<div class="phx-topic abstract-wrapper">While Ocean Network Express is waiving detention penalties tied to the coronavirus, other ocean carriers have not shown as much flexibility when cargo owners cannot return empty boxes during the supply chain disruption.</div>

While Ocean Network Express is waiving detention penalties tied to the coronavirus, other ocean carriers have not shown as much flexibility when cargo owners cannot return empty boxes during the supply chain disruption.

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<div>Shippers and truckers are raising the alarm on how blank sailings linked to the coronavirus disease 2019 (COVID-19) will cause a rash of detention penalties between $100 to $200 per day if it remains difficult to return empty containers to terminals in Los Angeles and Long Beach.While Ocean Network Express (ONE) is waiving detention fees, according to a Feb. 25 advisory from the company, other steamship lines haven’t provided such amnesty, say motor carriers. Container lines may be reluctant to waive such fees, considering the volume slump caused by COVID-19 is costing them $300 to 350 million weekly, according to...

Shippers and truckers are raising the alarm on how blank sailings linked to the coronavirus disease 2019 (COVID-19) will cause a rash of detention penalties between $100 to $200 per day if it remains difficult to return empty containers to terminals in Los Angeles and Long Beach. While Ocean Network Express (ONE) is waiving detention fees, according to a Feb. 25 advisory from the company, other steamship lines haven’t provided such amnesty, say motor carriers. Container lines may be reluctant to waive such fees, considering the volume slump caused by COVID-19 is costing them $300 to 350 million weekly, according to consultancy Sea-Intelligence Maritime Consulting. There are limits to the leniency carriers will show, however, with ONE saying it won’t reimburse for storage or escalating fees. That resistance is causing trucker and cargo owner frustration about being penalized for factors they argue are beyond their control. “From an administrative standpoint, the other steamship lines are making it an onerous process to dispute detention/per diem right now,” said Robert Loya, vice president of CMI West, a drayage provider in Southern California owned by NFI Industries. Most of the container terminal operators in the Los Angeles-Long Beach port complex began to manage the return of empty boxes last month in order to avoid yard congestion. “If you fill up a terminal with empties, you don’t have enough space to handle the containers that are coming in. That’s the issue,” said Ed DeNike, president of SSA Containers. Some terminals last month began notifying beneficial cargo owners (BCOs) they would only issue appointments to return empty containers if the trucker retrieved a full container, known as a dual transaction. Other terminals began to refuse returns of all empty containers. Several terminal operators told JOC.com that is necessary because of the reduction of outbound vessel capacity needed to return the empties to Asia, and available terminal space is becoming scarce. Blank sailings have also reduced import volumes so much that work shifts in Los Angeles-Long Beach have been canceled over the past couple of weeks, ostensibly to save on longshore labor costs. According to a schedule of gate closures shared with JOC.com, individual terminals in Los Angeles-Long Beach have announced 25 day or evening work shifts that will be canceled this week from Monday through Friday. The semantics game on fee waivers Photo credit: Noatum Logistics. During the Federal Maritime Commission’s investigation into detention and demurrage, ocean carrier sources told JOC.com it’s common to extend free time when a terminal is completely closed. If a hurricane shuts down a terminal, for example, a BCO shouldn’t lose a free day to pick up or return containers. The coronavirus detention discussion, however, is more complicated because restrictions, such as a dual transaction requirement, are different than closures. Even eliminating one shift isn’t the same as a shutdown; limited access is different than no access. Even if one terminal isn’t accepting an empty, that doesn’t mean an ocean carrier can’t push back on detention. “That assumes it’s the only location taking the empty [box]. If the steamship line gives you three locations and one is closed or not taking the empty, you’ve got two other options,” Loya said. “What is happening right now, though, is the first may not take the empty, the second has no available appointments, and the third requires a dual transaction.” BCOs and truckers can argue that it’s unreasonable to charge detention/per diem. An ocean carrier, however, can counter that drayman has a responsibility to book an appointment before the slots fill up, or to schedule a dual transaction, thus penalties shouldn’t be waived. Address disruptions in service contracts What a BCO can do to dispute detention/per diem penalties depends on the contract. If the ocean carrier bills the motor carrier under merchant haulage, then the Uniform Intermodal Interchange and Facilities Access Agreement (UIIA) is an avenue to resolve the dispute. If the ocean carrier bills the BCO under a door delivery, the UIIA doesn’t apply. Lori Fellmer, vice president of logistics and carrier management with BassTech International, recommends BCOs address disruptions in their service contract. Even if the coronavirus is an extraordinary event, there have been enough disruptions in Southern California that a BCO should negotiate the issue. “Not every BCO has the leverage to get language into a contract,” Fellmer said. “But you can have these conversations with your steamship lines, even if it’s not in your contract. Unfortunately, a steamship line can, at any moment, publish something in a tariff that puts the BCO on the hook if all else fails.” Keeping documents is also crucial to fighting a detention/per diem penalty, sources say. They recommend saving emails, taking screenshots if a portal shows no available appointments, and following up phone calls with an email summarizing the contents of the conversation. “We always ask the recipient in a follow-up email to let us know if there is anything we misunderstood,” said Rachael Acker, logistics manager with Wolverine Worldwide, Inc. “That way, both sides have a common understanding of what was discussed on the phone call.” Contact Ari Ashe at ari.ashe@ihsmarkit.com and follow him on Twitter: @arijashe .

