to work with a single forwarder, Lund acknowledged. \u003c/p\u003e\u003cp\u003e“If you look at shippers who want to have strong local relations, it doesn’t matter if we’re very consolidated or not,” he said. “But I think many companies are already consolidated, and that’s why we’re consolidating as well, so we can work on a global or regional level.” \u003c/p\u003e\u003ch3\u003eA ‘broader portfolio’ for customers \u003c/h3\u003e\u003cp\u003eDSV has grown in recent years through acquisitions, purchasing UTi in 2015 for $1.35 billion, Panalpina in 2019 for $4.6 billion and Agility’s Global Integrated Logistics (GIL) in 2021 for $4.2 billion. The DB Schenker purchase is a deal of a different magnitude. \u003c/p\u003e\u003cp\u003e“I don’t think we’ve seen anything [in the DB Schenker acquisition] we haven’t in previous transactions, but it’s larger than any transaction we’ve done before,” Lund said. \u003c/p\u003e\u003cp\u003e“Schenker is almost the same size as our company,” Lund said, a factor that can complicate integration post-acquisition. When the deal is completed, “we will have to have one culture, one company. We’re always quite firm about that,” he told TPM25. \u003c/p\u003e\u003cp\u003e“Schenker has some areas where they’re stronger than us, and we have some where we’re stronger than them,” Lund said. “We’ll bring a broader portfolio to customers.” \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":"Once DSV and DB Schenker merge, the new company will control only about 5% to 6% of the global forwarding market, DSV CEO Jens Lund said. Photo credit: CaughtintheMoment.com.","__typename":"Metadata"},"ModDate":"1741265957037","Taxonomy":{"MainCategory":[{"Id":"4","Name":"Supply chain","Redirects":[{"Path":"/supply-chain","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"36","Name":"Forwarding","Redirects":[{"Path":"/maritime/container-shipping-news/forwarding","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"William B. Cassidy, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1741120035000","TitlePlainText":"TPM25: DSV’s Lund says more global forwarding consolidation is needed","Published":true,"Redirects":[{"Path":"/article/tpm25-dsvs-lund-says-more-global-forwarding-consolidation-is-needed-5955795","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eLarge customers are looking for large logistics partners that can offer more control over supply chains as international trade becomes more complex, the CEO tells TPM25. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Large customers are looking for large logistics partners that can offer more control over supply chains as international trade becomes more complex, the CEO tells TPM25.","__typename":"Document"},{"Id":"5955753_JournalOfCommerce","Attachments":[{"FileName":"5955700_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eSwiss logistics giant Kuehne + Nagel is facing a volatile business environment due to uncertain consumer demand and geopolitical risks but remains confident about growth prospects this year, company executives said Tuesday. \u003c/p\u003e\u003cp\u003e“[The year] has started well. We are gaining market share in certain areas,” CEO Stefen Paul told an online earnings briefing. The gains include areas such as healthcare and e-commerce within K+N’s contract logistics division, he added. \u003c/p\u003e\u003cp\u003ePaul said more details about the company’s financial outlook and future business direction would be given at a capital markets day on March 25. \u003c/p\u003e\u003cp\u003ePaul and CFO Markus Blanka-Graff were commenting after reporting that K+N saw improved cargo volumes in the second half of last year. Highlighting the improvement, Blanka-Graff said fourth-quarter group earnings rose 11% to $354 million while revenue climbed 19% to $7.6 billion. \u003c/p\u003e\u003cp\u003eThe gains helped “deliver a solid financial result” for the full year, with revenue climbing 4% to $28 billion, Paul said during the briefing. \u003c/p\u003e\u003cp\u003eBut profitability remained under pressure, reflecting the wider difficult trading conditions. Total group earnings fell 16% to $1.3 billion for the full year while earnings before interest and taxes (EBIT) fell 13% to $1.9 billion. \u003c/p\u003e\u003cp\u003eContract logistics was the star performer in K+N’s portfolio in 2024, with gross profit rising 4% to $4 billion. Paul said contract logistics