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<div class="phx-topic abstract-wrapper">Hong Kong’s Census and Statistics Department reported the volume of exports of goods in November 2012 increased by 10.2 percent, and the volume of imports of goods rose by 7.6 percent, compared with the same month in 2011.</div>

Hong Kong’s Census and Statistics Department reported the volume of exports of goods in November 2012 increased by 10.2 percent, and the volume of imports of goods rose by 7.6 percent, compared with the same month in 2011.

<div>Hong Kong’s Census and Statistics Department <a>reported</a> the volume of exports of goods in November 2012 increased by 10.2 percent, and the volume of imports of goods rose by 7.6 percent, compared with the same month in 2011.In the first 11 months of 2012, the volume of goods exports fell by 1.3 percent, and the volume of goods imports inched up by 0.1 percent compared with the same period the previous year.In November, exports to mainland China recorded a double-digit jump of 19.4 percent, and exports to Japan increased by 9.4 percent. Exports to the U.S., Germany and Taiwan fell,...

Hong Kong’s Census and Statistics Department reported the volume of exports of goods in November 2012 increased by 10.2 percent, and the volume of imports of goods rose by 7.6 percent, compared with the same month in 2011. In the first 11 months of 2012, the volume of goods exports fell by 1.3 percent, and the volume of goods imports inched up by 0.1 percent compared with the same period the previous year. In November, exports to mainland China recorded a double-digit jump of 19.4 percent, and exports to Japan increased by 9.4 percent. Exports to the U.S., Germany and Taiwan fell, however, by 1.1 percent, 10.7 percent and 11.9 percent, respectively.

Hong Kong's Imports, Exports Rose in November

<div class="phx-topic abstract-wrapper">The largest US intermodal provider’s relationships with competing eastern railroads Norfolk Southern and CSX are shifting and will continue evolving through 2026 as the proposed merger between NS and UP winds its way through the regulatory process. </div>

The largest US intermodal provider’s relationships with competing eastern railroads Norfolk Southern and CSX are shifting and will continue evolving through 2026 as the proposed merger between NS and UP winds its way through the regulatory process.

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<div class="phx-topic">If federal regulators approve Union Pacific Railroad’s proposed $85 billion acquisition of Norfolk Southern Railway, J.B. Hunt Transport Services — the largest US intermodal provider — could be forced to rethink how it routes both coast-to-coast and East Coast freight. J.B. Hunt’s relationships with Norfolk Southern and CSX Transportation are already shifting and will continue evolving through 2026. How much will change is unclear, however, since J.B. Hunt wants relationships with both eastern railroads, even if Union Pacific and Norfolk Southern become one. <div class="wrapper-narrow float-right-element"><img src="/images/phoenix/6105166_0.1.jpg"></img></div>The stakes couldn’t be higher. J.B. Hunt handles more than two million intermodal loads a year and controls more than 125,000 containers, a fleet larger than the combined totals of competing intermodal providers C.H. Robinson, Hub Group, Schneider National, Swift Intermodal and several peers. On the West Coast, J.B. Hunt and BNSF Railway operate under the long-standing Quantum Agreement, a joint-service partnership created more than 35 years ago. In the East, J.B. relies primarily on Norfolk Southern, but has steadily expanded its CSX footprint in recent years. If UP acquired NS, some industry analysts have speculated J.B. Hunt would shift everything to CSX. The premise is based on the budding relationship between BNSF and CSX. “[It] has been perceived that J.B. Hunt would have to move our traffic to CSX. That's not accurate at all,” Darren Field, president of J.B. Hunt’s intermodal division, said on an Oct. 16 earnings call. “There's nothing [about the merger] that would mean our current Norfolk Southern footprint we have today would be required to change.” In a sense, though, the relationship has already begun to change. J.B. Hunt uses the new BNSF-CSX service launched in September from Phoenix to Atlanta and Southern California to <a href="https://www.joc.com/article/bnsf-csx-unveil-new-joint-intermodal-lanes-in-aftermath-of-up-ns-merger-6067789">Charlotte and Jacksonville</a>. Other BNSF and CSX combinations could include J.B. Hunt along the way. NS referenced the J.B. Hunt volume loss in the Southeast during its most recent earnings call. “While not big in the third quarter, we started to see some of the revenue erosion from competitor reactions to the merger,” NS CEO Mark George said on the Oct. 24 call. “We expect the impact to grow in the fourth quarter and continue to be a challenge over the near and medium term.” BNSF, which has waged a campaign against the UP-NS merger, warns that 300 intermodal lanes <a href="https://www.joc.com/article/up-ceo-pushing-to-file-formal-ns-merger-application-by-dec-1-6102362">could vanish</a> if the deal is approved, including all BNSF–NS interchanges. Likewise, CSX has said publicly that collaboration, not consolidation, can address the reasons why shippers still choose trucks over rail. J.B. Hunt is unlikely to take sides to keep the peace with NS and CSX. “Our long-term agreements and strong relationships with NS, CSX and BNSF should provide the basis for us to adapt to any changes in the industry,” J.B. Hunt CEO Shelley Simpson said on the company’s Oct. 16 earnings call. Strong rail service is one reason why J.B. Hunt grew its local East Coast intermodal volume by <a href="https://www.joc.com/article/jb-hunt-intermodal-volume-retracts-amid-cost-cutting-measures-6098480">6% year over year</a> in the third quarter, while West Coast freight dropped 6% during the same period. <h3>Norfolk Southern remains crucial </h3>The gravitational pull to BNSF and CSX is expected to strengthen in 2026. One industry source, who asked not to be identified, told the Journal of Commerce that J.B. Hunt is involved in every BNSF–CSX discussion on joint services, providing volume commitments to bolster the products from the outset. Nevertheless, NS remains central to J.B. Hunt’s eastern network. More than half of J.B. Hunt’s business with NS remains in the eastern US, according to the railroad. NS provides J.B. Hunt with access to major distribution centers strewn across central Pennsylvania, including Allentown, Bethlehem and Harrisburg. CSX cannot replicate that opportunity. NS also provides a single-line service between Kansas City and the East Coast, while CSX doesn’t operate in Kansas City. And the separate Crescent Corridor serves as a competitive edge — a double-stack-cleared NS route from Memphis through Birmingham, Atlanta, Charlotte and Harrisburg to Newark — providing faster transits than CSX on high-volume routes. UP has also offered to honor the J.B. Hunt-Norfolk Southern partnership. “If J.B. Hunt wants to still do lanes within the East with Norfolk Southern like they do today, we’ll certainly let them do that,” UP CEO Jim Vena said at the Journal of Commerce’s Inland 2025 Distribution Conference on Oct. 1. The UP-J.B. Hunt relationship makes sense for both sides. UP retains access to a large number of intermodal shipments, while J.B. Hunt can continue to provide truck-competitive services to shippers. <h3>The CSX pull will only grow </h3>The pull toward CSX will intensify, however, as its partnership with BNSF expands. With Southeast service now live, BNSF and CSX are eyeing the Northeast. CSX’s double-stack clearance through Baltimore <a href="https://www.joc.com/article/csx-restarts-baltimore-tunnel-service-for-double-stack-in-2026-6087384">next spring</a> could unlock additional joint BNSF-CSX routes from Southern California to Philadelphia and Newark, covering nearly every major East Coast hub from Florida to New Jersey. Striking such a deal makes economic sense for all parties. Details of the BNSF-J.B. Hunt Quantum Agreement are limited, but it functions as a one-of-a-kind intermodal revenue-sharing model. The formula has never been disclosed, but Quantum links BNSF and J.B. Hunt’s profitability to the volume on their intermodal lanes. If BNSF secures favorable terms with CSX, then everyone stands to benefit. The pool of revenue split between BNSF and J.B. Hunt is higher, especially if CSX charges less than NS. If a deal includes a seamless interchange, such as the one in Birmingham, for example, then J.B. Hunt’s expenses are lower, also increasing the shared revenue pool. And CSX wins by taking market share away from NS, its chief rival. J.B. Hunt must tread carefully, deepening its CSX ties without severing them with Norfolk Southern. That two-way pressure could spur both eastern railroads to compete harder, ultimately benefiting shippers along the way. Contact Ari Ashe at <a href="mailto:ari.ashe@spglobal.com">ari.ashe@spglobal.com</a>. </div>