North American ports

US truckers, shippers resist coronavirus-linked detention fees

<div class="phx-topic abstract-wrapper">At first blush, the fees targeting US entities would affect Matson, Maersk Line and APL, part of the CMA CGM group.</div>

At first blush, the fees targeting US entities would affect Matson, Maersk Line and APL, part of the CMA CGM group.

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<div class="phx-topic">(Updated to add comment from Matson). China on Friday outlined new port fees targeting ships operated or owned by US companies. The plan mirrors the one the White House is set to implement Tuesday that targets Chinese tonnage. In a statement urging the US government to change course, China’s Ministry of Transport said starting Oct. 14 — the same day the US port fees go into effect — it would begin charging US-operated ships or those where US shareholders control more than a 25% stake. China’s retaliatory fees, which start in the first year at 400 renminbi ($56) per net ton, would hit the likes of US-owned Matson harder than US fees would hit Cosco Shipping. The measures, which mirror those imposed on Chinese-owned or -built ships calling at US ports, were announced by the Transport Ministry in a two-page statement. The fees also apply to US-flagged ships and US-built vessels. The ministry said the fees are being introduced in direct retaliation to the US Trade Representative’s (USTR) moves to impose port fees on Chinese-owned, -controlled or -built ships, adding the US fees “seriously violate the relevant principles of international trade and the Sino-US maritime agreement and causes serious damage to maritime trade between China and the United States.” “We urge the United States to immediately correct its wrong practices and stop its unreasonable suppression of China’s maritime industry,” a ministry spokesperson said. Under China’s plan, the targeted US ships will be charged $56 per net ton from next week, increasing to $90 per net ton from April 17, 2026; $123 from April 17, 2027; and $157 from April 17, 2028. “If a ship calls at multiple Chinese ports on the same voyage, the special port fee for the ship shall be paid only at the first port of call, and the subsequent port of call shall not be charged,” the Transport Ministry said. “The same ship shall be charged no more than five voyages within a year.” By comparison, the USTR fee schedule will charge the targeted Chinese vessels $50 per net ton and the higher of $18 per net ton or $120 per container discharged. <h3>Maersk, Matson and APL under the gun </h3>At first blush, the fees targeting US entities would affect Matson, Maersk Line and APL, part of the CMA CGM group. “Furthermore, this could also apply to vessels owned by Seaspan,” Lars Jensen, a maritime analyst and Journal of Commerce contributor, said in a LinkedIn post Friday. “Seaspan’s ultimate owner is Poseidon, where it seems that just over 25% of the ownership is US-based. “This could be quite an impact as it means that the more than 100 vessels owned by Seaspan, and chartered by a variety of major container lines, would now be subject to fees in China in addition to the fees in the US for their Chinese-built vessels,” Jensen added. Matson told customers in an advisory Friday it had no plans to change its service schedule and would not pass on the cost of China’s new port fees to customers via a surcharge. “We remain fully committed to providing...service offerings from China and the trans-Pacific market to the US,” the carrier said. The China port fees would apparently not apply to Israel’s Zim Integrated Shipping Services because, while there is a substantial US shareholding, the almost 19% would not cross the required threshold. The Transport Ministry said the fees will be collected by the maritime administration agency responsible for the port that is the ship’s first call. Contact Keith Wallis at <a href="mailto:keithwallis@hotmail.com">keithwallis@hotmail.com.</a></div>

