<div class="phx-topic abstract-wrapper">Major Japanese international freight forwarder Kintetsu World Express Inc.’s profit plummeted 42.7 percent in the first quarter of fiscal 2013, which started on April 1, from a year earlier to ¥1.364 billion ($14.18 million) on a consolidated basis.</div>

Major Japanese international freight forwarder Kintetsu World Express Inc.’s profit plummeted 42.7 percent in the first quarter of fiscal 2013, which started on April 1, from a year earlier to ¥1.364 billion ($14.18 million) on a consolidated basis.

<div>Major Japanese international freight forwarder Kintetsu World Express Inc.’s profit plummeted 42.7 percent in the first quarter of fiscal 2013, which started on April 1, from a year earlier to ¥1.364 billion ($14.18 million) on a consolidated basis.The Tokyo-based company’s group operating revenue edged up 0.7 percent in the April-June quarter year-on-year to ¥64.644 billion ($671.98 million). Its group operating profit tumbled 19.4 percent to ¥2.710 billion ($28.17 million).Looking back on the April-June period, KWE said in an earnings release, “The U.S. economy started to show a gradual recovery, but uncertainties remained about the future of the global economy due...

Major Japanese international freight forwarder Kintetsu World Express Inc.’s profit plummeted 42.7 percent in the first quarter of fiscal 2013, which started on April 1, from a year earlier to ¥1.364 billion ($14.18 million) on a consolidated basis. The Tokyo-based company’s group operating revenue edged up 0.7 percent in the April-June quarter year-on-year to ¥64.644 billion ($671.98 million). Its group operating profit tumbled 19.4 percent to ¥2.710 billion ($28.17 million). Looking back on the April-June period, KWE said in an earnings release, “The U.S. economy started to show a gradual recovery, but uncertainties remained about the future of the global economy due to the prolonged financial issues in Europe and an economic slowdown in China.” “The Japanese economy started to show signs of a recovery amid expectations for the government’s economic and monetary policies, but volatile factors remained, including wild fluctuations in foreign exchange rates and stock prices,” KWE said. The company further noted that demand for air transportation did not recover. Its own volume of air freight remained low, “but the volume of sea freight showed steady growth as a result of the whole KWE group’s efforts to promote sales,” the company said. Operating revenue in the Americas, which include the United States, Canada and Latin America, totaled ¥8.853 billion ($92.03 million) in the first quarter of fiscal 2013, up 12.6 percent year-on-year. Operating profit in the Americas amounted to ¥348 million ($3.62 million), down 20.2 percent. KWE left unchanged its group revenue and profit forecasts for fiscal 2013, which were announced on May 9: ¥270.0 billion ($2.81 billion) in operating revenue, up 8.9 percent from fiscal 2012; ¥14.5 billion ($150.73 million) in operating profit, up 9.1 percent from fiscal 2012; ¥9.2 billion yen ($95.63 million) in net profit, up 0.7 percent from fiscal 2012.

Logistics Technology News

Kintetsu World Express' Profit Sinks

<div class="phx-topic abstract-wrapper">The producer price indices for truckload and LTL transportation in the US both leapt about 20% year over year in April, revealing growing pressure on supply chains.</div>

The producer price indices for truckload and LTL transportation in the US both leapt about 20% year over year in April, revealing growing pressure on supply chains.