If federal regulators approve Union Pacific Railroad’s proposed $85 billion acquisition of Norfolk Southern Railway, J.B. Hunt Transport Services — the largest US intermodal provider — could be forced to rethink how it routes both coast-to-coast and East Coast freight. J.B. Hunt’s relationships with Norfolk Southern and CSX Transportation are already shifting and will continue evolving through 2026. How much will change is unclear, however, since J.B. Hunt wants relationships with both eastern railroads, even if Union Pacific and Norfolk Southern become one. The stakes couldn’t be higher. J.B. Hunt handles more than two million intermodal loads a year and controls more than 125,000 containers, a fleet larger than the combined totals of competing intermodal providers C.H. Robinson, Hub Group, Schneider National, Swift Intermodal and several peers. On the West Coast, J.B. Hunt and BNSF Railway operate under the long-standing Quantum Agreement, a joint-service partnership created more than 35 years ago. In the East, J.B. relies primarily on Norfolk Southern, but has steadily expanded its CSX footprint in recent years. If UP acquired NS, some industry analysts have speculated J.B. Hunt would shift everything to CSX. The premise is based on the budding relationship between BNSF and CSX. “[It] has been perceived that J.B. Hunt would have to move our traffic to CSX. That's not accurate at all,” Darren Field, president of J.B. Hunt’s intermodal division, said on an Oct. 16 earnings call. “There's nothing [about the merger] that would mean our current Norfolk Southern footprint we have today would be required to change.” In a sense, though, the relationship has already begun to change. J.B. Hunt uses the new BNSF-CSX service launched in September from Phoenix to Atlanta and Southern California to Charlotte and Jacksonville . Other BNSF and CSX combinations could include J.B. Hunt along the way. NS referenced the J.B. Hunt volume loss in the Southeast during its most recent earnings call. “While not big in the third quarter, we started to see some of the revenue erosion from competitor reactions to the merger,” NS CEO Mark George said on the Oct. 24 call. “We expect the impact to grow in the fourth quarter and continue to be a challenge over the near and medium term.” BNSF, which has waged a campaign against the UP-NS merger, warns that 300 intermodal lanes could vanish if the deal is approved, including all BNSF–NS interchanges. Likewise, CSX has said publicly that collaboration, not consolidation, can address the reasons why shippers still choose trucks over rail. J.B. Hunt is unlikely to take sides to keep the peace with NS and CSX. “Our long-term agreements and strong relationships with NS, CSX and BNSF should provide the basis for us to adapt to any changes in the industry,” J.B. Hunt CEO Shelley Simpson said on the company’s Oct. 16 earnings call. Strong rail service is one reason why J.B. Hunt grew its local East Coast intermodal volume by 6% year over year in the third quarter, while West Coast freight dropped 6% during the same period. Norfolk Southern remains crucial The gravitational pull to BNSF and CSX is expected to strengthen in 2026. One industry source, who asked not to be identified, told the Journal of Commerce that J.B. Hunt is involved in every BNSF–CSX discussion on joint services, providing volume commitments to bolster the products from the outset. Nevertheless, NS remains central to J.B. Hunt’s eastern network. More than half of J.B. Hunt’s business with NS remains in the eastern US, according to the railroad. NS provides J.B. Hunt with access to major distribution centers strewn across central Pennsylvania, including Allentown, Bethlehem and Harrisburg. CSX cannot replicate that opportunity. NS also provides a single-line service between Kansas City and the East Coast, while CSX doesn’t operate in Kansas City. And the separate Crescent Corridor serves as a competitive edge — a double-stack-cleared NS route from Memphis through Birmingham, Atlanta, Charlotte and Harrisburg to Newark — providing faster transits than CSX on high-volume routes. UP has also offered to honor the J.B. Hunt-Norfolk Southern partnership. “If J.B. Hunt wants to still do lanes within the East with Norfolk Southern like they do today, we’ll certainly let them do that,” UP CEO Jim Vena said at the Journal of Commerce’s Inland 2025 Distribution Conference on Oct. 1. The UP-J.B. Hunt relationship makes sense for both sides. UP retains access to a large number of intermodal shipments, while J.B. Hunt can continue to provide truck-competitive services to shippers. The CSX pull will only grow The pull toward CSX will intensify, however, as its partnership with BNSF expands. With Southeast service now live, BNSF and CSX are eyeing the Northeast. CSX’s double-stack clearance through Baltimore next spring could unlock additional joint BNSF-CSX routes from Southern California to Philadelphia and Newark, covering nearly every major East Coast hub from Florida to New Jersey. Striking such a deal makes economic sense for all parties. Details of the BNSF-J.B. Hunt Quantum Agreement are limited, but it functions as a one-of-a-kind intermodal revenue-sharing model. The formula has never been disclosed, but Quantum links BNSF and J.B. Hunt’s profitability to the volume on their intermodal lanes. If BNSF secures favorable terms with CSX, then everyone stands to benefit. The pool of revenue split between BNSF and J.B. Hunt is higher, especially if CSX charges less than NS. If a deal includes a seamless interchange, such as the one in Birmingham, for example, then J.B. Hunt’s expenses are lower, also increasing the shared revenue pool. And CSX wins by taking market share away from NS, its chief rival. J.B. Hunt must tread carefully, deepening its CSX ties without severing them with Norfolk Southern. That two-way pressure could spur both eastern railroads to compete harder, ultimately benefiting shippers along the way. Contact Ari Ashe at ari.ashe@spglobal.com .