(Updated to add comment from Matson). China on Friday outlined new port fees targeting ships operated or owned by US companies. The plan mirrors the one the White House is set to implement Tuesday that targets Chinese tonnage. In a statement urging the US government to change course, China’s Ministry of Transport said starting Oct. 14 — the same day the US port fees go into effect — it would begin charging US-operated ships or those where US shareholders control more than a 25% stake. China’s retaliatory fees, which start in the first year at 400 renminbi ($56) per net ton, would hit the likes of US-owned Matson harder than US fees would hit Cosco Shipping. The measures, which mirror those imposed on Chinese-owned or -built ships calling at US ports, were announced by the Transport Ministry in a two-page statement. The fees also apply to US-flagged ships and US-built vessels. The ministry said the fees are being introduced in direct retaliation to the US Trade Representative’s (USTR) moves to impose port fees on Chinese-owned, -controlled or -built ships, adding the US fees “seriously violate the relevant principles of international trade and the Sino-US maritime agreement and causes serious damage to maritime trade between China and the United States.” “We urge the United States to immediately correct its wrong practices and stop its unreasonable suppression of China’s maritime industry,” a ministry spokesperson said. Under China’s plan, the targeted US ships will be charged $56 per net ton from next week, increasing to $90 per net ton from April 17, 2026; $123 from April 17, 2027; and $157 from April 17, 2028. “If a ship calls at multiple Chinese ports on the same voyage, the special port fee for the ship shall be paid only at the first port of call, and the subsequent port of call shall not be charged,” the Transport Ministry said. “The same ship shall be charged no more than five voyages within a year.” By comparison, the USTR fee schedule will charge the targeted Chinese vessels $50 per net ton and the higher of $18 per net ton or $120 per container discharged. Maersk, Matson and APL under the gun At first blush, the fees targeting US entities would affect Matson, Maersk Line and APL, part of the CMA CGM group. “Furthermore, this could also apply to vessels owned by Seaspan,” Lars Jensen, a maritime analyst and Journal of Commerce contributor, said in a LinkedIn post Friday. “Seaspan’s ultimate owner is Poseidon, where it seems that just over 25% of the ownership is US-based. “This could be quite an impact as it means that the more than 100 vessels owned by Seaspan, and chartered by a variety of major container lines, would now be subject to fees in China in addition to the fees in the US for their Chinese-built vessels,” Jensen added. Matson told customers in an advisory Friday it had no plans to change its service schedule and would not pass on the cost of China’s new port fees to customers via a surcharge. “We remain fully committed to providing...service offerings from China and the trans-Pacific market to the US,” the carrier said. The China port fees would apparently not apply to Israel’s Zim Integrated Shipping Services because, while there is a substantial US shareholding, the almost 19% would not cross the required threshold. The Transport Ministry said the fees will be collected by the maritime administration agency responsible for the port that is the ship’s first call. Contact Keith Wallis at keithwallis@hotmail.com.

Port News

Transport, Trade and Regulation News

Container lines

Trans-Pacific

International ports

Container Shipping News

China returns fire with retaliatory port fees targeting US-affiliated ships

<div class="phx-topic abstract-wrapper">Fewer trucks arriving with imports in Las Vegas, Chicago and other inland hubs means tighter capacity and higher transactional costs for outbound shipments. </div>

Fewer trucks arriving with imports in Las Vegas, Chicago and other inland hubs means tighter capacity and higher transactional costs for outbound shipments.

<div class="phx-topic">Outbound spot truckload capacity is tightening in several inland US markets, partly because of falling US imports, adding momentum to a seasonal increase in transactional truck rates as trucking's fall peak shipping period gets underway. Tighter capacity may be short-lived, but spot rates could run higher than expected in the fourth quarter, especially if consumer demand strengthens over the holidays. The average US dry-van truckload spot rate rose 3 cents in the week ended Oct. 4 to $1.70 per mile, according to DAT Freight &amp; Analytics. That rate was 5 cents higher year over year. In 13 Midwest states representing 46% of national load volume, spot rates were up 5 cents per mile on average. Carriers in those states earned an average of $1.92 per mile, which remained 22 cents above the national seven-day rolling average, DAT said. Rates shot even higher in specific markets and port-dependent lanes, including some routes connecting Chicago, Las Vegas and Stockton, Calif., to major US seaports, as fewer trucks dropped off imports and searched for return loads, according to DAT. Plenty of capacity was available in July to handle a 25.7% spike in US laden container imports from Asia as tariffs pushed importers to move peak season and holiday goods <a href="https://www.joc.com/article/us-retailers-upgrade-import-forecast-but-still-expect-q4-decline-6077875">earlier than usual</a>, according to PIERS, a Journal of Commerce sister product within S&amp;P Global. But fewer imports now mean fewer trucks looking for return loads to ports. While this may not be a major disruption, it is the first capacity dislocation of its type that shippers have seen since the early days of the COVID-19 pandemic in 2020. <h3>Capacity dislocated </h3>Excess truck capacity isn’t necessarily exiting the market; it’s being diverted. This situation is forcing shippers in certain inland markets to push more freight to spot load boards. Last week, the number of spot loads moved from Los Angeles to Las Vegas fell 11%, leading to a shortage of dry vans in Las Vegas, said DAT principal analyst Dean Croke. “We’re seeing an imbalance in all those markets that need to get freight back to Los Angeles,” Croke told the Journal of Commerce. “This is due to the falloff of imports in LA.” That imbalance led to a 45% surge in outbound load posts from Las Vegas as shippers scrambled to find capacity, Croke said. As of Thursday, the average broker rate from Las Vegas to Los Angeles jumped to $2.15 per mile, up from $1.96 per mile last month. The impact was even starker in the high-volume lane connecting Los Angeles and Stockton. The average DAT spot rate from Stockton to Los Angeles rose to $2.45 per mile in the first three days of this week, up from $1.74 per mile for the month of September. That increase marks a 33% leap from the average rate a year earlier, according to DAT’s data. As of Thursday, the average rate from Los Angeles to Stockton had climbed 7 cents from $2.99 per mile in September to $3.06 per mile in the last three days. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="244aa4d3-6440-4ac1-b876-a4f8341dad3c"></dynamic-object></div>In Chicago, overall spot loads jumped 20% last week, Croke said. Outbound rates from Chicago rose 8 cents on average to $2.20 per mile last week, excluding fuel surcharges, 50 cents higher than the national average, according to DAT. “Normally, markets tend to equalize, but I don’t know how long this will take before it balances out,” said Croke, adding that the freight fluctuations brought on by changing US tariffs “is unprecedented.” US imports should be below 2 million TEUs for at least <a href="https://www.joc.com/article/tariff-uncertainty-to-keep-lid-on-us-import-growth-until-spring-retailers-6094200">the next five months</a>, according to the latest Global Port Tracker forecast from the National Retail Federation and Hackett Associates. That situation gives truck capacity at inland hubs months to find a new level. Contact William B. Cassidy at <a href="mailto:bill.cassidy@spglobal.com">bill.cassidy@spglobal.com</a>. </div>