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<div class="phx-topic">The US producer price indices (PPIs) for trucking last month leapt in nearly vertical lines so steep they could cause vertigo. The long-distance truckload PPI jumped 11.4% in April from March, reaching 202.2, according to data released by the US Bureau of Labor Statistics (BLS) Wednesday. That’s an 18.9% year-over-year increase for the all-inclusive measure of truckload pricing. April’s less-than-truckload (LTL) PPI shot up 12% from March and climbed 20% year over year to a record-breaking 311 – the biggest annualized increase in the LTL index since June 2022. In comparison, the April PPI for intermodal freight rail transportation was flat from March and only up less than 1 percentage point year over year, BLS data showed. The trucking PPIs represent final “selling prices” paid by thousands of shippers, including fuel surcharges and spot and contract base rates. The April PPIs show the impact of war-driven diesel prices in the US that have been more than 50% higher year on year since March 23. The average US retail diesel as of May 11 was $5.64 per gallon, flat with the previous week but up 62.2% from a year ago, according to the US Energy Information Administration (EIA). The US average diesel price has been above $5 per gallon for nine weeks. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="dd129e5b-5d7d-4cc2-a3fe-d9f34fdebe58"></dynamic-object></div>The PPIs for truckload and LTL services rose even quicker than aggregate US producer prices, which were up 1.4% from March in April and 6% year over year, according to the BLS. The April increase is the largest advance for the PPI since a 1.7% leap in March 2022. The Consumer Price Index (CPI), a measure of inflation, rose 3.8% year over year in April. Subtracting food and energy costs, the CPI rose 2.8% year over year. The PPIs are likely to stay elevated, buoyed by fuel prices, in particular the cost of diesel, which is used across freight transportation modes. Higher energy costs are inflating cost pressures throughout supply chains. The New York Federal Reserve Bank’s <a href="https://www.newyorkfed.org/research/policy/gscpi#/interactive">Global Supply Chain Pressure Index</a> (GSCPI) rose from 0.68 in March to 1.82 in April, a leap that closely matches the trajectory of the trucking PPIs. <h3>‘Surcharges on everything’ </h3>Shippers are seeing the immediate impact of the diesel price spike in higher fuel surcharges from their transportation and logistics providers. “As soon as we have to haul anything anywhere, there’s fuel surcharges on everything,” Amardeip Singh Doman, CEO of Doman Building Materials Group, said in a quarterly earnings call Monday. “We’re doing the best we can to navigate through that.” Doman, which distributes lumber and other building products throughout the US, is trying to pass the higher cost of surcharges through to customers, where possible, he said, noting: “We’re just trying to break even if we can on it and push it through.” Shippers are <a href="https://www.joc.com/article/rising-fuel-costs-forcing-us-truck-shippers-to-shift-freight-6214133">struggling to respond</a> to rapid price increases, said Jenny Vander Zandem, COO of transportation and fuel management company Breakthrough. “They don’t have many levers they can pull” to quickly mitigate higher costs, she said in an interview. And that’s forcing shippers to consider the prospect of higher fuel costs long-term. “Forecasts have moved from something we would do annually to quarterly, monthly and now even more frequently with clients,” said Vander Zandem. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="4f41d0db-fdca-4d0e-841e-6a45e944cc38"></dynamic-object></div>Whether the Strait of Hormuz is reopened or not, high diesel prices will linger, Matt Muenster, chief economist at Breakthrough, told the Journal of Commerce. From ports to inland truck stops, “this is a low sulfur fuel conundrum,” Muenster said. “There’s a structural challenge at work here because refiners can’t just increase production for these particular fuels.” US production, he said, is geared toward gasoline. US diesel inventories are down 11% from their five-year average, Muenster said, as the US continues to export diesel. “We’re going to have more stress in the diesel market in autumn when agriculture and transportation put more heat under the diesel barrel,” he said. “Summer usually offers time for diesel inventories to build, but if they continue to draw it will add pressure.” Contact William B. Cassidy at <a href="mailto:bill.cassidy@spglobal.com">bill.cassidy@spglobal.com</a>. </div>