J.B. Hunt’s East Coast strategy is shifting as rail alliances realign

<div class="phx-topic abstract-wrapper">A share in Eurogate’s CTH facility would give the carrier a firm foothold in Europe’s third-largest container port.</div>

A share in Eurogate’s CTH facility would give the carrier a firm foothold in Europe’s third-largest container port.

<div class="phx-topic">CMA CGM will soon sign a deal to acquire a majority share in Eurogate’s Container Terminal Hamburg (CTH), according to Alphaliner. A deal would mean that talks had been revived on a terminal venture between the carrier and Eurogate that were thought to be underway late last year and give CMA CGM a greater foothold in Europe’s third-largest container port. It would also come as the carrier inked a deal Wednesday involving the Saudi port of Jeddah, one of a recent string of terminal agreements CMA CGM has pursued. Alphaliner reported in its latest weekly newsletter that Rodolphe Saadé, chairman and CEO of the CMA CGM Group, recently visited Hamburg and that an announcement of a deal between the carrier and Eurogate Group would come soon. The Journal of Commerce reached out to both CMA CGM and Eurogate, but neither provided comment on the Alphaliner report. “The exact scope of the upcoming deal is not known yet and several scenarios are possible,” the analyst noted. Alphaliner said CMA CGM might buy into CTH on a terminal level and become a partner of Eurogate, which was itself a joint venture between Hamburg’s privately owned Eurokai and Bremen’s public sector port company BLG. Another scenario, according to Alphaliner, could see CMA CGM invest in Eurogate itself or in Eurokai in a deal similar to one made by Mediterranean Shipping Co., which this year completed the acquisition of a large minority share – eventually up to 49.9% – in HHLA, Hamburg's largest terminal operator and container logistics provider. CTH has a design capacity of around 4 million TEUs. Eurogate Group and the city-state of Hamburg recently agreed to expand the terminal, a project that, combined with other upgrades to which Eurogate has already committed, will increase its capacity to around 6 million TEUs. CMA CGM already uses CTH for several Hamburg calls, including the Asia- Europe FAL3 (NEU5) service that is part of the Ocean Alliance network. Alphaliner estimated that CMA CGM currently accounts for around one-third of the vessel traffic at the CTH terminal. A stake in CTH would also give the carrier access to one of the few container terminal developments in Europe that has full plan approval from regulators, Alphaliner said. <h3>Expanding terminal portfolio </h3>Should the Eurogate deal happen, it would add to a series of recent CMA CGM terminal investments that are expanding the carrier’s port-handling portfolio. The Red Sea Gateway Terminal in the Saudi Arabian port of Jeddah signed a $450 million agreement Wednesday with CMA CGM to develop and operate a fourth container terminal at Jeddah Islamic Port, according to the Saudi Ports Authority. Last Friday, CMA CGM subsidiary CMA Terminals signed a deal with Marsa Maroc to operate the West Container Terminal at the Port of Nador West Med, a strategic hub on Morocco’s Mediterranean coast. The joint venture, 51% owned by Marsa Maroc and 49% by CMA Terminals, subject to regulatory approval, will manage and develop the terminal. And a week ago, an automotive logistics services joint venture <a href="https://www.joc.com/article/cma-cgm-inks-auto-logistics-joint-venture-with-slovenian-port-of-koper-6101113">was established between CMA CGM and the Slovenian Port of Koper</a>, expanding the carrier’s reach into Central Europe and upgrading an existing long-standing partnership. Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