Outbound spot truckload capacity is tightening in several inland US markets, partly because of falling US imports, adding momentum to a seasonal increase in transactional truck rates as trucking's fall peak shipping period gets underway. Tighter capacity may be short-lived, but spot rates could run higher than expected in the fourth quarter, especially if consumer demand strengthens over the holidays. The average US dry-van truckload spot rate rose 3 cents in the week ended Oct. 4 to $1.70 per mile, according to DAT Freight & Analytics. That rate was 5 cents higher year over year. In 13 Midwest states representing 46% of national load volume, spot rates were up 5 cents per mile on average. Carriers in those states earned an average of $1.92 per mile, which remained 22 cents above the national seven-day rolling average, DAT said. Rates shot even higher in specific markets and port-dependent lanes, including some routes connecting Chicago, Las Vegas and Stockton, Calif., to major US seaports, as fewer trucks dropped off imports and searched for return loads, according to DAT. Plenty of capacity was available in July to handle a 25.7% spike in US laden container imports from Asia as tariffs pushed importers to move peak season and holiday goods earlier than usual , according to PIERS, a Journal of Commerce sister product within S&P Global. But fewer imports now mean fewer trucks looking for return loads to ports. While this may not be a major disruption, it is the first capacity dislocation of its type that shippers have seen since the early days of the COVID-19 pandemic in 2020. Capacity dislocated Excess truck capacity isn’t necessarily exiting the market; it’s being diverted. This situation is forcing shippers in certain inland markets to push more freight to spot load boards. Last week, the number of spot loads moved from Los Angeles to Las Vegas fell 11%, leading to a shortage of dry vans in Las Vegas, said DAT principal analyst Dean Croke. “We’re seeing an imbalance in all those markets that need to get freight back to Los Angeles,” Croke told the Journal of Commerce. “This is due to the falloff of imports in LA.” That imbalance led to a 45% surge in outbound load posts from Las Vegas as shippers scrambled to find capacity, Croke said. As of Thursday, the average broker rate from Las Vegas to Los Angeles jumped to $2.15 per mile, up from $1.96 per mile last month. The impact was even starker in the high-volume lane connecting Los Angeles and Stockton. The average DAT spot rate from Stockton to Los Angeles rose to $2.45 per mile in the first three days of this week, up from $1.74 per mile for the month of September. That increase marks a 33% leap from the average rate a year earlier, according to DAT’s data. As of Thursday, the average rate from Los Angeles to Stockton had climbed 7 cents from $2.99 per mile in September to $3.06 per mile in the last three days. In Chicago, overall spot loads jumped 20% last week, Croke said. Outbound rates from Chicago rose 8 cents on average to $2.20 per mile last week, excluding fuel surcharges, 50 cents higher than the national average, according to DAT. “Normally, markets tend to equalize, but I don’t know how long this will take before it balances out,” said Croke, adding that the freight fluctuations brought on by changing US tariffs “is unprecedented.” US imports should be below 2 million TEUs for at least the next five months , according to the latest Global Port Tracker forecast from the National Retail Federation and Hackett Associates. That situation gives truck capacity at inland hubs months to find a new level. Contact William B. Cassidy at bill.cassidy@spglobal.com .

Trucking News

Truckload

Surface

Lower US imports tightening truck capacity at key inland hubs

<div class="phx-topic abstract-wrapper">The LTL carrier has used technology to drive its financial turnaround, with the latest example being a system that has slashed the number of missed pickups for shippers. </div>

The LTL carrier has used technology to drive its financial turnaround, with the latest example being a system that has slashed the number of missed pickups for shippers.