The US producer price indices (PPIs) for trucking last month leapt in nearly vertical lines so steep they could cause vertigo. The long-distance truckload PPI jumped 11.4% in April from March, reaching 202.2, according to data released by the US Bureau of Labor Statistics (BLS) Wednesday. That’s an 18.9% year-over-year increase for the all-inclusive measure of truckload pricing. April’s less-than-truckload (LTL) PPI shot up 12% from March and climbed 20% year over year to a record-breaking 311 – the biggest annualized increase in the LTL index since June 2022. In comparison, the April PPI for intermodal freight rail transportation was flat from March and only up less than 1 percentage point year over year, BLS data showed. The trucking PPIs represent final “selling prices” paid by thousands of shippers, including fuel surcharges and spot and contract base rates. The April PPIs show the impact of war-driven diesel prices in the US that have been more than 50% higher year on year since March 23. The average US retail diesel as of May 11 was $5.64 per gallon, flat with the previous week but up 62.2% from a year ago, according to the US Energy Information Administration (EIA). The US average diesel price has been above $5 per gallon for nine weeks. The PPIs for truckload and LTL services rose even quicker than aggregate US producer prices, which were up 1.4% from March in April and 6% year over year, according to the BLS. The April increase is the largest advance for the PPI since a 1.7% leap in March 2022. The Consumer Price Index (CPI), a measure of inflation, rose 3.8% year over year in April. Subtracting food and energy costs, the CPI rose 2.8% year over year. The PPIs are likely to stay elevated, buoyed by fuel prices, in particular the cost of diesel, which is used across freight transportation modes. Higher energy costs are inflating cost pressures throughout supply chains. The New York Federal Reserve Bank’s Global Supply Chain Pressure Index (GSCPI) rose from 0.68 in March to 1.82 in April, a leap that closely matches the trajectory of the trucking PPIs. ‘Surcharges on everything’ Shippers are seeing the immediate impact of the diesel price spike in higher fuel surcharges from their transportation and logistics providers. “As soon as we have to haul anything anywhere, there’s fuel surcharges on everything,” Amardeip Singh Doman, CEO of Doman Building Materials Group, said in a quarterly earnings call Monday. “We’re doing the best we can to navigate through that.” Doman, which distributes lumber and other building products throughout the US, is trying to pass the higher cost of surcharges through to customers, where possible, he said, noting: “We’re just trying to break even if we can on it and push it through.” Shippers are struggling to respond to rapid price increases, said Jenny Vander Zandem, COO of transportation and fuel management company Breakthrough. “They don’t have many levers they can pull” to quickly mitigate higher costs, she said in an interview. And that’s forcing shippers to consider the prospect of higher fuel costs long-term. “Forecasts have moved from something we would do annually to quarterly, monthly and now even more frequently with clients,” said Vander Zandem. Whether the Strait of Hormuz is reopened or not, high diesel prices will linger, Matt Muenster, chief economist at Breakthrough, told the Journal of Commerce. From ports to inland truck stops, “this is a low sulfur fuel conundrum,” Muenster said. “There’s a structural challenge at work here because refiners can’t just increase production for these particular fuels.” US production, he said, is geared toward gasoline. US diesel inventories are down 11% from their five-year average, Muenster said, as the US continues to export diesel. “We’re going to have more stress in the diesel market in autumn when agriculture and transportation put more heat under the diesel barrel,” he said. “Summer usually offers time for diesel inventories to build, but if they continue to draw it will add pressure.” Contact William B. Cassidy at bill.cassidy@spglobal.com .

Trucking News

Rail News

Truckload

Surface

War-driven fuel prices send trucking PPIs, shipper costs skyward

<div class="phx-topic abstract-wrapper">The unanimous ruling in a case involving C.H. Robinson adds a new layer of responsibility for brokers to consider the safety history of the motor carriers they hire to haul loads.</div>

The unanimous ruling in a case involving C.H. Robinson adds a new layer of responsibility for brokers to consider the safety history of the motor carriers they hire to haul loads.

<div class="phx-topic">Federal law does not automatically shield freight brokers from lawsuits alleging they hired unsafe carriers involved in accidents, the US Supreme Court ruled Thursday, a decision likely to reshape how shippers and third-party logistics providers assess carrier risk. The unanimous decision in Montgomery v. Caribe Transport II does not make brokers liable every time a truck crashes. But it removes a major legal shield the brokerage industry has relied on for years. The case involved a December 2017 crash in Illinois involving a Caribe Transport II truck that struck a vehicle parked on the side of the road. The accident injured Shawn Montgomery, who was forced to have one of his legs amputated. C.H. Robinson brokered the freight to Caribe. Robinson argued that brokers arrange transportation but do not own trucks, maintain equipment, hire drivers, or operate vehicles. Because selecting a carrier is a brokerage service, the company argued that negligent hiring claims against brokers should be preempted by federal law. But Justice Amy Coney Barrett, writing for the court, rejected that argument, allowing Montgomery’s lawsuit against Caribe and Robinson to proceed. “Montgomery’s negligent hiring claim thus falls within the FAAAA’s safety exception, which saves it from preemption,” Barrett wrote. “The safety exception saves only a subset of preempted claims: those involving regulations concerning motor vehicle safety. State laws related to motor carrier prices, routes, and services that have no relationship to safety remain preempted [by federal law].” The case is centered on the Federal Aviation Administration Authorization Act (FAAAA), a federal law that broadly preempts state regulation of freight rates, routes and services. The question before the court was whether that preemption also blocks state law negligent hiring claims against brokers, or whether those claims survive under the law’s safety exception. Montgomery sued C.H. Robinson, claiming the broker negligently hired Caribe, which had a “conditional” safety rating from the Federal Motor Carrier Safety Administration (FMCSA) and several violations involving driver qualification, hours of service, vehicle maintenance, and crash rates. Lower courts sided with Robinson, stating that FAAAA blocked the claim because the law preempts state rules related to freight rates, routes and services. But the Supreme Court ruling Thursday reversed that, deciding that a broker does not have to own, drive, or repair trucks for its carrier-selection decision to involve highway safety. “Requiring C.H. Robinson to exercise ordinary care in selecting a carrier therefore ‘concerns’ motor vehicles — most obviously, the trucks that will transport the goods,” Barrett wrote. “So, Montgomery’s negligent-hiring claim falls within the FAAAA’s safety exception.” C.H. Robinson said it was “disappointed with the outcome (but) respects the court’s ruling.” “While we are disappointed in the court’s decision, we will continue to operate responsibly, support stronger federal enforcement, and work constructively with regulators, carriers, and customers to strengthen the national safety system and support safe, reliable transportation across the country,” the company said in a statement. The Transportation Intermediaries Association said it was “deeply disappointed with the decision.” “...The law and legal precedent for decades has given the federal government, not states, the responsibility for setting safety standards for motor carriers,” TIA said in a statement. “To date, carriers, not brokers, have been responsible for complying with these standards.” <h3>Brokers can’t fall back on FMCSA registration </h3>Justices Brett Kavanaugh and Samuel Alito said the case was a close one, but they concurred with the unanimous opinion. Kavanaugh and Alito pointed out that motor carriers are already open to lawsuits for injuries on a state level, and rejected the idea that FMCSA registration alone ends the safety conversation for brokers. “Given that Congress in the FAA Authorization Act sought economic deregulation — not safety deregulation — it is hard to read the statute as written and conclude that Congress subtly sliced and diced state tort law so that trucking companies would be subject to state tort suits for accidents, but brokers would operate free of any such tort liability,” they wrote. The ruling does not impose a new checklist or instruct brokers on how to vet carriers. But it enforces an important standard of reasonable care when deciding whether a broker was negligent in hiring. For a small carrier with clean authority and no visible problems, reasonable care may be simple. For a carrier with a conditional safety rating, a poor crash record, repeated serious violations, reasonable care may now mean more than what the brokerage industry has historically been accustomed to. Contact Ari Ashe at <a href="mailto:Ari.Ashe@spglobal.com">Ari.Ashe@spglobal.com</a>. </div>