posted another year of record-high EBIT, which climbed 14% to $255 million. \u003c/p\u003e\u003ch3\u003eMixed results in other divisions \u003c/h3\u003e\u003cp\u003eK+N’s sea freight division saw a 3% increase in underlying container volumes to 4.3 million TEUs last year, but gross profit slipped 11% to $2.3 billion. Paul was upbeat about the forecast contribution of IMC, the US drayage company whose acquisition was completed in early January. He estimated IMC would contribute between $50 and $60 per container in gross profit this year. \u003c/p\u003e\u003cp\u003ePaul said there were better volumes in the company’s air freight division last year, with total volumes rising to 4 million metric tons. But while the division’s fourth-quarter EBIT was up 17% to $166 million, it was down 14% to $537 million for the full year. \u003c/p\u003e\u003cp\u003eRoad logistics also suffered from headwinds in key markets and yields were under pressure due to low demand and weakness in selected industries and regions, Paul said without giving details. \u003c/p\u003e\u003cp\u003eThe division saw EBIT drop 26% to $110 million last year, although full-year revenue was unchanged at about $4 billion. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Keith Wallis at \u003c/i\u003e\u003ca href=\"mailto:keithwallis@hotmail.com\"\u003e\u003ci\u003ekeithwallis@hotmail.com\u003c/i\u003e\u003c/a\u003e.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"K+N’s sea freight division saw a 3% increase in underlying container volumes to 4.3 million TEUs last year, but gross profit slipped 11% to $2.3 billion. Karolis Kavolelis / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1741119795350","Taxonomy":{"MainCategory":[{"Id":"4","Name":"Supply chain","Redirects":[{"Path":"/supply-chain","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"3","Name":"Air Cargo","Redirects":[{"Path":"/air-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Keith Wallis, Special Correspondent","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1741114394000","TitlePlainText":"K+N sees volatility ahead from uncertain demand, geopolitical risks","Published":true,"Redirects":[{"Path":"/article/kn-sees-volatility-ahead-from-uncertain-demand-geopolitical-risks-5955753","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eContract logistics was the star performer in the company’s portfolio in 2024, with gross profit rising 4% to $4 billion.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Contract logistics was the star performer in the company’s portfolio in 2024, with gross profit rising 4% to $4 billion.","__typename":"Document"},{"Id":"5954666_JournalOfCommerce","Attachments":[{"FileName":"5951877_0.1.jpg","FileType":"Nondownloadable","Title":null,"__typename":"Attachment"},{"FileName":"5954657_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eLong Beach, California — The container shipping market is poised to recede this year, and the downcycle could be more severe than prior bear markets, industry experts at the \u003ci\u003eJournal of Commerce\u003c/i\u003e’s\u003ci\u003e \u003c/i\u003eTPM25 conference said Monday. \u003c/p\u003e\u003cp\u003eA container market downcycle is already “well underway,” said Parash Jain, global head of Transport and Logistics Research at HSBC. “This downturn could be worse than past downturns,” said Jain, speaking during a panel session on the container shipping outlook for 2025. \u003c/p\u003e\u003cdiv class=\"wrapper-narrow float-right-element\"\u003e\u003cimg src=\"/images/phoenix/5951877_0.1.jpg\"\u003e\u003c/img\u003e\u003c/div\u003e\u003cp\u003eJain pointed to several factors that could provide fuel for the downcycle, including uneven demand growth globally, a worsening supply-demand imbalance, a hefty order book that is poised to exacerbate an already significant oversupply issue and increased carrier war chests that could prolong price wars. \u003c/p\u003e\u003cp\u003eAccording to Jain, global nominal fleet growth at 33% far outpaced container trade volume growth of 9% in 2024, although disruptions absorbed much of that extra capacity. If those disruptions recede, oversupply will likely return and drag rates lower, he said. \u003c/p\u003e\u003cp\u003eIn addition to overcapacity, uneven demand growth globally poses a growing hurdle for the industry. While volumes on the Asia-to-North America trade grew 28% from 2019 to 2024, the North America-Asia