CMA CGM will soon sign a deal to acquire a majority share in Eurogate’s Container Terminal Hamburg (CTH), according to Alphaliner. A deal would mean that talks had been revived on a terminal venture between the carrier and Eurogate that were thought to be underway late last year and give CMA CGM a greater foothold in Europe’s third-largest container port. It would also come as the carrier inked a deal Wednesday involving the Saudi port of Jeddah, one of a recent string of terminal agreements CMA CGM has pursued. Alphaliner reported in its latest weekly newsletter that Rodolphe Saadé, chairman and CEO of the CMA CGM Group, recently visited Hamburg and that an announcement of a deal between the carrier and Eurogate Group would come soon. The Journal of Commerce reached out to both CMA CGM and Eurogate, but neither provided comment on the Alphaliner report. “The exact scope of the upcoming deal is not known yet and several scenarios are possible,” the analyst noted. Alphaliner said CMA CGM might buy into CTH on a terminal level and become a partner of Eurogate, which was itself a joint venture between Hamburg’s privately owned Eurokai and Bremen’s public sector port company BLG. Another scenario, according to Alphaliner, could see CMA CGM invest in Eurogate itself or in Eurokai in a deal similar to one made by Mediterranean Shipping Co., which this year completed the acquisition of a large minority share – eventually up to 49.9% – in HHLA, Hamburg's largest terminal operator and container logistics provider. CTH has a design capacity of around 4 million TEUs. Eurogate Group and the city-state of Hamburg recently agreed to expand the terminal, a project that, combined with other upgrades to which Eurogate has already committed, will increase its capacity to around 6 million TEUs. CMA CGM already uses CTH for several Hamburg calls, including the Asia- Europe FAL3 (NEU5) service that is part of the Ocean Alliance network. Alphaliner estimated that CMA CGM currently accounts for around one-third of the vessel traffic at the CTH terminal. A stake in CTH would also give the carrier access to one of the few container terminal developments in Europe that has full plan approval from regulators, Alphaliner said. Expanding terminal portfolio Should the Eurogate deal happen, it would add to a series of recent CMA CGM terminal investments that are expanding the carrier’s port-handling portfolio. The Red Sea Gateway Terminal in the Saudi Arabian port of Jeddah signed a $450 million agreement Wednesday with CMA CGM to develop and operate a fourth container terminal at Jeddah Islamic Port, according to the Saudi Ports Authority. Last Friday, CMA CGM subsidiary CMA Terminals signed a deal with Marsa Maroc to operate the West Container Terminal at the Port of Nador West Med, a strategic hub on Morocco’s Mediterranean coast. The joint venture, 51% owned by Marsa Maroc and 49% by CMA Terminals, subject to regulatory approval, will manage and develop the terminal. And a week ago, an automotive logistics services joint venture was established between CMA CGM and the Slovenian Port of Koper , expanding the carrier’s reach into Central Europe and upgrading an existing long-standing partnership. Contact Greg Knowler at greg.knowler@spglobal.com .

CMA CGM revives talks for ownership stake in Hamburg terminal: Alphaliner

<div class="phx-topic abstract-wrapper">The companies are exploring opportunities to tap into the rapidly growing data center market, which could result in more project cargo activity from the power generation projects needed to support the centers.</div>

The companies are exploring opportunities to tap into the rapidly growing data center market, which could result in more project cargo activity from the power generation projects needed to support the centers.

<div class="phx-topic">The Big Three oilfield services companies are looking ahead to a surge in power generation projects for US data centers as they work to offset sluggish oil prices while US tariffs continue to eat away at profits. In the latest earnings period, lower oil and gas prices held back the performance of Baker Hughes, Halliburton, and SLB, formerly Schlumberger Ltd., but the companies say they are exploring opportunities to tap into the rapidly growing data center market. That could result in more project cargo activity from the power generation projects needed to support data centers. As the world’s largest providers of oilfield services and equipment, the three Houston-based companies are major drivers of breakbulk steel and industrial project cargo. Baker Hughes is riding the momentum of liquefied natural gas (LNG) and power generation projects amid softening demand for oilfield services and equipment. Third-quarter orders grew 44% to $4.1 billion in the company’s industrial and energy business, which includes LNG and power generation, while generating a record backlog of $32.1 billion in the segment. “This is the age of gas, and Baker Hughes is well-positioned to benefit,” CEO Lorenzo Simonelli said during the company’s Oct. 24 earnings call. Simonelli said the company is projecting a 20% increase in demand for natural gas by 2040, with global LNG demand increasing by at least 75%. Baker Hughes secured $800 million in orders for LNG equipment for the quarter. In the US, the company received equipment orders for NextDecade Corp.’s Rio Grande LNG facility at the Port of Brownsville in Texas, and for Sempra Infrastructure’s Port Arthur project in the state’s Jefferson County. In the power generation market, Simonelli said Baker Hughes is on track to achieve its target of $1.5 billion in data center orders ahead of its original three-year timeline. Year to date, the company has booked $700 million in power generation equipment orders for data center applications. Globally, consultant McKinsey projects over $1.5 trillion in data center infrastructure investments by 2030, which is “a major opportunity for Baker Hughes,” Simonelli said. <h3>Halliburton enters power deal </h3>Halliburton is also taking steps to supply power to data centers worldwide, announcing Oct. 14 that it now owns 20% of Texas-based gas power solutions provider VoltaGrid. The companies signed an agreement for Halliburton to be VoltaGrid’s international partner for delivering distributed power solutions for data centers outside of North America. VoltaGrid also announced an agreement to deploy 2.3 gigawatts (GW) of power generation capacity to support Oracle’s next-generation artificial intelligence (AI) data centers. “We invested early and increased our ownership over time because distributed power is a critical enabler for electrified oilfield service and a growing opportunity set beyond the oilfield,” Halliburton CEO Jeffrey Miller said during the company’s Oct. 21 Q3 earnings call. Amid volatile oil and gas prices, Halliburton is forecasting a 12% to 13% decline in North American revenues in the fourth quarter, even though the region’s revenues exceeded the company’s expectations and rose 5% to $2.4 billion in the third quarter. “We fully expect the recovery will come quickly in North America,” Miller said. Halliburton is forecasting it will take a $60 million hit from US tariffs in the fourth quarter — nearly doubling the previous quarter’s tariff costs. <h3>Data centers drive SLB revenues </h3>The third quarter marked the first time SLB has disclosed its data center revenue, which shot up 140% to $331 million for the first nine months of 2025 compared to the same period a year ago, according to the company’s Oct. 17 earnings report. SLB’s data center business designs and manufactures critical infrastructure components including modular data center enclosures, cooling systems and other hardware. SLB’s overall revenues for the third quarter fell 3% to $8.9 billion amid commodity price setbacks in the company’s core market, while North American revenues rose 14% to $1.9 billion. SLB’s $7.8 billion acquisition of Texas-based oil and gas technology company ChampionX Corp. helped push up North American revenues while offsetting declines in oil and gas activity on US land. SLB CEO Olivier Le Peuch said he does not anticipate a significant recovery for North American drilling activity as operators continue to prioritize production maintenance amid market volatility. “Considering current industry dynamics and (the) commodity price environment, we believe the conditions are set — when the supply-demand rebalances — for the international markets to lead the future activity rebound,” Le Peuch said during in the company’s earnings call. Contact Autumn Cafiero Giusti at <a href="mailto:autumn@autumngiusti.com">autumn@autumngiusti.com</a>. </div>