Federal law does not automatically shield freight brokers from lawsuits alleging they hired unsafe carriers involved in accidents, the US Supreme Court ruled Thursday, a decision likely to reshape how shippers and third-party logistics providers assess carrier risk. The unanimous decision in Montgomery v. Caribe Transport II does not make brokers liable every time a truck crashes. But it removes a major legal shield the brokerage industry has relied on for years. The case involved a December 2017 crash in Illinois involving a Caribe Transport II truck that struck a vehicle parked on the side of the road. The accident injured Shawn Montgomery, who was forced to have one of his legs amputated. C.H. Robinson brokered the freight to Caribe. Robinson argued that brokers arrange transportation but do not own trucks, maintain equipment, hire drivers, or operate vehicles. Because selecting a carrier is a brokerage service, the company argued that negligent hiring claims against brokers should be preempted by federal law. But Justice Amy Coney Barrett, writing for the court, rejected that argument, allowing Montgomery’s lawsuit against Caribe and Robinson to proceed. “Montgomery’s negligent hiring claim thus falls within the FAAAA’s safety exception, which saves it from preemption,” Barrett wrote. “The safety exception saves only a subset of preempted claims: those involving regulations concerning motor vehicle safety. State laws related to motor carrier prices, routes, and services that have no relationship to safety remain preempted [by federal law].” The case is centered on the Federal Aviation Administration Authorization Act (FAAAA), a federal law that broadly preempts state regulation of freight rates, routes and services. The question before the court was whether that preemption also blocks state law negligent hiring claims against brokers, or whether those claims survive under the law’s safety exception. Montgomery sued C.H. Robinson, claiming the broker negligently hired Caribe, which had a “conditional” safety rating from the Federal Motor Carrier Safety Administration (FMCSA) and several violations involving driver qualification, hours of service, vehicle maintenance, and crash rates. Lower courts sided with Robinson, stating that FAAAA blocked the claim because the law preempts state rules related to freight rates, routes and services. But the Supreme Court ruling Thursday reversed that, deciding that a broker does not have to own, drive, or repair trucks for its carrier-selection decision to involve highway safety. “Requiring C.H. Robinson to exercise ordinary care in selecting a carrier therefore ‘concerns’ motor vehicles — most obviously, the trucks that will transport the goods,” Barrett wrote. “So, Montgomery’s negligent-hiring claim falls within the FAAAA’s safety exception.” C.H. Robinson said it was “disappointed with the outcome (but) respects the court’s ruling.” “While we are disappointed in the court’s decision, we will continue to operate responsibly, support stronger federal enforcement, and work constructively with regulators, carriers, and customers to strengthen the national safety system and support safe, reliable transportation across the country,” the company said in a statement. The Transportation Intermediaries Association said it was “deeply disappointed with the decision.” “...The law and legal precedent for decades has given the federal government, not states, the responsibility for setting safety standards for motor carriers,” TIA said in a statement. “To date, carriers, not brokers, have been responsible for complying with these standards.” Brokers can’t fall back on FMCSA registration Justices Brett Kavanaugh and Samuel Alito said the case was a close one, but they concurred with the unanimous opinion. Kavanaugh and Alito pointed out that motor carriers are already open to lawsuits for injuries on a state level, and rejected the idea that FMCSA registration alone ends the safety conversation for brokers. “Given that Congress in the FAA Authorization Act sought economic deregulation — not safety deregulation — it is hard to read the statute as written and conclude that Congress subtly sliced and diced state tort law so that trucking companies would be subject to state tort suits for accidents, but brokers would operate free of any such tort liability,” they wrote. The ruling does not impose a new checklist or instruct brokers on how to vet carriers. But it enforces an important standard of reasonable care when deciding whether a broker was negligent in hiring. For a small carrier with clean authority and no visible problems, reasonable care may be simple. For a carrier with a conditional safety rating, a poor crash record, repeated serious violations, reasonable care may now mean more than what the brokerage industry has historically been accustomed to. Contact Ari Ashe at Ari.Ashe@spglobal.com .