<div class="phx-topic">US less-than-truckload (LTL) carrier Roadrunner has developed a new set of pickup and delivery tools for customers to track their shipments and set up appointment times, part of a broader effort to use technology to decrease missed pickups. “The investment stems from a strategic decision in 2023 to reinvent last-mile efficiency through a hybrid approach, building proprietary tools in-house while integrating best-in-class external components,” Nathalie de Champlain, chief transformation officer at Roadrunner, told the Journal of Commerce. “The result is a seamless experience for Roadrunner’s nationwide owner-operator network and customers.” The company said in a statement this week it has driven down missed pickups from nearly 30% in the early 2020s to 0.5% today, service improvements that have coincided with a rebound in the company’s financial fortunes in an LTL market that has retained pricing power despite muted demand in 2025. De Champlain said the new platform dynamically routes drivers using real-time data, including traffic, availability, distance and location constraints, so that customers get a “ride share-like visibility experience” from pickup to delivery. She said Roadrunner eventually plans to extend automation across dynamic pricing, self-service application programming interfaces (APIs) and robotic process automation for customers. Tomasz Jamroz, Roadrunner’s president and chief operating officer, said in a statement that the company’s investments and subsequent tools will enable the carrier’s owner-operator driver partners to make more money in less time with lower fuel costs. “Our customers should now expect real-time heads-up notifications and precise timing of pending pick-ups further augmented by track-and-trace capabilities that consumers have come to expect from leading e-commerce and home-delivery marketplaces,” he said. <h3>LTL carriers turn to tech </h3>While Roadrunner has used technology to power its turnaround, it’s far from the only LTL carrier focused on technology. Mario Harik, CEO of competitor XPO, told the Journal of Commerce Inland Distribution Conference last week that investment in technology has been key in helping it overperform on service metrics such as on-time delivery and lowering the percentage of shipments that are damaged. Relevant to Roadrunner’s new pickup and delivery capabilities, Harik said XPO has automated its entire line-haul model around handling exceptions. “So if freight comes in early or freight comes in late in our network, we can actually route it in more effective ways,” he said. “In our [pickup and delivery] and our route optimization, we use AI to optimize the routes to get the most amount of density and the best service product for the customer.” More broadly, the industry has been embracing technology to improve customer responsiveness, whether through shipper-direct white-labeled transportation management platforms such as MyCarrier that is used by a majority of the top 15 carriers, or through pricing efficiency tools such as rateHERO. Contact Eric Johnson at <a href="mailto:eric.johnson@spglobal.com">eric.johnson@spglobal.com</a>. </div>

US less-than-truckload (LTL) carrier Roadrunner has developed a new set of pickup and delivery tools for customers to track their shipments and set up appointment times, part of a broader effort to use technology to decrease missed pickups. “The investment stems from a strategic decision in 2023 to reinvent last-mile efficiency through a hybrid approach, building proprietary tools in-house while integrating best-in-class external components,” Nathalie de Champlain, chief transformation officer at Roadrunner, told the Journal of Commerce. “The result is a seamless experience for Roadrunner’s nationwide owner-operator network and customers.” The company said in a statement this week it has driven down missed pickups from nearly 30% in the early 2020s to 0.5% today, service improvements that have coincided with a rebound in the company’s financial fortunes in an LTL market that has retained pricing power despite muted demand in 2025. De Champlain said the new platform dynamically routes drivers using real-time data, including traffic, availability, distance and location constraints, so that customers get a “ride share-like visibility experience” from pickup to delivery. She said Roadrunner eventually plans to extend automation across dynamic pricing, self-service application programming interfaces (APIs) and robotic process automation for customers. Tomasz Jamroz, Roadrunner’s president and chief operating officer, said in a statement that the company’s investments and subsequent tools will enable the carrier’s owner-operator driver partners to make more money in less time with lower fuel costs. “Our customers should now expect real-time heads-up notifications and precise timing of pending pick-ups further augmented by track-and-trace capabilities that consumers have come to expect from leading e-commerce and home-delivery marketplaces,” he said. LTL carriers turn to tech While Roadrunner has used technology to power its turnaround, it’s far from the only LTL carrier focused on technology. Mario Harik, CEO of competitor XPO, told the Journal of Commerce Inland Distribution Conference last week that investment in technology has been key in helping it overperform on service metrics such as on-time delivery and lowering the percentage of shipments that are damaged. Relevant to Roadrunner’s new pickup and delivery capabilities, Harik said XPO has automated its entire line-haul model around handling exceptions. “So if freight comes in early or freight comes in late in our network, we can actually route it in more effective ways,” he said. “In our [pickup and delivery] and our route optimization, we use AI to optimize the routes to get the most amount of density and the best service product for the customer.” More broadly, the industry has been embracing technology to improve customer responsiveness, whether through shipper-direct white-labeled transportation management platforms such as MyCarrier that is used by a majority of the top 15 carriers, or through pricing efficiency tools such as rateHERO. Contact Eric Johnson at eric.johnson@spglobal.com .