lane shrunk 15% and the Europe-Asia trade declined 23% during that same time, Jain said. Unbalanced demand growth worsens the supply-demand imbalance and exacerbates equipment availability hurdles, he said. \u003c/p\u003e\u003cp\u003eAt the same time, shrinking consumer demand and increasingly aggressive tariffs pose a potential hurdle for the industry this year, according to Chris Rogers, head of supply chain research at S\u0026amp;P Global Market Intelligence. \u003c/p\u003e\u003cp\u003e“That’s likely to prove inflationary, which could start to hit consumer spending in a way maybe we didn’t see last time around,” Rogers said. S\u0026amp;P Global is the parent company of the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003eMeanwhile, a US proposal to tax Chinese tonnage and port calls could introduce further uncertainty, said Jain, which is “sufficient enough to create chaos come April.” Still, the proposal’s viability has been met with significant skepticism. \u003c/p\u003e\u003cp\u003eThe shipping industry is in a “new area of volatility,” said Heather Hwang, head of the sea pricing strategy department at logistics provider LX Pantos. \u003c/p\u003e\u003cp\u003eSpot ocean rates in the eastbound trans-Pacific have fallen more than 53% to the US West Coast this year, according to Platts, a sister company of the \u003ci\u003eJournal of Commerce\u003c/i\u003e within S\u0026amp;P Global. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Laura Robb at \u003c/i\u003e\u003ca href=\"mailto:Laura.Robb@spglobal.com\"\u003e\u003ci\u003elaura.robb@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":"Shrinking consumer demand and increasingly aggressive tariffs pose a potential hurdle for the container shipping market this year, Chris Rogers, head of supply chain research at S\u0026P Global Market Intelligence, told TPM25. Photo credit: CaughtintheMoment.com.","__typename":"Metadata"},"ModDate":"1741040594753","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":"9","Name":"Container Shipping News","Redirects":[{"Path":"/maritime/container-shipping-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Laura Robb, Associate Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1741039455000","TitlePlainText":"TPM25: Container market downturn creating ‘new era of volatility’","Published":true,"Redirects":[{"Path":"/article/tpm25-container-market-downturn-creating-new-era-of-volatility-5954666","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eAn oversupply of vessels, carrier rate wars and bleak consumer sentiment are positioned to oppress the container shipping market in 2025, experts told TPM25. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"An oversupply of vessels, carrier rate wars and bleak consumer sentiment are positioned to oppress the container shipping market in 2025, experts told TPM25.","__typename":"Document"},{"Id":"5954640_JournalOfCommerce","Attachments":[{"FileName":"5951877_0.1.jpg","FileType":"Nondownloadable","Title":null,"__typename":"Attachment"},{"FileName":"5954614_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eLong Beach, California — Mediterranean Shipping Co. will need to withdraw tonnage and drastically revise its US coverage if the Trump administration’s proposal to tax Chinese-built and -operated ships calling US ports is implemented, CEO Soren Toft told the \u003ci\u003eJournal of Commerce\u003c/i\u003e’s TPM25 conference Monday. \u003c/p\u003e\u003cp\u003eThe head of the world’s largest ocean carrier said the significant costs that would be imposed on carriers — in excess of $1 million per US port rotation — would make some routes unviable. \u003c/p\u003e\u003cdiv class=\"wrapper-narrow float-right-element\"\u003e\u003cimg src=\"/images/phoenix/5951877_0.1.jpg\"\u003e\u003c/img\u003e\u003c/div\u003e\u003cp\u003e“The trans-Atlantic will be uneconomical if we can’t pass on the costs, so we would have to withdraw that capacity and deploy it where it makes more sense,” Toft warned, adding that the “marginal ports” in US strings would have to be looked at. \u003c/p\u003e\u003cp\u003e“In California today we typically call at Long Beach then proceed to Oakland,” he said. “But we can’t proceed to Oakland if that costs us another $1 million. A lot of the marginal ports, the peripheral ports, will be at risk and we will have to adapt our services.” \u003c/p\u003e\u003cp\u003eFollowing the conclusion