Transport, Trade and Regulation News

Truck brokers

Trucking labor

Supreme Court ruling strips broker protection linked to carrier safety

<div class="phx-topic abstract-wrapper">Terminal operators and port authorities must transition from their historic, passive roles as infrastructure caretakers into active orchestrators of integrated logistics ecosystems, writes Robbert van Trooijen.</div>

Terminal operators and port authorities must transition from their historic, passive roles as infrastructure caretakers into active orchestrators of integrated logistics ecosystems, writes Robbert van Trooijen.

<div class="phx-topic">In my <a href="https://www.joc.com/article/landside-infrastructure-is-container-shippings-next-great-chokepoint-6209457">most recent piece for the Journal of Commerce</a>, I argued that the real battle for supply chains has shifted inland. Building larger vessels or rushing mega-alliances into service will not solve systemic disruptions if vessels can’t find a berth. So naturally, many players in the ports and terminals sector place great emphasis on engineering inside the gate. <div class="wrapper-narrow float-right-element"><img src="/images/phoenix/6220550_0.1.jpg"></img></div>Whether investing in a greenfield project or expanding a brownfield footprint, port authorities and gateway terminal operators tend to focus most of their attention on the infrastructure and hardware within the gate, like the draft alongside, the length of the quayside, the deployment of super post-Panamax gantry cranes, the projected yard density, and straddle carrier fleets. After all, these are the things that matter to the primary customers, the ocean carriers. However, even with electrification and automation, hardware tends to be less of a differentiator these days. Most modern terminals have deep draft, 25 to 30 gross moves per hour, efficient quayside operations, and some degree of automation. So where does it go wrong? We all know the infamous "white elephants": state-of-the-art terminals built to world-class specifications that ultimately failed to achieve a decent return on investment. Although it may come across as an oversimplification, I would argue that one of the reasons for waning loyalty or suboptimal results, particularly for competing gateway terminals serving the same catchment area, is that the operators treated the long-term loyalty of the shipper or consignee as an afterthought. Back in 2007, I witnessed Thomas W. Malnight, then a leading professor of strategy and general management at IMD business school, teach a master class where he challenged the maritime community with a radical strategic shift. Malnight advocated that port ecosystems must look past their immediate ocean carrier clients and focus more on "the customer’s customer” — the shipper or consignee. He taught us that the ultimate metric of a gateway terminal's value is how effectively it can convince the cargo owner to remain anchored to that specific ecosystem over a decade. The rationale is surprisingly simple: Once a large enough number of beneficial cargo owners (BCOs) are loyal to a port ecosystem, so will the ocean carriers, and the tables have turned. To achieve this, terminal operators and port authorities must transition from their historic, passive roles as infrastructure caretakers into active orchestrators of integrated logistics ecosystems. This pivot requires moving beyond the traditional port gate to discover what end-users genuinely require to secure long-term cargo commitments. <h3>Shippers’ needs transcend infrastructure </h3>When we ask BCOs what they need, the answers transcend fundamental maritime infrastructure. Shippers do not build supply chain resilience around the number of container cranes on a dock. They demand reliable, seamless multimodal connections, including hinterland rail access and barge routes. They seek competitive trade environments like specialized free zone setups equipped with bonded warehouses, cross-docking hubs, cold chain infrastructure, (potentially) air-sea setups for high-value goods, and access to an affordable and strategically located hinterland optimized for potential assembly plants. Constructing this caliber of landside ecosystem is difficult to achieve for a port authority acting in isolation. But with a clear master plan that includes collaboration among provincial, state, and municipal public bodies; private investors, and diverse logistics service providers, the foundation is there for long-term success. Robbert van Trooijen, founder of Inception Partners and a McKinsey Senior Advisor, had a 33-year tenure with The Nedlloyd Group, P&amp;O Nedlloyd and the Maersk Group. Contact him at <a href="mailto:robbert@inceptionpartners.org">robbert@inceptionpartners.org</a>. </div>

