<div class="phx-topic abstract-wrapper">The U.S. Postal Service has become the latest national postal organization to partner with Alibaba as the Chinese e-commerce giant aggressively expands its global cross-border delivery network.</div>

The U.S. Postal Service has become the latest national postal organization to partner with Alibaba as the Chinese e-commerce giant aggressively expands its global cross-border delivery network.

<div>HONG KONG — The U.S. Postal Service has become the latest national postal organization to partner with Alibaba as the Chinese e-commerce giant aggressively expands its global cross-border delivery network.The logistics affiliate of Alibaba Group, Cainiao, and USPS have signed an MOU to jointly develop speed delivery solutions across the U.S. to improve the cross-border logistics critical to the efficient operation of e-commerce.In July, Alibaba announced it would invest more than <a>$200 million in its partnership with Singapore Post </a>in a series of initiatives aimed at expanding its e-commerce logistics platform across Asia-Pacific.The group is also working with Spanish Post...

HONG KONG — The U.S. Postal Service has become the latest national postal organization to partner with Alibaba as the Chinese e-commerce giant aggressively expands its global cross-border delivery network.The logistics affiliate of Alibaba Group, Cainiao, and USPS have signed an MOU to jointly develop speed delivery solutions across the U.S. to improve the cross-border logistics critical to the efficient operation of e-commerce.In July, Alibaba announced it would invest more than $200 million in its partnership with Singapore Post in a series of initiatives aimed at expanding its e-commerce logistics platform across Asia-Pacific.The group is also working with Spanish Post and last year tied up with various postal services, including a partnership with Brazilian Post and an e-commerce tie up with Australia Post.In this latest MOU, Cainiao and USPS have agreed to work together in the delivery of merchandise sold through AliExpress to consumers in the U.S. The Postal Service will also collaborate with Cainiao to help expand the logistics company’s delivery networks worldwide, especially in South America. “As cross-broader e-commerce grows rapidly, it is critical that we evolve shipping services to the next level, with shorter delivery times and easier methods to track a shipment,” Wan Lin, vice president of Cainiao, said in a statement.“Today’s announcement is a key part of Alibaba’s globalization strategy and our vision to enable consumers around the world to enjoy the convenience and benefits of e-commerce. The collaboration between Cainiao and USPS will enable us to create new solutions and ultimately improve the overall customer experience.”In cross-border e-commerce, online shoppers purchase goods directly from overseas merchants and manufacturers who ship their orders directly to consumers’ homes. The global B2C cross-border e-commerce market is expected to grow from $230 billion in 2014 to $1 trillion in 2020, according to a report from global consulting firm Accenture and AliResearch, Alibaba Group’s research arm. The collaboration between Cainiao and USPS seeks to capitalize on growing opportunities in cross-border e-commerce between China and the U.S. by making it easier and more efficient for Chinese companies to sell and deliver goods directly to U.S. consumers. USPS is the leading postal and shipping service provider in the United States. The country’s national mail carrier, the USPS has more than 600,000 employees and delivered more than 155 billion pieces of mail in 2014, generating nearly $68 billion in revenue. According to the MOU, the partnership aims to develop an integrated e-commerce solution that provides full access to the U.S. domestic market and neighboring countries. The solution will be designed to reflect the demands of customers and the capabilities of shipping partners to improve the way goods purchased from China are processed, handled, and delivered in the U.S. and potentially South American markets. Both companies have expressed an interest in exploring the feasibility of integrating USPS technology into the Cainiao logistics information platform, as well as other Alibaba’s e-commerce platforms. Contact Greg Knowler at greg.knowler@ihs.com and follow him on Twitter: @greg_knowler .

Supply chain

Alibaba and USPS in speed delivery partnership

<div class="phx-topic abstract-wrapper">SC Ports’ board of directors voted Friday to approve a design project to determine how to convert part of a 210-acre parcel next to the North Charleston Terminal into a car carrier operation. </div>

SC Ports’ board of directors voted Friday to approve a design project to determine how to convert part of a 210-acre parcel next to the North Charleston Terminal into a car carrier operation.