of an investigation into anti-competitive practices of China’s shipbuilding industry that was initiated during the Biden administration, the US Trade Representative (USTR) last month \u003ca href=\"https://www.joc.com/article/us-port-fees-could-hit-chinese-ships-under-trump-trade-proposal-5949409\"\u003ereleased its suggested remedies\u003c/a\u003e, including fees up to $1 million for Chinese-operated ships calling US ports. \u003c/p\u003e\u003cp\u003eToft provided an example of the costs that would need to be passed on to cargo owners. \u003c/p\u003e\u003cp\u003e“If we look at a service going from Asia to the US East Coast, most of the carriers deploy 8,000-TEU to 15,000-TEU tonnage calling at probably four ports,” he said. “With this new regulation that imposes a cost of $1 million per port call, that’s $4 million. If you move an average volume of 10,000 TEUs, it is $800 per 40-foot container.” \u003c/p\u003e\u003cp\u003eAt current US East Coast rates, Toft said that would be close to a 25% increase. But he said the impact on the trans-Atlantic would be even more severe. \u003c/p\u003e\u003cp\u003e“If we go to the trans-Atlantic, it gets even worse,” he said. “We are moving 4,000 to 5,000 TEUs and we also call four ports, so that cost will be $1,000 per FEU, which more or less eliminates the freight rate.” \u003c/p\u003e\u003ch3\u003ePort congestion would result \u003c/h3\u003e\u003cp\u003eThe deadline to submit industry comments on the USTR proposal is at the end of March. The World Shipping Council — of which Toft is the chairman — labeled the move as “draconian,” while Jonathan Gold, the National Retail Federation’s vice president of supply chain and customs policy, called for the industry to stand up and “make its voice heard.” \u003c/p\u003e\u003cp\u003eToft said if the costs of the USTR proposal could not be passed on to customers, the modifications to carrier networks could lead to fast-growing bottlenecks as volume was rerouted. \u003c/p\u003e\u003cp\u003e“If we continue to serve trades with fewer ports ... we could very quickly enter a situation where there will be port congestion,” he said. “We won’t need much more than a 5% to 10% increase in volume for things to change.” \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.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"MSC CEO Soren Toft said if the costs of the USTR port tax proposal could not be passed on to customers, the modifications to carrier networks could lead to fast-growing bottlenecks as volume was rerouted. Photo credit: CaughtintheMoment.com.","__typename":"Metadata"},"ModDate":"1741041735170","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":"16","Name":"Transport, Trade and Regulation News","Redirects":[{"Path":"/supply-chain/transport-trade-and-regulation-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"34","Name":"Container lines","Redirects":[{"Path":"/maritime/container-shipping-news/container-lines","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"42","Name":"North American ports","Redirects":[{"Path":"/maritime/port-news/north-american-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Greg Knowler, Senior Editor Europe","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1741033634000","TitlePlainText":"TPM25: Port tax on Chinese ships will make some routes unviable: MSC’s Toft","Published":true,"Redirects":[{"Path":"/article/tpm25-port-tax-on-chinese-ships-will-make-some-routes-unviable-mscs-toft-5954640","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eShould the Trump administration’s proposal be implemented, capacity will have to be withdrawn from the US and redeployed to where it makes more economical sense, the CEO of the world’s largest ocean carrier said.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Should the Trump administration’s proposal be implemented, capacity will have to be withdrawn from the US and redeployed to where it makes more economical sense, the CEO of the world’s largest ocean carrier said.","__typename":"Document"},{"Id":"5954626_JournalOfCommerce","Attachments":[{"FileName":"5951877_0.1.jpg","FileType":"Nondownloadable","Title":null,"__typename":"Attachment"},{"FileName":"5954612_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eLong Beach, California — The Trump administration’s moves to withdraw the US from long-standing alliances and security guarantees puts global supply chains