In my most recent piece for the Journal of Commerce, I argued that the real battle for supply chains has shifted inland. Building larger vessels or rushing mega-alliances into service will not solve systemic disruptions if vessels can’t find a berth. So naturally, many players in the ports and terminals sector place great emphasis on engineering inside the gate. Whether investing in a greenfield project or expanding a brownfield footprint, port authorities and gateway terminal operators tend to focus most of their attention on the infrastructure and hardware within the gate, like the draft alongside, the length of the quayside, the deployment of super post-Panamax gantry cranes, the projected yard density, and straddle carrier fleets. After all, these are the things that matter to the primary customers, the ocean carriers. However, even with electrification and automation, hardware tends to be less of a differentiator these days. Most modern terminals have deep draft, 25 to 30 gross moves per hour, efficient quayside operations, and some degree of automation. So where does it go wrong? We all know the infamous "white elephants": state-of-the-art terminals built to world-class specifications that ultimately failed to achieve a decent return on investment. Although it may come across as an oversimplification, I would argue that one of the reasons for waning loyalty or suboptimal results, particularly for competing gateway terminals serving the same catchment area, is that the operators treated the long-term loyalty of the shipper or consignee as an afterthought. Back in 2007, I witnessed Thomas W. Malnight, then a leading professor of strategy and general management at IMD business school, teach a master class where he challenged the maritime community with a radical strategic shift. Malnight advocated that port ecosystems must look past their immediate ocean carrier clients and focus more on "the customer’s customer” — the shipper or consignee. He taught us that the ultimate metric of a gateway terminal's value is how effectively it can convince the cargo owner to remain anchored to that specific ecosystem over a decade. The rationale is surprisingly simple: Once a large enough number of beneficial cargo owners (BCOs) are loyal to a port ecosystem, so will the ocean carriers, and the tables have turned. To achieve this, terminal operators and port authorities must transition from their historic, passive roles as infrastructure caretakers into active orchestrators of integrated logistics ecosystems. This pivot requires moving beyond the traditional port gate to discover what end-users genuinely require to secure long-term cargo commitments. Shippers’ needs transcend infrastructure When we ask BCOs what they need, the answers transcend fundamental maritime infrastructure. Shippers do not build supply chain resilience around the number of container cranes on a dock. They demand reliable, seamless multimodal connections, including hinterland rail access and barge routes. They seek competitive trade environments like specialized free zone setups equipped with bonded warehouses, cross-docking hubs, cold chain infrastructure, (potentially) air-sea setups for high-value goods, and access to an affordable and strategically located hinterland optimized for potential assembly plants. Constructing this caliber of landside ecosystem is difficult to achieve for a port authority acting in isolation. But with a clear master plan that includes collaboration among provincial, state, and municipal public bodies; private investors, and diverse logistics service providers, the foundation is there for long-term success. Robbert van Trooijen, founder of Inception Partners and a McKinsey Senior Advisor, had a 33-year tenure with The Nedlloyd Group, P&O Nedlloyd and the Maersk Group. Contact him at robbert@inceptionpartners.org .

Supply chain

Port infrastructure

Marine terminals

Maritime

Beyond the terminal gate: Why the future lies in logistical ecosystems

<div class="phx-topic abstract-wrapper">Carrier sources have reported an average berthing delay of two days for regular services and up to five days for ad-hoc vessel calls at both ports, with the problems driven by inadequate drayage capacity.</div>

Carrier sources have reported an average berthing delay of two days for regular services and up to five days for ad-hoc vessel calls at both ports, with the problems driven by inadequate drayage capacity.