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<div class="phx-topic">The Port of Charleston wants to convert land previously set aside for containers at its northern marine terminal into a car carrier operation, a move the port says better aligns with the state’s major shippers and helps it more quickly monetize its physical assets. The board of directors for the South Carolina Ports Authority (SC Ports) voted Friday to approve a design project to determine how to convert part of a 210-acre parcel next to the North Charleston Terminal into a roll-on/roll-off (ro/ro) operation. <a href="https://www.joc.com/article/sc-ports-lands-deal-seeks-to-make-north-charleston-ready-for-bigger-ships-5244603">The site of the former WestRock paper mill was purchased in 2024</a> by SC Ports for $105 million. The parcel would have doubled the current footprint of the North Charleston Terminal, the smallest of SC Ports’ three container terminals and home mostly to its north-south and trans-Atlantic services. SC Ports said in a statement following the vote the move positions Charleston to better serve the state’s automotive manufacturers, which include BMW, Mercedes, and Volvo. “We made a commitment to the market and board and all our stakeholders that we would focus our infrastructure and capital spending on immediate revenue-generating opportunities,” SC Ports Chief Executive Micah Mallace told the Journal of Commerce Friday. “We want to use the full extent of our real estate portfolio to generate new business.” The design contract will consider how much of the parcel will be devoted to ro/ro cargo, including upgraded tracks for autorack railcars. SC Ports said it expects the design and demolition process to occur this summer. Initial construction on the site could start in January 2027, with a goal of 2028 completion. At his first state of the port address last October, Mallace said Charleston needs to get “<a href="https://www.joc.com/article/new-charleston-ceo-seeks-to-regain-container-growth-momentum-6104583">extra aggressive</a>” in the types of services it offers customers after it <a href="https://www.joc.com/article/charleston-looking-for-retailer-shippers-to-revive-ports-growth-6199290">lost market share in container freight</a> and as <a href="https://www.joc.com/article/charleston-slows-railyard-development-amid-insufficient-shipper-demand-6164158">it grapples with previous capital spending decisions</a> that have left the port looking for a faster return on its investments. While the expansion of the North Charleston Terminal for ultra-large container ships would require raising the Don Holt Bridge spanning the Cooper River, car carriers would be able to reach the terminal with the bridge’s current clearance. SC Ports’ fiscal 2025 financial report shows the port had 705 acres of undeveloped land at its various terminals and inland ports. <h3>Columbus terminal will be freed up </h3>The move to develop a ro/ro site would provide more room at SC Ports’ Columbus Street Terminal, which primarily handles the port’s ro/ro and breakbulk cargo, which accounted for $24.4 million in SC Ports’ operating revenue for fiscal 2025, a little under 6% of total revenue. Columbus Street handled 165,949 vehicles in fiscal 2025, down 21% from the year prior. Hurricane Debby hit Charleston in August 2024, causing flooding throughout its downtown, including the Columbus Street terminal, which sits at the convergence of the Cooper and Wando rivers in Charleston harbor. SC Ports said in its fiscal 2025 financial statement that BMW filed a claim for flood damage during the storm. Contact Michael Angell at <a href="mailto:michael.angell@spglobal.com">michael.angell@spglobal.com</a>. </div>