Logistics Technology News

Roadrunner targets ‘ride share-like' shipper experience with new pickup platform

<div class="phx-topic abstract-wrapper"> It has taken several years for the IMO to get to this point, but the heavily compromised net-zero framework agreement has polarized the shipping industry. </div>

It has taken several years for the IMO to get to this point, but the heavily compromised net-zero framework agreement has polarized the shipping industry.

<div class="phx-topic">Member states of the International Maritime Organization (IMO) will go into next week’s pivotal meeting on shipping decarbonization amid deepening divisions among nations and industry groups on the most effective way forward. The primary item on the agenda at the IMO’s Marine Environment Protection Committee (MEPC) meeting in London Oct. 14–17 is the adoption of amendments to Annex VI of the MARPOL Convention. The amendments include the proposed net-zero framework, agreed in principle by a majority of IMO members in April in line with the 2023 greenhouse gas (GHG) strategy. It has taken several years for the IMO to get to this point, but the heavily compromised net-zero framework agreement has polarized the shipping industry. This week, seven shipowner associations urged member states “to make history” by approving the net-zero framework that includes the world’s first industrywide carbon pricing measure. “To deliver on the agreed upon greenhouse gas [GHG] strategy, global regulation is a precondition,” the shipowners noted in a joint statement. The associations are the Japanese Shipowners’ Association, the Royal Belgian Shipowners’ Association, the Royal Association of Netherlands Shipowners, the Singapore Shipping Association, the UK Chamber of Shipping, the Norwegian Shipowners’ Association and Danish Shipping. “It is necessary for reducing emissions, for creating homogeneous and predictable framework conditions for the shipping industry and — perhaps most importantly — sending the strongest possible signal to investors and producers to scale up the production of the alternative fuels that the shipping industry will require to move towards zero emissions,” the statement said. Opposing the adoption of the framework in its current form are Greek shipowners representing mostly the tanker and gas carrier fleet, classification societies the American Bureau of Shipping (ABS) and DNV, and, notably, the White House. US officials last month <a href="https://www.joc.com/article/us-steps-up-attempts-to-derail-imos-net-zero-ambitions-6076148">stepped up attempts to derail support</a> for the net-zero measure, threatening to impose tariffs, port duties and even visa refusals on IMO member states that support the net-zero framework. <h3>Crucial step toward climate neutrality </h3>If the IMO net-zero framework is adopted, all large ships operating globally, including cruise ships, will be required to slash emissions by 17% by 2028, with steadily increasing emission reduction targets after that, or pay a fee. Shipping currently accounts for 3% of global carbon emissions. The framework is regarded as crucial in enabling the industry to reach climate neutrality around 2050 by introducing fuel standards and levies on ships that fail to meet strict targets. It will require a two-thirds majority from member states to win approval and those voting yes will need to represent at least 50% of the world’s registered tonnage. Despite the opposing forces, Natacha Stamatiou, senior analyst for global shipping at the Environmental Defense Fund, was optimistic that the IMO framework will be adopted, although she was expecting “a dramatic week.” “The IMO has a whole book of rules of procedures, and we anticipate that some member states might raise rules and procedure points in order to delay and disrupt proceedings,” Stamatiou told the Journal of Commerce. “But that is what happened in April, so it is nothing new, and we are confident the framework will be adopted, and we can start working on the ambitious timelines,” she added. “From our perspective, the numbers look like they are leaning towards a positive vote.” Delaine McCullough, shipping program director at environmental activist Ocean Conservancy, described the framework as a major win for global climates, health and the oceans. “It’s encouraging to see an industry rally around a real, binding commitment to drastically reduce dangerous emissions,” McCullough said in a statement this week. “More will need to be done to strengthen this agreement to ensure there are no loopholes for unsustainable fuels, incentivize the rapid uptake of clean alternative fuels and distribute revenues fairly,” she added. Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

