<div class="phx-topic abstract-wrapper">NEWARK, N.J. -- Delays continued Friday at the PNCT marine terminal at Port Newark, N.J., where off-</div>

NEWARK, N.J. -- Delays continued Friday at the PNCT marine terminal at Port Newark, N.J., where off-

<div>NEWARK, N.J. -- Delays continued Friday at the PNCT marine terminal at Port Newark, N.J., where off-schedule ship calls have caused cargo backups and forced truckers to wait several hours to pick up or drop off containers.Some drayage operators said they were considering passing some of their added costs to customers. Jeff Bader, president of Golden Carriers in Hillside, N.J., said his company was preparing to assess shippers or consignees $40 an hour for waiting time after two hours. He said any money recovered from the terminal would be refunded to the customers. "This is not a profit center for...

NEWARK, N.J. -- Delays continued Friday at the PNCT marine terminal at Port Newark, N.J., where off-schedule ship calls have caused cargo backups and forced truckers to wait several hours to pick up or drop off containers. Some drayage operators said they were considering passing some of their added costs to customers. Jeff Bader, president of Golden Carriers in Hillside, N.J., said his company was preparing to assess shippers or consignees $40 an hour for waiting time after two hours. He said any money recovered from the terminal would be refunded to the customers. "This is not a profit center for us," he said. Bader, who also is president of the Association of Bi-State Motor Carriers noted that the delays at PNCT came as the Federal Maritime Commission ruled against the association in a case involving truck delays at Port Newark/Port Elizabeth terminals. The FMC said the association didn't provide enough evidence to show that terminals acted illegally in the way they calculate detention fees paid to truckers for waiting time. "I guess the FMC doesn't have a Webcam," Bader said. "They should have one to see what those lines are like." He said his drivers reported five-hour waits outside the PNCT terminal Friday. Doug Magiera, vice president of Atlantic Star Trucking in Newark said two of his drivers spent Thursday night parked outside the terminal so they could avoid a long wait Friday. He said that on Thursday, a driver "was in at 3 and out at 6, which wasn't so bad, but Wednesday one of our drivers was there at 7 a.m. and didn't get out until 2:30 p.m." Cargo flow through the port complex's other major facilities, Maher Terminals and APM Terminals, appeared to be flowing smoothly. PNCT blamed its problems on delayed arrivals by several vessels at the same time. To clear the backlog, PNCT is keeping its gates open until 6 p.m., two hours longer than normal, and until 7 p.m. for import deliveries, on weekdays through Tuesday, and Saturday from 8 a.m. to 3 p.m. for all loaded and empty containers except refrigerated boxes.

Maritime

Backups continue at Newark terminal

<div class="phx-topic abstract-wrapper">Vessel operators are banking on rising demand for ships to support the growth of wind farm installations over the next decade. </div>

Vessel operators are banking on rising demand for ships to support the growth of wind farm installations over the next decade.

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<div class="phx-topic">A resurgence in global offshore wind energy development outside of the US is driving a new round of investment from vessel operators in ships used for turbine installation and related support services. Denmark-headquartered Cadeler, the world’s largest wind turbine installation vessel (WTIV) operator with 12 ships, is likely to confirm a deal in the coming months for two T-class WTIVs that will be able “to handle the heaviest and most complex XXL (extra, extra-large) offshore wind foundations,” the company said. “We expect...to sign a yard contract on the T-class vessels this year,” Cadeler CFO Peter Brogaard Hansen said during a first-quarter results briefing last week. While no details on the cost of each ship have been disclosed, Brogaard said a downpayment of about $128 million for each ship would be due at contract signing. Cadeler has ring fenced part of the cash needed through a $204 million private share placement in March. The first WTIV is scheduled for delivery in mid-2030, with the second following in mid-2031.  The company is also set to award a separate contract for a scour protection/rock dumping ship used to help construct the tower foundations for offshore wind turbines. Cadeler CEO Mikkel Gleerup suggested further vessel orders are being considered, likely ordered against the award of offshore wind farm turbine installation projects. “In the next decade… we can see there is a very, very significant amount of projects that need to be installed,” Gleerup said during the results briefing. “That is what we are trying to prepare for, together with our clients, to make sure we have solutions to what our clients need from us.” Cadeler already has two WTIVs under construction at the Cosco Heavy Industries shipyard in Qidong in Jiangsu province near Shanghai. The first vessel, Wind Ace, is due for delivery in the third quarter while Wind Apex is scheduled for the second quarter next year. Gleerup said 2027 and 2028 are gearing up to be “very strong years” for Cadeler with a raft of new contracts likely, while for 2029 “we are working on some very interesting prospects” with clients. He also pointed out that offshore wind development “is moving into positive territory” after two or three years when projects, especially in Europe, were delayed due to high interest rates, financing issues or regulatory hurdles. The projects are now “back to a firm timeline” and expected to come out to tender in the coming months “It looks like a very strong comeback for wind in Europe in the coming years,” Gleerup added. <h3>Additional newbuilds to support wind industry </h3>Meanwhile, heavy-lift operator Jumbo Maritime, which specializes in transporting wind farm components, has ordered two 25,000 deadweight metric ton heavy-lift ships costing $156 million from Chinese shipbuilder and wind energy component maker Dajin Heavy Industry. The ships will be delivered in 2028 and 2029, according to Dajin Heavy, which confirmed the deal. The vessels will have two 1,200 mt cranes, giving a combined tandem lift capacity of up to 2,400 mt. Separately, Royal Boskalis is investing in a new high-capacity cable lay vessel to meet the growing demand for long-distance cable installation in the offshore wind and interconnector markets, the Belgium-headquartered company said last week. The ship, Boskalis’s fourth cable lay vessel, is expected to enter service in 2029 and will feature two 12,000 mt cable carousels enabling the installation of longer, continuous cable sections. Rival Belgium offshore vessel operator Jan de Nul has also recently ordered two additional submarine cable installation vessels following a pair it ordered in 2024 from Chinese shipyard CMHI Haimen. Jan de Nul is due to take delivery of the first vessel, Fleeming Jenkin, in the second half of this year. Meanwhile, Belgium-headquartered DEME is also considering “potential further large capacity expansion to support our longer-term growth opportunities” after it took delivery of the Norse Energi this month. The ship is the second of two wind turbine and monopile installation ships ordered by DEME, which also has an offshore construction vessel on order. Despite the new vessels, Cadeler’s Gleerup said the offshore wind industry will face a shortage of WTIV, foundation construction and support vessels from 2029 as demand for ships capable of installing next-generation large capacity turbines and equipment outstrips supply. The imbalance will be driven in the next decade “by new projects that are coming but also by demand from other areas, particularly from operations and maintenance” of offshore wind installation ships that will take some supply away from installation work, he said during the results briefing. Contact Keith Wallis on <a href="mailto:keithwallis@hotmail.com">keithwallis@hotmail.com</a>. </div>