The Big Three oilfield services companies are looking ahead to a surge in power generation projects for US data centers as they work to offset sluggish oil prices while US tariffs continue to eat away at profits. In the latest earnings period, lower oil and gas prices held back the performance of Baker Hughes, Halliburton, and SLB, formerly Schlumberger Ltd., but the companies say they are exploring opportunities to tap into the rapidly growing data center market. That could result in more project cargo activity from the power generation projects needed to support data centers. As the world’s largest providers of oilfield services and equipment, the three Houston-based companies are major drivers of breakbulk steel and industrial project cargo. Baker Hughes is riding the momentum of liquefied natural gas (LNG) and power generation projects amid softening demand for oilfield services and equipment. Third-quarter orders grew 44% to $4.1 billion in the company’s industrial and energy business, which includes LNG and power generation, while generating a record backlog of $32.1 billion in the segment. “This is the age of gas, and Baker Hughes is well-positioned to benefit,” CEO Lorenzo Simonelli said during the company’s Oct. 24 earnings call. Simonelli said the company is projecting a 20% increase in demand for natural gas by 2040, with global LNG demand increasing by at least 75%. Baker Hughes secured $800 million in orders for LNG equipment for the quarter. In the US, the company received equipment orders for NextDecade Corp.’s Rio Grande LNG facility at the Port of Brownsville in Texas, and for Sempra Infrastructure’s Port Arthur project in the state’s Jefferson County. In the power generation market, Simonelli said Baker Hughes is on track to achieve its target of $1.5 billion in data center orders ahead of its original three-year timeline. Year to date, the company has booked $700 million in power generation equipment orders for data center applications. Globally, consultant McKinsey projects over $1.5 trillion in data center infrastructure investments by 2030, which is “a major opportunity for Baker Hughes,” Simonelli said. Halliburton enters power deal Halliburton is also taking steps to supply power to data centers worldwide, announcing Oct. 14 that it now owns 20% of Texas-based gas power solutions provider VoltaGrid. The companies signed an agreement for Halliburton to be VoltaGrid’s international partner for delivering distributed power solutions for data centers outside of North America. VoltaGrid also announced an agreement to deploy 2.3 gigawatts (GW) of power generation capacity to support Oracle’s next-generation artificial intelligence (AI) data centers. “We invested early and increased our ownership over time because distributed power is a critical enabler for electrified oilfield service and a growing opportunity set beyond the oilfield,” Halliburton CEO Jeffrey Miller said during the company’s Oct. 21 Q3 earnings call. Amid volatile oil and gas prices, Halliburton is forecasting a 12% to 13% decline in North American revenues in the fourth quarter, even though the region’s revenues exceeded the company’s expectations and rose 5% to $2.4 billion in the third quarter. “We fully expect the recovery will come quickly in North America,” Miller said. Halliburton is forecasting it will take a $60 million hit from US tariffs in the fourth quarter — nearly doubling the previous quarter’s tariff costs. Data centers drive SLB revenues The third quarter marked the first time SLB has disclosed its data center revenue, which shot up 140% to $331 million for the first nine months of 2025 compared to the same period a year ago, according to the company’s Oct. 17 earnings report. SLB’s data center business designs and manufactures critical infrastructure components including modular data center enclosures, cooling systems and other hardware. SLB’s overall revenues for the third quarter fell 3% to $8.9 billion amid commodity price setbacks in the company’s core market, while North American revenues rose 14% to $1.9 billion. SLB’s $7.8 billion acquisition of Texas-based oil and gas technology company ChampionX Corp. helped push up North American revenues while offsetting declines in oil and gas activity on US land. SLB CEO Olivier Le Peuch said he does not anticipate a significant recovery for North American drilling activity as operators continue to prioritize production maintenance amid market volatility. “Considering current industry dynamics and (the) commodity price environment, we believe the conditions are set — when the supply-demand rebalances — for the international markets to lead the future activity rebound,” Le Peuch said during in the company’s earnings call. Contact Autumn Cafiero Giusti at autumn@autumngiusti.com .

Oilfield service giants banking on windfall from data center power projects

<div class="phx-topic abstract-wrapper">Europe’s busiest container port has maintained its growth so far this year despite persistent congestion, intermittent strikes and growing geopolitical tensions.</div>

Europe’s busiest container port has maintained its growth so far this year despite persistent congestion, intermittent strikes and growing geopolitical tensions.