more at risk, former national security advisor and UN ambassador John Bolton said Monday. \u003c/p\u003e\u003cp\u003eUS naval power, which guarantees freedom of navigation for commercial shipping, is also currently inadequate to counter global threats, Bolton told the \u003ci\u003eJournal of Commerce\u003c/i\u003e’s TPM25 conference here. \u003c/p\u003e\u003cdiv class=\"wrapper-narrow float-right-element\"\u003e\u003cimg src=\"/images/phoenix/5951877_0.1.jpg\"\u003e\u003c/img\u003e\u003c/div\u003e\u003cp\u003eBolton said Russia, China and Iran face their own weaknesses in the long term that could stem their hegemonic ambitions across the world. But the US is not currently able to capitalize on those weaknesses due to Donald Trump’s threats to withdraw from NATO and his wavering of US support for Taiwan. \u003c/p\u003e\u003cp\u003e“I don’t think it’s inevitable that we will retreat further,” Bolton said. “I think the answer to that question is obvious: A weaker America leads to a more unstable world, a more chaotic world, or a world where our adversaries step into the vacuum.” \u003c/p\u003e\u003cp\u003eBolton, who served as Trump’s national security advisor from 2018–19, said China is gauging its next global moves through how the US responds to the war in the Ukraine. The Trump administration’s signaling of support for Russia and threats to withdraw military aid for Ukraine prod China to further its global aims, he said. \u003c/p\u003e\u003cp\u003eAlong with China’s goal to reunite Taiwan with the mainland, Bolton said China is also threatening Japan and South Korea’s commercial shipping lanes through building military bases and asserting territorial claims in the eastern Pacific. Yet the Trump administration appears non-committal on supporting its Indo-Pacific allies against China, he said. \u003c/p\u003e\u003cp\u003eBolton said Trump resents Taiwan’s leading market share in the semiconductor industry and publicly questioned the value of defending Taiwan, given its small size relative to China. Trump also expressed ignorance about the 2021 agreement between the US, United Kingdom and Australia to defend freedom of navigation in the Indo-Pacific region. \u003c/p\u003e\u003cp\u003e“That has an enormous potential impact on ships that are sailing through those waters carrying commerce to Japan, South Korea and Taiwan,” Bolton said. \u003c/p\u003e\u003cp\u003eA direct attack on Taiwan by China is not likely as a war would destroy much of the island’s factories and other productive capacity that China ultimately wants, Bolton said. It’s more likely China would use a pretext for launching a naval blockade of the island, waiting to see if the US will respond. \u003c/p\u003e\u003ch3\u003e‘American weakness is provocative’ \u003c/h3\u003e\u003cp\u003eOther non-US moves also put commercial shipping lanes at risk, Bolton said. The UK is ceding control of the Chagos Islands in the Indian Ocean to the local population, which could jeopardize the future of a US military base on Diego Garcia. Bolton said ceding control of the Chagos Islands could allow the Chinese to assert more power in the Indian Ocean. \u003c/p\u003e\u003cp\u003eHowever, many of the world’s aggressors face their own problems. Bolton said Russia and Iran’s regimes have weak governance structures that could mean power vacuums once their current leaders are gone. China, too, faces a population decline and the resulting economic problems that could hinder its global ambitions. \u003c/p\u003e\u003cp\u003eBolton said there’s an opportunity for Israel to launch attacks on Iran’s nuclear capability now. That would undermine Iran’s ability to support Yemen’s Houthi rebels, potentially reducing the attacks on commercial shipping in the Red Sea. \u003c/p\u003e\u003cp\u003eThe US, though, is not well placed currently to assert freedom-of-navigation for commercial shipping, Bolton said, citing a nearly 100-ship deficit in the US Navy’s fleet. Reversing that decline and reasserting global alliances requires serious thought about America’s role in the world, he said. \u003c/p\u003e\u003cp\u003e“American strength is not provocative,” Bolton said. “American weakness is provocative and we’re showing a lot of provocation these days.” \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":"A direct attack on Taiwan by China is not likely as a war would destroy much of the island’s factories and other productive