Member states of the International Maritime Organization (IMO) will go into next week’s pivotal meeting on shipping decarbonization amid deepening divisions among nations and industry groups on the most effective way forward. The primary item on the agenda at the IMO’s Marine Environment Protection Committee (MEPC) meeting in London Oct. 14–17 is the adoption of amendments to Annex VI of the MARPOL Convention. The amendments include the proposed net-zero framework, agreed in principle by a majority of IMO members in April in line with the 2023 greenhouse gas (GHG) strategy. It has taken several years for the IMO to get to this point, but the heavily compromised net-zero framework agreement has polarized the shipping industry. This week, seven shipowner associations urged member states “to make history” by approving the net-zero framework that includes the world’s first industrywide carbon pricing measure. “To deliver on the agreed upon greenhouse gas [GHG] strategy, global regulation is a precondition,” the shipowners noted in a joint statement. The associations are the Japanese Shipowners’ Association, the Royal Belgian Shipowners’ Association, the Royal Association of Netherlands Shipowners, the Singapore Shipping Association, the UK Chamber of Shipping, the Norwegian Shipowners’ Association and Danish Shipping. “It is necessary for reducing emissions, for creating homogeneous and predictable framework conditions for the shipping industry and — perhaps most importantly — sending the strongest possible signal to investors and producers to scale up the production of the alternative fuels that the shipping industry will require to move towards zero emissions,” the statement said. Opposing the adoption of the framework in its current form are Greek shipowners representing mostly the tanker and gas carrier fleet, classification societies the American Bureau of Shipping (ABS) and DNV, and, notably, the White House. US officials last month stepped up attempts to derail support for the net-zero measure, threatening to impose tariffs, port duties and even visa refusals on IMO member states that support the net-zero framework. Crucial step toward climate neutrality If the IMO net-zero framework is adopted, all large ships operating globally, including cruise ships, will be required to slash emissions by 17% by 2028, with steadily increasing emission reduction targets after that, or pay a fee. Shipping currently accounts for 3% of global carbon emissions. The framework is regarded as crucial in enabling the industry to reach climate neutrality around 2050 by introducing fuel standards and levies on ships that fail to meet strict targets. It will require a two-thirds majority from member states to win approval and those voting yes will need to represent at least 50% of the world’s registered tonnage. Despite the opposing forces, Natacha Stamatiou, senior analyst for global shipping at the Environmental Defense Fund, was optimistic that the IMO framework will be adopted, although she was expecting “a dramatic week.” “The IMO has a whole book of rules of procedures, and we anticipate that some member states might raise rules and procedure points in order to delay and disrupt proceedings,” Stamatiou told the Journal of Commerce. “But that is what happened in April, so it is nothing new, and we are confident the framework will be adopted, and we can start working on the ambitious timelines,” she added. “From our perspective, the numbers look like they are leaning towards a positive vote.” Delaine McCullough, shipping program director at environmental activist Ocean Conservancy, described the framework as a major win for global climates, health and the oceans. “It’s encouraging to see an industry rally around a real, binding commitment to drastically reduce dangerous emissions,” McCullough said in a statement this week. “More will need to be done to strengthen this agreement to ensure there are no loopholes for unsustainable fuels, incentivize the rapid uptake of clean alternative fuels and distribute revenues fairly,” she added. Contact Greg Knowler at greg.knowler@spglobal.com .

Maritime

Deep divisions linger as IMO gathers for pivotal decarbonization talks

<div class="phx-topic abstract-wrapper">The overhaul marks the latest in a series of network shakeups among North American railroads competing for international intermodal freight. </div>

The overhaul marks the latest in a series of network shakeups among North American railroads competing for international intermodal freight.

<div class="phx-topic">Editor’s Note: The story has been updated to clarify that Norfolk Southern service will only impact service from certain West Coast marine terminals to Cleveland and Detroit, while others will not be impacted later this month. Norfolk Southern Railway is reshaping its international intermodal network, consolidating some services between the US West Coast and Midwest markets while expanding train capacity from East Coast ports into the Midwest. The most significant changes affect Ohio and the Upper Midwest, where the railroad will consolidate all international Cincinnati-area traffic into a single large terminal in Sharonville, just north of the city. Under the new plan, international trains will interchange in Chicago and terminate in Cincinnati. The changes take effect Oct. 20. The decision was made to consolidate into a single terminal in Cincinnati to put ocean containers into stacks, following similar NS projects in Atlanta, Memphis and Chicago in the last two years. In the long-term, ground stacking will allow Norfolk Southern to be better equipped for import surges. Domestic intermodal traffic will remain at the Gest Street terminal, which is closer to downtown Cincinnati. Meanwhile, the railroad’s decision to cancel international trains will impact only West Coast marine terminals handling very little volume to Cleveland or Detroit. NS will maintain international service from other West Coast terminals with greater demand. The overhaul by NS marks the latest in a series of network shakeups among North American railroads competing for international intermodal freight. In April, BNSF Railway introduced a joint service with Norfolk Southern to move import containers from <a href="https://www.joc.com/article/bnsfs-new-seattle-to-ohio-service-avoids-chicago-dray-5203416">Seattle and Tacoma to the Ohio Valley</a> with a quick crew change in Chicago, eliminating the need to truck cargo across the city. BNSF added another inland service in July, linking Los Angeles, Long Beach and Oakland with <a href="https://www.joc.com/article/bnsf-to-use-southern-route-to-salt-lake-city-under-up-intermodal-deal-6045357">Salt Lake City</a>. In July, Union Pacific Railroad also opened a new terminal in <a href="https://www.joc.com/article/ups-kc-terminal-will-change-approach-on-ocean-cargo-6013727">Kansas City</a> and reconfigured its intermodal network to accelerate domestic and international trains from Southern California in a bid to better compete against BNSF. In September, Canadian National Railway and CSX Transportation unveiled a joint service to move containers from Western Canada <a href="https://www.joc.com/article/cn-csx-joint-service-to-connect-west-canada-and-nashville-6077903">directly to Nashville</a>, rather than depositing the cargo in Memphis and trucking it across Tennessee. <h3>Adjustment for NS shippers </h3>Cargo owners in Cleveland and Detroit will lose access to some West Coast marine terminals unless they are willing to truck containers to Chicago or Cincinnati, but alternative options are available. The easiest would be for cargo owners to re-route cargo into terminals such as Long Beach Container Terminal or APM’s Pier 400 in Los Angeles, which will continue to service Cleveland and Detroit via NS. Detroit shippers can also redirect international volumes to the East Coast ports of New York–New Jersey and Virginia, where CSX and Norfolk Southern already operate frequent service. They can also route freight through Vancouver, using Canadian National Railway, which maintains a large terminal in Detroit. Norfolk Southern, meanwhile, will replace West Coast options for those in Cleveland with new departures from the Port of New York and New Jersey. A new thrice weekly train from Port Liberty Bayonne will launch Oct. 21, the railroad announced, supplementing its existing daily train from APM’s Elizabeth Marine Terminal. Shippers in Kansas City will also see adjustments on Oct. 21. The current daily train from Elizabeth Marine Terminal will be replaced by a three-day per week schedule, but originate from Elizabeth, Port Liberty Bayonne, and Port Liberty New York on Staten Island, offering service from more terminals despite fewer weekly departures. Contact Ari Ashe at <a href="mailto:ari.ashe@spglobal.com">ari.ashe@spglobal.com</a>. </div>