<div class="phx-topic">Supply chain stakeholders at India's Nhava Sheva and Mundra ports have been struggling to deploy adequate drayage capacity to keep export/import cargo flowing in recent weeks, leaving ocean carriers grappling with multiple operational challenges. Sources say inter-terminal container transfers linked to transshipment activity have also been affected. The inland cutbacks are primarily due to an unusual shortage of truck drivers after a large number of domestic migrant workers returned to their hometowns for a variety of reasons. Labor availability typically drops every year during the April-June summer holiday period, but a crunch of this scale was unexpected, port sources say. Carrier sources have reported an average berthing delay of two days for regular/window services and up to five days for ad-hoc vessel calls at Nhava Sheva and Mundra. Mega-liners with dedicated terminal operations are able to manage vessel turnarounds better, however. Late vessel arrivals from previous ports of call are adding to the delays, a bigger concern for Mundra given the pattern of Indian service rotations. To relieve the heightened berth pressure, the busier terminals at Adani Ports’ Mundra are now turning away ad-hoc callers, sources said. “There has been an acute shortage of drivers, coupled with disruptions at the port, due to which we anticipate that first- and last-mile movement of containers may get impacted,” inland service provider Adani Logistics told customers in an advisory. “We strongly recommend engaging with your respective shipping lines regarding any financial implications that may arise...which may be due to reasons beyond our control...” On-dock yards in Nhava Sheva and Mundra are overflowing with containers, triggering abrupt gate closings by terminals for cargo intake into the wharf, a major concern for carriers trying to push westbound cargo lifts. “The window to gate in exports is short and constantly changing,” said an executive at a leading European carrier who didn’t want to be identified. “That also means shippers have to run around quickly to organize a container trailer, often unable to find one in the present situation.” <h3>Container ‘no-shows’ also a problem </h3>Sunil Vaswani, executive director of India’s Container Shipping Lines Association, acknowledged that deployed trucking capacity remains a challenge. “The evacuation of import containers out of the terminals at Nhava Sheva still remains slow, which in turn impacts vessel productivity and berthing windows,” Vaswani said. “At Mundra, the import inventory situation is not as critical as at Nhava Sheva because about half of the boxes [there] move by rail.” Carriers are also said to be seeing a higher number of container “no-shows” because of the drayage disruption. Booked containers failing to turn up for loading generally run a penalty risk for shippers. Additionally, the slowdown in inter-terminal activity is weighing on the pace of evacuating Middle East-linked transshipment volumes currently held at Indian docks. As container dwells climb and service reliability deteriorates, freight depot owners and customs brokers are seeking safeguards for potential liability consequences. “Given the exceptional and unforeseen nature of the current situation, it may be treated as force majeure,” a trade notice from the Container Freight Stations Association of India said. Contact Bency Mathew at <a href="mailto:bencyvmathew@gmail.com">bencyvmathew@gmail.com</a>. </div>

Supply chain stakeholders at India's Nhava Sheva and Mundra ports have been struggling to deploy adequate drayage capacity to keep export/import cargo flowing in recent weeks, leaving ocean carriers grappling with multiple operational challenges. Sources say inter-terminal container transfers linked to transshipment activity have also been affected. The inland cutbacks are primarily due to an unusual shortage of truck drivers after a large number of domestic migrant workers returned to their hometowns for a variety of reasons. Labor availability typically drops every year during the April-June summer holiday period, but a crunch of this scale was unexpected, port sources say. Carrier sources have reported an average berthing delay of two days for regular/window services and up to five days for ad-hoc vessel calls at Nhava Sheva and Mundra. Mega-liners with dedicated terminal operations are able to manage vessel turnarounds better, however. Late vessel arrivals from previous ports of call are adding to the delays, a bigger concern for Mundra given the pattern of Indian service rotations. To relieve the heightened berth pressure, the busier terminals at Adani Ports’ Mundra are now turning away ad-hoc callers, sources said. “There has been an acute shortage of drivers, coupled with disruptions at the port, due to which we anticipate that first- and last-mile movement of containers may get impacted,” inland service provider Adani Logistics told customers in an advisory. “We strongly recommend engaging with your respective shipping lines regarding any financial implications that may arise...which may be due to reasons beyond our control...” On-dock yards in Nhava Sheva and Mundra are overflowing with containers, triggering abrupt gate closings by terminals for cargo intake into the wharf, a major concern for carriers trying to push westbound cargo lifts. “The window to gate in exports is short and constantly changing,” said an executive at a leading European carrier who didn’t want to be identified. “That also means shippers have to run around quickly to organize a container trailer, often unable to find one in the present situation.” Container ‘no-shows’ also a problem Sunil Vaswani, executive director of India’s Container Shipping Lines Association, acknowledged that deployed trucking capacity remains a challenge. “The evacuation of import containers out of the terminals at Nhava Sheva still remains slow, which in turn impacts vessel productivity and berthing windows,” Vaswani said. “At Mundra, the import inventory situation is not as critical as at Nhava Sheva because about half of the boxes [there] move by rail.” Carriers are also said to be seeing a higher number of container “no-shows” because of the drayage disruption. Booked containers failing to turn up for loading generally run a penalty risk for shippers. Additionally, the slowdown in inter-terminal activity is weighing on the pace of evacuating Middle East-linked transshipment volumes currently held at Indian docks. As container dwells climb and service reliability deteriorates, freight depot owners and customs brokers are seeking safeguards for potential liability consequences. “Given the exceptional and unforeseen nature of the current situation, it may be treated as force majeure,” a trade notice from the Container Freight Stations Association of India said. Contact Bency Mathew at bencyvmathew@gmail.com .