capacity that China ultimately wants, John Bolton told TPM25. Photo credit: CaughtintheMoment.com.","__typename":"Metadata"},"ModDate":"1741036396930","Taxonomy":{"MainCategory":[{"Id":"4","Name":"Supply chain","Redirects":[{"Path":"/supply-chain","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"9","Name":"Container Shipping News","Redirects":[{"Path":"/maritime/container-shipping-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"16","Name":"Transport, Trade and Regulation News","Redirects":[{"Path":"/supply-chain/transport-trade-and-regulation-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Michael Angell, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1741031714000","TitlePlainText":"TPM25: Growing US isolationism threatens global supply chains: Bolton","Published":true,"Redirects":[{"Path":"/article/tpm25-growing-us-isolationism-threatens-global-supply-chains-bolton-5954626","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eJohn Bolton, who served as Donald Trump’s national security advisor from 2018–19, said China is gauging its next global moves through how the US responds to the war in the Ukraine.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"John Bolton, who served as Donald Trump’s national security advisor from 2018–19, said China is gauging its next global moves through how the US responds to the war in the Ukraine.","__typename":"Document"}],"isError":false,"pageType":0,"horizontalProms":[{"Id":"24670325-71a5-41e3-9f96-17f5982b1aa2","Name":"Upgrade Subscription - Gold Trials","Description":"","Body":"Use code GTW695 at checkout and save $800 on first year of an annual Gold subscription!","Title":"Become a Gold Subscriber and Save!","PromotionType":"CTA_WIDE","ButtonLink":"https://joc.com/subscription/choose-plan?utm_source=joc\u0026utm_medium=wide_box\u0026utm__campaign=GT_upgrade","ButtonOpenInNewWindow":false,"ButtonText":"Save Now","CardLink":"","Icon":"alert","Published":true,"PublishingStart":"1740154651956","PublishingEnd":"1767243599956","SubscriberLevel":["Gold_Trial"],"CloseDelay":null,"DisplayDelay":null,"DisplayPerSession":null,"Taxonomies":[],"TargetUrls":[],"Position":null,"FeatureImageId":null,"FeatureImage":null,"__typename":"InternalPromotion"},{"Id":"49ccf923-230e-483d-80a9-487160c1eb9d","Name":"Group Subscriptions - Wide Box","Description":"Group Subscriptions - Wide Box","Body":"Arm your team with the most trusted information portal for the international container shipping industry.","Title":"Get into a group subscription today","PromotionType":"CTA_WIDE","ButtonLink":"https://subscribe.joc.com/groupsubscriptions/","ButtonOpenInNewWindow":true,"ButtonText":"Learn More","CardLink":"","Icon":"alert","Published":true,"PublishingStart":"1669629822558","PublishingEnd":"1767243599558","SubscriberLevel":["Gold"],"CloseDelay":null,"DisplayDelay":null,"DisplayPerSession":null,"Taxonomies":[],"TargetUrls":[],"Position":null,"FeatureImageId":null,"FeatureImage":null,"__typename":"InternalPromotion"},{"Id":"4afc17d8-d881-4908-a086-645154a4ea15","Name":"Subscribe Now - Free Trials - Wide Box","Description":"Subscribe Now - Free Trials - Wide Box","Body":"Use code STSW20 at checkout to save 20% 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"}],"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"}],"taxonomyTree":[{"Id":"4","Name":"Supply chain","Menu":true,"MetaTitle":"Supply Chain News | Journal of Commerce","MetaDescription":"Stay updated on supply chain strategies, cargo visibility, inventory trends and more with our comprehensive supply chain news and analysis.","JocCategories":"Supply chain","CategoryDescription":"The Journal of Commerce’s supply chain news and analysis impacting the management of end-to-end supply chains reports on supply chain strategies, cargo visibility, inventory trends, sourcing, customs certification and contract logistics. Supply chain news coverage also delves into refrigerated shipping advancements and management of inventory status, regulatory updates and government funding projects.","ParentId":null,"Redirects":[{"Path":"/supply-chain","__typename":"Redirect"}],"Children":[{"Id":"16","Name":"Transport, Trade and Regulation News","Menu":true,"MetaTitle":"Transport, Trade and Regulation News | Journal of Commerce","MetaDescription":"Stay informed with the latest regulation news and trade updates. 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