Editor’s Note: The story has been updated to clarify that Norfolk Southern service will only impact service from certain West Coast marine terminals to Cleveland and Detroit, while others will not be impacted later this month. Norfolk Southern Railway is reshaping its international intermodal network, consolidating some services between the US West Coast and Midwest markets while expanding train capacity from East Coast ports into the Midwest. The most significant changes affect Ohio and the Upper Midwest, where the railroad will consolidate all international Cincinnati-area traffic into a single large terminal in Sharonville, just north of the city. Under the new plan, international trains will interchange in Chicago and terminate in Cincinnati. The changes take effect Oct. 20. The decision was made to consolidate into a single terminal in Cincinnati to put ocean containers into stacks, following similar NS projects in Atlanta, Memphis and Chicago in the last two years. In the long-term, ground stacking will allow Norfolk Southern to be better equipped for import surges. Domestic intermodal traffic will remain at the Gest Street terminal, which is closer to downtown Cincinnati. Meanwhile, the railroad’s decision to cancel international trains will impact only West Coast marine terminals handling very little volume to Cleveland or Detroit. NS will maintain international service from other West Coast terminals with greater demand. The overhaul by NS marks the latest in a series of network shakeups among North American railroads competing for international intermodal freight. In April, BNSF Railway introduced a joint service with Norfolk Southern to move import containers from Seattle and Tacoma to the Ohio Valley with a quick crew change in Chicago, eliminating the need to truck cargo across the city. BNSF added another inland service in July, linking Los Angeles, Long Beach and Oakland with Salt Lake City . In July, Union Pacific Railroad also opened a new terminal in Kansas City and reconfigured its intermodal network to accelerate domestic and international trains from Southern California in a bid to better compete against BNSF. In September, Canadian National Railway and CSX Transportation unveiled a joint service to move containers from Western Canada directly to Nashville , rather than depositing the cargo in Memphis and trucking it across Tennessee. Adjustment for NS shippers Cargo owners in Cleveland and Detroit will lose access to some West Coast marine terminals unless they are willing to truck containers to Chicago or Cincinnati, but alternative options are available. The easiest would be for cargo owners to re-route cargo into terminals such as Long Beach Container Terminal or APM’s Pier 400 in Los Angeles, which will continue to service Cleveland and Detroit via NS. Detroit shippers can also redirect international volumes to the East Coast ports of New York–New Jersey and Virginia, where CSX and Norfolk Southern already operate frequent service. They can also route freight through Vancouver, using Canadian National Railway, which maintains a large terminal in Detroit. Norfolk Southern, meanwhile, will replace West Coast options for those in Cleveland with new departures from the Port of New York and New Jersey. A new thrice weekly train from Port Liberty Bayonne will launch Oct. 21, the railroad announced, supplementing its existing daily train from APM’s Elizabeth Marine Terminal. Shippers in Kansas City will also see adjustments on Oct. 21. The current daily train from Elizabeth Marine Terminal will be replaced by a three-day per week schedule, but originate from Elizabeth, Port Liberty Bayonne, and Port Liberty New York on Staten Island, offering service from more terminals despite fewer weekly departures. Contact Ari Ashe at ari.ashe@spglobal.com .

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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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