The Port of Charleston wants to convert land previously set aside for containers at its northern marine terminal into a car carrier operation, a move the port says better aligns with the state’s major shippers and helps it more quickly monetize its physical assets. The board of directors for the South Carolina Ports Authority (SC Ports) voted Friday to approve a design project to determine how to convert part of a 210-acre parcel next to the North Charleston Terminal into a roll-on/roll-off (ro/ro) operation. The site of the former WestRock paper mill was purchased in 2024 by SC Ports for $105 million. The parcel would have doubled the current footprint of the North Charleston Terminal, the smallest of SC Ports’ three container terminals and home mostly to its north-south and trans-Atlantic services. SC Ports said in a statement following the vote the move positions Charleston to better serve the state’s automotive manufacturers, which include BMW, Mercedes, and Volvo. “We made a commitment to the market and board and all our stakeholders that we would focus our infrastructure and capital spending on immediate revenue-generating opportunities,” SC Ports Chief Executive Micah Mallace told the Journal of Commerce Friday. “We want to use the full extent of our real estate portfolio to generate new business.” The design contract will consider how much of the parcel will be devoted to ro/ro cargo, including upgraded tracks for autorack railcars. SC Ports said it expects the design and demolition process to occur this summer. Initial construction on the site could start in January 2027, with a goal of 2028 completion. At his first state of the port address last October, Mallace said Charleston needs to get “ extra aggressive ” in the types of services it offers customers after it lost market share in container freight and as it grapples with previous capital spending decisions that have left the port looking for a faster return on its investments. While the expansion of the North Charleston Terminal for ultra-large container ships would require raising the Don Holt Bridge spanning the Cooper River, car carriers would be able to reach the terminal with the bridge’s current clearance. SC Ports’ fiscal 2025 financial report shows the port had 705 acres of undeveloped land at its various terminals and inland ports. Columbus terminal will be freed up The move to develop a ro/ro site would provide more room at SC Ports’ Columbus Street Terminal, which primarily handles the port’s ro/ro and breakbulk cargo, which accounted for $24.4 million in SC Ports’ operating revenue for fiscal 2025, a little under 6% of total revenue. Columbus Street handled 165,949 vehicles in fiscal 2025, down 21% from the year prior. Hurricane Debby hit Charleston in August 2024, causing flooding throughout its downtown, including the Columbus Street terminal, which sits at the convergence of the Cooper and Wando rivers in Charleston harbor. SC Ports said in its fiscal 2025 financial statement that BMW filed a claim for flood damage during the storm. Contact Michael Angell at michael.angell@spglobal.com .

Port News

Ro/ro cargo

Breakbulk ports

Breakbulk News

Maritime

Charleston port looks to develop ro/ro operation at ex-WestRock site

<div class="phx-topic abstract-wrapper"> The answer to emissions-cutting challenges facing the shipping industry cannot be overlapping regional measures or conflicting systems, Soren Toft told supply chain executives gathered at the IMO. </div>

The answer to emissions-cutting challenges facing the shipping industry cannot be overlapping regional measures or conflicting systems, Soren Toft told supply chain executives gathered at the IMO.

<div class="phx-topic">Decarbonizing shipping will require a global regulatory approach through the International Maritime Organization (IMO) and not a patchwork of overlapping regional measures, Mediterranean Shipping Co. CEO Soren Toft said Thursday. Addressing a gathering of supply chain executives at an IMO-hosted celebration in London of the World Shipping Council’s 25th anniversary, Toft — who is also chairman of the WSC — said the central role of the IMO was global and that it “works best with global rules.” ”We know there’s a challenge of decarbonization and growing pressure on supply chains,” he said. “These things need attention, and the answer to these challenges cannot be overlapping regional measures or conflicting systems.” Toft’s pointed remarks come as the IMO struggles to get its net-zero framework (NZF) adopted by member states. Regulatory uncertainty reached a head last October when the IMO decided to <a href="https://www.joc.com/article/imo-punts-on-pivotal-net-zero-shipping-regulation-6099141">postpone the adoption of its global NZF</a> for a year following robust US-led opposition to the proposed pricing and fuel intensity measures. US opposition remains unchanged, particularly with regards to the core pricing mechanism within the NZF. Washington’s anti-NZF position was reinforced <a href="https://www.joc.com/article/fmcs-dibella-brings-anti-net-zero-message-to-imo-london-meeting-6210952">two weeks ago</a> at the 84th meeting of the IMO’s Marine Environment Protection Committee (MEPC 84) in London. The pricing measure is crucial and will involve a global greenhouse gas fuel standard coupled with a penalty or contribution system that will make cleaner shipping fuels economically viable while ensuring strict enforcement. Contributions paid by ships that exceed their emissions limits would be directed into the IMO Net-Zero Fund that will be redistributed as financial rewards to vessels using low-emission fuels, offsetting the cost gap. Getting the NZF adopted at MEPC 85 this November will provide the regulatory certainty ocean carriers and fuel producers need to invest the huge sums necessary to decarbonize the shipping industry. That responsibility lies with IMO member states, Toft said in his IMO address. “We, and ultimately our clients, need predictability and consistency,” he said. “We need the help of all of you to agree on practical global measures to achieve net-zero objectives, support large scale deployment of alternative fuels, and we also need you to enforce international maritime regulations in a harmonized way.” <h3>Uncertain regulatory environment </h3>Despite uncertainties caused by the IMO’s decision to delay the adoption of its NZF, the container shipping industry has continued to invest heavily in dual-fuel vessels and bunkering infrastructure. ”We’ve taken a very meaningful step towards making the world greener in the future, (and) that is without knowing exactly what fuels and what frameworks we are navigating towards,” Toft told attendees at IMO headquarters. Of the 12.2 million TEUs of capacity currently on order, 6.4 million TEUs are for LNG dual-fuel ships and 1.7 million are dual-fuel methanol vessels, according to Sea-web, a sister company of the Journal of Commerce within S&amp;P Global. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="433a666c-6023-4455-9d17-30b982f4835b"></dynamic-object></div>In his address to the gathering, Arsenio Dominguez, the IMO’s secretary-general, acknowledged the difficult position faced by carriers in such an uncertain regulatory environment. ”In representing this part of the sector, the World Shipping Council is also moving ahead with decarbonization, taking forward the orders of vessels that are tentatively fuel-ready,” he said. “I can't give you the answer (on what fuels to choose)...we decided to be agnostic in that respect,” Dominguez added. “But I'm sure that with the feedback we continue to receive from you, it will allow us to not only progress our regulatory process, but to improve the quality of our regulations. And trust me, if there's one area of work that we will continue to work on, it's the harmonized implementation of IMO rules.” Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