<div class="phx-topic">Rotterdam reported a 3% increase in container throughput for the first nine months of the year as solid Asia-Europe imports drove total volumes to 10.7 million TEUs. Third-quarter volumes increased almost 4% at Europe’s largest container port, with throughput from Asia rising 8.8% in the period. The gains came despite persistent congestion that has created bottlenecks and delays at Rotterdam for much of the year. Intermittent strikes and growing geopolitical tensions have added to the challenges. Boudewijn Siemons, CEO of Port of Rotterdam Authority, said the strength in container volume coming as European industry was “under enormous pressure” confirmed the “resilience and strategic value of the port.” Strong import demand of 5.6 million TEUs was recorded in the first nine months, up 3.4% year over year, the port said in a statement Tuesday. The robust Asian import numbers are supported by Container Trades Statistics (CTS), whose latest data for August shows that volumes on Asia-North Europe were up 9% during the first eight months of the year at 12.9 million TEUs. Persistent congestion that has plagued Europe’s northern range ports, including Rotterdam, appeared to have no negative impact on the gateway port’s volume. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="e74f9a77-dd33-49ff-89bc-48dbd71051e3"></dynamic-object></div>Another major contributor to Rotterdam’s volume this year was the US, with trans-Atlantic throughput up 14.6% in the first nine months compared with last year. New sailing schedules introduced at the beginning of this year from the reshuffled carrier alliances included more services from Rotterdam to North America. Data from PIERS, a sister company of the Journal of Commerce within S&amp;P Global, shows North Europe to North America volume in the first nine months increased 3% year over year to 1.71 million TEUs. Europe’s second- and third-biggest container gateway ports — Antwerp-Bruges and Hamburg — have not yet released their nine-month operating figures. However, one of Hamburg’s largest terminal operators, HHLA, adjusted its annual outlook this week and is expecting “a significant increase in container throughput.” The positive outlook was made despite HHLA’s contention that tariff-driven US trade policy was making its business environment “less robust than originally assumed.” Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

Rotterdam reported a 3% increase in container throughput for the first nine months of the year as solid Asia-Europe imports drove total volumes to 10.7 million TEUs. Third-quarter volumes increased almost 4% at Europe’s largest container port, with throughput from Asia rising 8.8% in the period. The gains came despite persistent congestion that has created bottlenecks and delays at Rotterdam for much of the year. Intermittent strikes and growing geopolitical tensions have added to the challenges. Boudewijn Siemons, CEO of Port of Rotterdam Authority, said the strength in container volume coming as European industry was “under enormous pressure” confirmed the “resilience and strategic value of the port.” Strong import demand of 5.6 million TEUs was recorded in the first nine months, up 3.4% year over year, the port said in a statement Tuesday. The robust Asian import numbers are supported by Container Trades Statistics (CTS), whose latest data for August shows that volumes on Asia-North Europe were up 9% during the first eight months of the year at 12.9 million TEUs. Persistent congestion that has plagued Europe’s northern range ports, including Rotterdam, appeared to have no negative impact on the gateway port’s volume. Another major contributor to Rotterdam’s volume this year was the US, with trans-Atlantic throughput up 14.6% in the first nine months compared with last year. New sailing schedules introduced at the beginning of this year from the reshuffled carrier alliances included more services from Rotterdam to North America. Data from PIERS, a sister company of the Journal of Commerce within S&P Global, shows North Europe to North America volume in the first nine months increased 3% year over year to 1.71 million TEUs. Europe’s second- and third-biggest container gateway ports — Antwerp-Bruges and Hamburg — have not yet released their nine-month operating figures. However, one of Hamburg’s largest terminal operators, HHLA, adjusted its annual outlook this week and is expecting “a significant increase in container throughput.” The positive outlook was made despite HHLA’s contention that tariff-driven US trade policy was making its business environment “less robust than originally assumed.” Contact Greg Knowler at greg.knowler@spglobal.com .

Asia-Europe ocean imports drive up Rotterdam’s nine-month volume

<div class="phx-topic abstract-wrapper">A limited supply of alternative fuels will not be helped by the one-year adjournment of the net-zero framework, Rolf Habben Jansen says. </div>

A limited supply of alternative fuels will not be helped by the one-year adjournment of the net-zero framework, Rolf Habben Jansen says.

<div class="phx-topic">The appetite of investors to fund shipping’s transition to green fuels has been hurt by the International Maritime Organization’s (IMO’s) decision to delay the adoption of its net-zero emissions framework, according to Hapag-Lloyd’s CEO. Rolf Habben Jansen said the supply of greener alternatives to traditional heavy bunkers was limited, a situation that would prevail for “at least another 10 years,” and one that would not be helped by the <a href="https://www.joc.com/article/imo-punts-on-pivotal-net-zero-shipping-regulation-6099141">one-year adjournment of the decarbonization regulation</a>. “The appetite of investors to invest in green fuel has not gone up after the IMO decision — the hurdles have gone up,” Habben Jansen told reporters Tuesday at a ship naming ceremony at Wilhelmshaven’s Jade Wesser port. The IMO’s net-zero framework was expected to be adopted at a special meeting of its Marine Environment Protection Committee (MEPC) in London two weeks ago after the measure was approved by a majority of member states in April. But the regulation was derailed by US-led opposition during the combative October meeting and postponed for one year. Still, while the investment case for shipping’s alternative fuel production may have been hurt by the IMO’s delay, the focus of Hapag-Lloyd’s newbuilding program remains firmly in place and is structured around liquefied natural gas (LNG). The carrier’s Wilhelmshaven Express, which was christened Tuesday, is the last of a 12-ship order of 24,000-TEU dual-fuel vessels sailing on LNG. Hapag-Lloyd has another 24 dual-fuel LNG newbuildings in the pipeline, 12 with a capacity of 16,800 TEUs each and 12 with a capacity of 9,200 TEUs each, to be delivered between 2027 and 2029 The vessels can also be operated using biomethane, which can further reduce CO2 emissions by up to 95% compared with conventional propulsion systems, according to the carrier. Technology to improve harmful “methane slip” is also progressing. <h3>Surge in dual-fuel LNG ship orders </h3>The number of LNG-fueled container ships on order <a href="https://www.joc.com/article/lng-increasingly-alternative-fuel-of-choice-for-container-lines-6104125">has grown from 194 in late 2023 to 362 as of mid-October</a>, according to S&amp;P Global Market Intelligence. What’s more, the percentage of vessels on order capable of running on LNG has grown to 40% from 23% during the same period, while the percentage of methanol-powered ships was unchanged at 15%. The 218 LNG container ships currently in operation represent 3.5% of the global container ship fleet. S&amp;P Global is the parent company of the Journal of Commerce. With the IMO delay in adopting global decarbonization measures throwing interim greenhouse gas emissions targets into doubt, improving the fuel efficiency of vessels has attained even greater importance, particularly in Europe. The EU Emissions Trading System (ETS) carbon tax and FuelEU Maritime fuel intensity regulations will come into full effect in 2026, and cutting vessel emissions will directly impact a carrier’s operating costs. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="82b6ff12-d7ca-420a-abbe-7b9998b29e56"></dynamic-object></div>Habben Jansen said achieving greater fuel consumption through slower steaming and operating more efficient vessels was a priority for Hapag-Lloyd as it strives to cut its emissions. “Newer ships are 40% more fuel efficient per transported container, and until more alternative fuel is available, we have to use ships and fuel that are more efficient,” he said. Nitesh Ranvah, CEO of naval engineering and consulting firm 21 Knots, said there was significant activity in “radical retrofits” of existing vessels to improve fuel efficiency, but there was little interest in engine conversions. “The engine upgrades are a small part of the conversions happening in the container segment with only 20 or 30 orders in place right now, and with IMO delay, even that might get canceled,” Ranvah told the Journal of Commerce. “Instead, we are seeing major efficiency upgrades to improve a ship’s CII scores and improve the overall fuel consumptions on the vessel that benefits compliance with the ETS,” he added. The CII, or Carbon Intensity Indicator, is a mandatory rating system from the IMO that measures a ship’s fuel efficiency in terms of carbon dioxide emitted per unit of cargo capacity per nautical mile. <h3>Carriers opting for radical retrofits </h3>Ranvah said radical retrofits in the container shipping sector typically involved upgrades to bulbous bows and propellers and high-performance silicon paint on the hull. The projects are predominantly done in China and take three to four weeks with the cost between $1 million and $2 million on a large vessel. Return on investment takes about 2.5 years. “More than 50% of the container fleet that is around 15 years old is going through these retrofits because the original designs were not suited for the trade container ships are in right now,” Ranvah said. "They were all high-speed design vessels and now most of the container ships are sailing on eco modes.” He added it was not about extending the lifespan of a vessel, but improving its fuel consumption. “On paper, we are looking at somewhere around 30% to 40% of efficiency improvement with all the retrofits, although a significant part of it is the silicon paint itself, which adds a lot of efficiency to the hull,” Ranvah said. “But as a package, vessels can deliver somewhere around 20% or 25% better efficiency that saves on operating expenses and gives a better CII rating,” he added. “Most of the vessels are still using heavy fuel, so if they consume less heavy fuel, the burden of ETS and FuelEU compliance will be lower as well.” Data from Alphaliner shows that as of Oct. 20, 183 ships with a combined capacity of 815,232 TEUs were tied up in shipyards undergoing maintenance, repair and more comprehensive retrofit and conversion work. The amount represents an increase of 30 ships and 127,000 TEUs from the analyst’s prior report two weeks earlier. Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