Port News

Drayage

International ports

Rising container dwells hobble vessel flows at India's Nhava Sheva, Mundra ports

<div class="phx-topic abstract-wrapper">Highlighting the impact of lower freight rates in its first-quarter financials, Taiwan’s largest ocean carrier recorded a 22% year-over-year drop in average revenue per TEU, to $968/TEU. </div>

Highlighting the impact of lower freight rates in its first-quarter financials, Taiwan’s largest ocean carrier recorded a 22% year-over-year drop in average revenue per TEU, to $968/TEU.

<div class="phx-topic">Taiwan’s largest container line reported a 71% drop in first-quarter net profit Thursday, citing sharply lower freight rates in the period. Evergreen Marine, in a filing to the Taiwan stock exchange, said its first-quarter net profit fell to $263 million from $897 million a year earlier. Revenue was down 25% to $2.7 billion. Highlighting the impact of lower freight rates in its first-quarter financials, Evergreen saw a 22% year-over-year drop in average revenue per TEU, to $968/TEU. Evergreen noted the biggest rate drop was on Asia-US East Coast trades, with index levels falling 66% to $1,533 per FEU in the first quarter, according to Shanghai Shipping Exchange data. Rate levels on Asia-Mediterranean trades fell 47% to $1,489/TEU. The carrier’s container volumes in the quarter were unchanged at 2.6 million TEUs. Evergreen, in a separate stock exchange filing Thursday, said its directors had agreed to spend $61.5 million to buy 18,000 shipping containers from the carrier’s container-making subsidiary, Evergreen Heavy Industrial Corporation (Malaysia). Evergreen is the seventh-largest ocean carrier globally, with 1.95 million TEUs of capacity in service, according to data from Sea-web, a sister product of the Journal of Commerce within S&amp;P Global. The other two carriers in Taiwan’s Big Three, Yang Ming and Wan Hai, <a href="https://www.joc.com/article/yang-ming-to-develop-cargo-base-to-offset-trade-geopolitical-uncertainties-6219998">reported their first-quarter financials earlier this week</a>, with both posting declines in net profit and revenues. Contact Keith Wallis at <a href="mailto:keithwallis@hotmail.com">keithwallis@hotmail.com</a>. </div>

Taiwan’s largest container line reported a 71% drop in first-quarter net profit Thursday, citing sharply lower freight rates in the period. Evergreen Marine, in a filing to the Taiwan stock exchange, said its first-quarter net profit fell to $263 million from $897 million a year earlier. Revenue was down 25% to $2.7 billion. Highlighting the impact of lower freight rates in its first-quarter financials, Evergreen saw a 22% year-over-year drop in average revenue per TEU, to $968/TEU. Evergreen noted the biggest rate drop was on Asia-US East Coast trades, with index levels falling 66% to $1,533 per FEU in the first quarter, according to Shanghai Shipping Exchange data. Rate levels on Asia-Mediterranean trades fell 47% to $1,489/TEU. The carrier’s container volumes in the quarter were unchanged at 2.6 million TEUs. Evergreen, in a separate stock exchange filing Thursday, said its directors had agreed to spend $61.5 million to buy 18,000 shipping containers from the carrier’s container-making subsidiary, Evergreen Heavy Industrial Corporation (Malaysia). Evergreen is the seventh-largest ocean carrier globally, with 1.95 million TEUs of capacity in service, according to data from Sea-web, a sister product of the Journal of Commerce within S&P Global. The other two carriers in Taiwan’s Big Three, Yang Ming and Wan Hai, reported their first-quarter financials earlier this week , with both posting declines in net profit and revenues. Contact Keith Wallis at keithwallis@hotmail.com .

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Softer freight rates push Evergreen to 71% decline in Q1 net profit

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