Decarbonizing shipping will require a global regulatory approach through the International Maritime Organization (IMO) and not a patchwork of overlapping regional measures, Mediterranean Shipping Co. CEO Soren Toft said Thursday. Addressing a gathering of supply chain executives at an IMO-hosted celebration in London of the World Shipping Council’s 25th anniversary, Toft — who is also chairman of the WSC — said the central role of the IMO was global and that it “works best with global rules.” ”We know there’s a challenge of decarbonization and growing pressure on supply chains,” he said. “These things need attention, and the answer to these challenges cannot be overlapping regional measures or conflicting systems.” Toft’s pointed remarks come as the IMO struggles to get its net-zero framework (NZF) adopted by member states. Regulatory uncertainty reached a head last October when the IMO decided to postpone the adoption of its global NZF for a year following robust US-led opposition to the proposed pricing and fuel intensity measures. US opposition remains unchanged, particularly with regards to the core pricing mechanism within the NZF. Washington’s anti-NZF position was reinforced two weeks ago at the 84th meeting of the IMO’s Marine Environment Protection Committee (MEPC 84) in London. The pricing measure is crucial and will involve a global greenhouse gas fuel standard coupled with a penalty or contribution system that will make cleaner shipping fuels economically viable while ensuring strict enforcement. Contributions paid by ships that exceed their emissions limits would be directed into the IMO Net-Zero Fund that will be redistributed as financial rewards to vessels using low-emission fuels, offsetting the cost gap. Getting the NZF adopted at MEPC 85 this November will provide the regulatory certainty ocean carriers and fuel producers need to invest the huge sums necessary to decarbonize the shipping industry. That responsibility lies with IMO member states, Toft said in his IMO address. “We, and ultimately our clients, need predictability and consistency,” he said. “We need the help of all of you to agree on practical global measures to achieve net-zero objectives, support large scale deployment of alternative fuels, and we also need you to enforce international maritime regulations in a harmonized way.” Uncertain regulatory environment Despite uncertainties caused by the IMO’s decision to delay the adoption of its NZF, the container shipping industry has continued to invest heavily in dual-fuel vessels and bunkering infrastructure. ”We’ve taken a very meaningful step towards making the world greener in the future, (and) that is without knowing exactly what fuels and what frameworks we are navigating towards,” Toft told attendees at IMO headquarters. Of the 12.2 million TEUs of capacity currently on order, 6.4 million TEUs are for LNG dual-fuel ships and 1.7 million are dual-fuel methanol vessels, according to Sea-web, a sister company of the Journal of Commerce within S&P Global. In his address to the gathering, Arsenio Dominguez, the IMO’s secretary-general, acknowledged the difficult position faced by carriers in such an uncertain regulatory environment. ”In representing this part of the sector, the World Shipping Council is also moving ahead with decarbonization, taking forward the orders of vessels that are tentatively fuel-ready,” he said. “I can't give you the answer (on what fuels to choose)...we decided to be agnostic in that respect,” Dominguez added. “But I'm sure that with the feedback we continue to receive from you, it will allow us to not only progress our regulatory process, but to improve the quality of our regulations. And trust me, if there's one area of work that we will continue to work on, it's the harmonized implementation of IMO rules.” Contact Greg Knowler at greg.knowler@spglobal.com .