The appetite of investors to fund shipping’s transition to green fuels has been hurt by the International Maritime Organization’s (IMO’s) decision to delay the adoption of its net-zero emissions framework, according to Hapag-Lloyd’s CEO. Rolf Habben Jansen said the supply of greener alternatives to traditional heavy bunkers was limited, a situation that would prevail for “at least another 10 years,” and one that would not be helped by the one-year adjournment of the decarbonization regulation . “The appetite of investors to invest in green fuel has not gone up after the IMO decision — the hurdles have gone up,” Habben Jansen told reporters Tuesday at a ship naming ceremony at Wilhelmshaven’s Jade Wesser port. The IMO’s net-zero framework was expected to be adopted at a special meeting of its Marine Environment Protection Committee (MEPC) in London two weeks ago after the measure was approved by a majority of member states in April. But the regulation was derailed by US-led opposition during the combative October meeting and postponed for one year. Still, while the investment case for shipping’s alternative fuel production may have been hurt by the IMO’s delay, the focus of Hapag-Lloyd’s newbuilding program remains firmly in place and is structured around liquefied natural gas (LNG). The carrier’s Wilhelmshaven Express, which was christened Tuesday, is the last of a 12-ship order of 24,000-TEU dual-fuel vessels sailing on LNG. Hapag-Lloyd has another 24 dual-fuel LNG newbuildings in the pipeline, 12 with a capacity of 16,800 TEUs each and 12 with a capacity of 9,200 TEUs each, to be delivered between 2027 and 2029 The vessels can also be operated using biomethane, which can further reduce CO2 emissions by up to 95% compared with conventional propulsion systems, according to the carrier. Technology to improve harmful “methane slip” is also progressing. Surge in dual-fuel LNG ship orders The number of LNG-fueled container ships on order has grown from 194 in late 2023 to 362 as of mid-October , according to S&P Global Market Intelligence. What’s more, the percentage of vessels on order capable of running on LNG has grown to 40% from 23% during the same period, while the percentage of methanol-powered ships was unchanged at 15%. The 218 LNG container ships currently in operation represent 3.5% of the global container ship fleet. S&P Global is the parent company of the Journal of Commerce. With the IMO delay in adopting global decarbonization measures throwing interim greenhouse gas emissions targets into doubt, improving the fuel efficiency of vessels has attained even greater importance, particularly in Europe. The EU Emissions Trading System (ETS) carbon tax and FuelEU Maritime fuel intensity regulations will come into full effect in 2026, and cutting vessel emissions will directly impact a carrier’s operating costs. Habben Jansen said achieving greater fuel consumption through slower steaming and operating more efficient vessels was a priority for Hapag-Lloyd as it strives to cut its emissions. “Newer ships are 40% more fuel efficient per transported container, and until more alternative fuel is available, we have to use ships and fuel that are more efficient,” he said. Nitesh Ranvah, CEO of naval engineering and consulting firm 21 Knots, said there was significant activity in “radical retrofits” of existing vessels to improve fuel efficiency, but there was little interest in engine conversions. “The engine upgrades are a small part of the conversions happening in the container segment with only 20 or 30 orders in place right now, and with IMO delay, even that might get canceled,” Ranvah told the Journal of Commerce. “Instead, we are seeing major efficiency upgrades to improve a ship’s CII scores and improve the overall fuel consumptions on the vessel that benefits compliance with the ETS,” he added. The CII, or Carbon Intensity Indicator, is a mandatory rating system from the IMO that measures a ship’s fuel efficiency in terms of carbon dioxide emitted per unit of cargo capacity per nautical mile. Carriers opting for radical retrofits Ranvah said radical retrofits in the container shipping sector typically involved upgrades to bulbous bows and propellers and high-performance silicon paint on the hull. The projects are predominantly done in China and take three to four weeks with the cost between $1 million and $2 million on a large vessel. Return on investment takes about 2.5 years. “More than 50% of the container fleet that is around 15 years old is going through these retrofits because the original designs were not suited for the trade container ships are in right now,” Ranvah said. "They were all high-speed design vessels and now most of the container ships are sailing on eco modes.” He added it was not about extending the lifespan of a vessel, but improving its fuel consumption. “On paper, we are looking at somewhere around 30% to 40% of efficiency improvement with all the retrofits, although a significant part of it is the silicon paint itself, which adds a lot of efficiency to the hull,” Ranvah said. “But as a package, vessels can deliver somewhere around 20% or 25% better efficiency that saves on operating expenses and gives a better CII rating,” he added. “Most of the vessels are still using heavy fuel, so if they consume less heavy fuel, the burden of ETS and FuelEU compliance will be lower as well.” Data from Alphaliner shows that as of Oct. 20, 183 ships with a combined capacity of 815,232 TEUs were tied up in shipyards undergoing maintenance, repair and more comprehensive retrofit and conversion work. The amount represents an increase of 30 ships and 127,000 TEUs from the analyst’s prior report two weeks earlier. Contact Greg Knowler at greg.knowler@spglobal.com .

Green fuel funding slowed by IMO decarbonization delay: Hapag-Lloyd CEO

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The 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.David 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$ense, SMC³’s automated truckload and LTL freight transportation sourcing solution. But when prompted, he can still recall what once was.In his previous job, a large part of his duties were consumed by creating an intermodal bid package for carriers. In a spreadsheet, Knuth detailed the company’s volumes lane by lane, taking care to delete any errant keystrokes or misleading data. He would then email out the information to each carrier, taking time to respond to detailed technical questions about the spreadsheet data. Finally, he had to compile all the results, create an algorithm that would compare the carriers on each lane, and award the business.“It was a huge undertaking. It took about four months to do,” Knuth said of the old process. “It was almost a full-time job for that part of the year, every year.”In his new job at IEWC, he sat down with Bid$ense on day one and was amazed at the capabilities. Knuth had never before used a bid tool. SMC³’s latest versions of Bid$ense automate the process even further, taking truckload and LTL RFPs entirely online. The tool draws on RFP best-practices protocols to streamline the bidding communication process, enabling bidding carriers to respond accurately and promptly to shipper requests. The solution also does all the distribution work automatically, electronically submitting shipper bid data to carriers based on their actual service capabilities and performance records. Carriers are alerted with timely prompts for RFP deliverables, so shippers aren’t waiting by the phone for responses.Another benefit of automating the process is the data-cleansing assistance. When Knuth sent spreadsheets to carriers, data errors might cloud the bidding process; he might have to resend data or simply accept a price that did not truly reflect the costs of doing business. Data cleansing is incredibly beneficial, he said.The spreadsheet technique also made bidding analysis an onerous task. Since Bid$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.Jesse Burnett of Central Garden &amp; Pet experiences many of the same benefits. Founded in 1980, Central Garden &amp; 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 &amp; Pet expanded, leadership decided to consolidate decision making.Burnett 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.“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.”The 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 $19.6 million 2019 LTL bid saved the company just more than 9 percent when compared to its historical average. For Burnett, though, bid automation extends far beyond savings.“We knew that we weren’t getting the best pricing offer from our carriers just because nothing was centralized,” he continued. “We knew that if we combined everything from all these business units and paired it with one corporate offering, then it would drive some cost benefit with it.”When the company initially decided to centralize bid procurement, executives researched a number of different methodologies and technologies. In the end, though, Burnett found that Bid$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.“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.”Transportation procurement is an integral part of the modern supply chain. With Bid$ense, shippers can develop a strategic implementation plan that saves them time and money, but also helps them create strong relationships with their carrier partners. These carriers appreciate the solution’s data-cleansing process; when carriers receive a complete shipment history and future volume forecast, they don’t have to guess on pricing. Carriers that receive more data from shippers get a complete picture of that shipper’s freight, allowing them to accurately plan instead of simply preparing for the worst-case scenario. Clean data presented through an automated system can lead to both bigger shipment savings and a lasting partnership between carrier and customer.Whether customers are looking to streamline over-the-road transportation bidding by automating the RFP process or create an entirely new, centralized sourcing process, Bid$ense has the analytical horsepower to get the job done.SMC³ 2020 Customer Case Study

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Shippers save money, time with automated transportation bidding tools

If 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. Global Scope Can Overlook Local Intricacies In 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. Accelerating Need for Dedicated LTL Education This 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. That 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. A Multimodal Approach Ensures On-Time Delivery This 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. Learn more about&nbsp;<a href="https://logisticstrainingcenter.com/smc3-courses/" rel="noreferrer" class="joc_admin__link">SMC³’s LTL Online Education program</a>&nbsp;and view the 2021 hybrid schedule, featuring live industry experts,&nbsp;<a href="https://www.smc3.com/onlinelearning2021/" rel="noreferrer" class="joc_admin__link">here.</a>

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Filling the Supply Chain Education Gap with LTL Education Courses

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The latest container shipping news and analysis of ocean container shipping, logistics, supply chains, technology solutions and end-to-end connectivity. Coverage includes the movement of containerized cargo handled by marine terminals and container ports, depots, container lines, drayage, consignees, importers and shippers, forwarders, non-vessel operating common carriers (NVOs) and off-dock warehousing providers. The Journal of Commerce's container shipping news includes news from the trans-Pacific, Asia–Europe, North America–Caribbean, Central and South America trades, and intra-Asia trades.

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