Transport, Trade and Regulation News

Container Shipping News

Shipping decarbonization will work best with global rules: MSC CEO

<div class="phx-topic abstract-wrapper">The National Shipper Advisory Committee, which guides the maritime regulator on ocean freight issues, meets once a year to drive policy decisions.</div>

The National Shipper Advisory Committee, which guides the maritime regulator on ocean freight issues, meets once a year to drive policy decisions.

<div class="phx-topic">The US Federal Maritime Commission (FMC) on Thursday said it is searching for new members to serve on its National Shipper Advisory Committee (NSAC), which advises the federal agency on policy related to ocean freight. The advisory committee, composed of 24 individuals representing import and export cargo interests, specifically counsels the FMC on issues of supply chain competitiveness, reliability, integrity, and fairness. The committee is evenly split between import and export entities. “The commission intends for membership to reflect a balanced mix of shippers, and selections will be made based on factors such as commodities shipped, ports used, geographic areas served, and origins of cargo, as well as other relevant factors,” the FMC said in a statement. The agency added it was “looking for applicants with extensive shipping and US oceanic supply chain knowledge, as well as an eagerness to collaborate and share their expertise on various issues...” The NSAC, originally formed in 2021, has provided guidance on an array of issues, from <a href="https://www.joc.com/article/bentzel-wants-partial-fmc-oversight-over-rail-demurrage-5243057">rail demurrage</a> and a <a href="https://www.joc.com/article/us-draft-legislation-seeks-to-update-osra-22-boost-china-scrutiny-5220516">rewrite of the Ocean Shipping Reform Act</a> (OSRA) during the pandemic, to more recent efforts, including <a href="https://www.joc.com/article/fmc-rules-for-truckers-in-chassis-dispute-with-ocean-carriers-5234355">chassis disputes</a> with ocean carriers and a push for a “<a href="https://www.joc.com/article/shipper-bill-of-rights-takes-aim-at-ocean-carrier-accountability-transparency-5958197">shipper’s bill of rights</a>.” Some NASC members have privately expressed concerns that the FMC wasn’t sure how to handle its recommendations, partly due to the committee being the first of its kind to report to the agency. <a href="https://www.federalregister.gov/documents/2026/05/14/2026-09667/solicitation-for-applications-to-serve-as-members-on-the-national-shipper-advisory-committee">NSAC members serve three-year terms</a>, with the committee meeting at least once a year, although more frequent meetings can potentially be convened by the FMC or a majority of committee members. Contact Eric Johnson at <a href="mailto:eric.johnson@spglobal.com">eric.johnson@spglobal.com</a>. </div>

The US Federal Maritime Commission (FMC) on Thursday said it is searching for new members to serve on its National Shipper Advisory Committee (NSAC), which advises the federal agency on policy related to ocean freight. The advisory committee, composed of 24 individuals representing import and export cargo interests, specifically counsels the FMC on issues of supply chain competitiveness, reliability, integrity, and fairness. The committee is evenly split between import and export entities. “The commission intends for membership to reflect a balanced mix of shippers, and selections will be made based on factors such as commodities shipped, ports used, geographic areas served, and origins of cargo, as well as other relevant factors,” the FMC said in a statement. The agency added it was “looking for applicants with extensive shipping and US oceanic supply chain knowledge, as well as an eagerness to collaborate and share their expertise on various issues...” The NSAC, originally formed in 2021, has provided guidance on an array of issues, from rail demurrage and a rewrite of the Ocean Shipping Reform Act (OSRA) during the pandemic, to more recent efforts, including chassis disputes with ocean carriers and a push for a “ shipper’s bill of rights .” Some NASC members have privately expressed concerns that the FMC wasn’t sure how to handle its recommendations, partly due to the committee being the first of its kind to report to the agency. NSAC members serve three-year terms , with the committee meeting at least once a year, although more frequent meetings can potentially be convened by the FMC or a majority of committee members. Contact Eric Johnson at eric.johnson@spglobal.com .

FMC searching for new members to serve on shipper advisory board

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

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

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

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

Trucking News

Rail News

Truckload

Surface

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

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

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

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

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

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