A resurgence in global offshore wind energy development outside of the US is driving a new round of investment from vessel operators in ships used for turbine installation and related support services. Denmark-headquartered Cadeler, the world’s largest wind turbine installation vessel (WTIV) operator with 12 ships, is likely to confirm a deal in the coming months for two T-class WTIVs that will be able “to handle the heaviest and most complex XXL (extra, extra-large) offshore wind foundations,” the company said. “We expect...to sign a yard contract on the T-class vessels this year,” Cadeler CFO Peter Brogaard Hansen said during a first-quarter results briefing last week. While no details on the cost of each ship have been disclosed, Brogaard said a downpayment of about $128 million for each ship would be due at contract signing. Cadeler has ring fenced part of the cash needed through a $204 million private share placement in March. The first WTIV is scheduled for delivery in mid-2030, with the second following in mid-2031.  The company is also set to award a separate contract for a scour protection/rock dumping ship used to help construct the tower foundations for offshore wind turbines. Cadeler CEO Mikkel Gleerup suggested further vessel orders are being considered, likely ordered against the award of offshore wind farm turbine installation projects. “In the next decade… we can see there is a very, very significant amount of projects that need to be installed,” Gleerup said during the results briefing. “That is what we are trying to prepare for, together with our clients, to make sure we have solutions to what our clients need from us.” Cadeler already has two WTIVs under construction at the Cosco Heavy Industries shipyard in Qidong in Jiangsu province near Shanghai. The first vessel, Wind Ace, is due for delivery in the third quarter while Wind Apex is scheduled for the second quarter next year. Gleerup said 2027 and 2028 are gearing up to be “very strong years” for Cadeler with a raft of new contracts likely, while for 2029 “we are working on some very interesting prospects” with clients. He also pointed out that offshore wind development “is moving into positive territory” after two or three years when projects, especially in Europe, were delayed due to high interest rates, financing issues or regulatory hurdles. The projects are now “back to a firm timeline” and expected to come out to tender in the coming months “It looks like a very strong comeback for wind in Europe in the coming years,” Gleerup added. Additional newbuilds to support wind industry Meanwhile, heavy-lift operator Jumbo Maritime, which specializes in transporting wind farm components, has ordered two 25,000 deadweight metric ton heavy-lift ships costing $156 million from Chinese shipbuilder and wind energy component maker Dajin Heavy Industry. The ships will be delivered in 2028 and 2029, according to Dajin Heavy, which confirmed the deal. The vessels will have two 1,200 mt cranes, giving a combined tandem lift capacity of up to 2,400 mt. Separately, Royal Boskalis is investing in a new high-capacity cable lay vessel to meet the growing demand for long-distance cable installation in the offshore wind and interconnector markets, the Belgium-headquartered company said last week. The ship, Boskalis’s fourth cable lay vessel, is expected to enter service in 2029 and will feature two 12,000 mt cable carousels enabling the installation of longer, continuous cable sections. Rival Belgium offshore vessel operator Jan de Nul has also recently ordered two additional submarine cable installation vessels following a pair it ordered in 2024 from Chinese shipyard CMHI Haimen. Jan de Nul is due to take delivery of the first vessel, Fleeming Jenkin, in the second half of this year. Meanwhile, Belgium-headquartered DEME is also considering “potential further large capacity expansion to support our longer-term growth opportunities” after it took delivery of the Norse Energi this month. The ship is the second of two wind turbine and monopile installation ships ordered by DEME, which also has an offshore construction vessel on order. Despite the new vessels, Cadeler’s Gleerup said the offshore wind industry will face a shortage of WTIV, foundation construction and support vessels from 2029 as demand for ships capable of installing next-generation large capacity turbines and equipment outstrips supply. The imbalance will be driven in the next decade “by new projects that are coming but also by demand from other areas, particularly from operations and maintenance” of offshore wind installation ships that will take some supply away from installation work, he said during the results briefing. Contact Keith Wallis on keithwallis@hotmail.com .

Energy projects

Breakbulk News

Non-US offshore wind revival drives vessel ordering splurge

<div class="phx-topic abstract-wrapper">The US maritime regulator said the ocean carrier will also refund third parties that paid detention bills and will limit future billing to shippers and consignees. </div>

The US maritime regulator said the ocean carrier will also refund third parties that paid detention bills and will limit future billing to shippers and consignees.

<div class="phx-topic">Maersk has reached an agreement with the US Federal Maritime Commission (FMC) to pay $1.9 million in civil penalties over the ocean carrier’s practices for billing for container detention. The agency said in a statement Tuesday it had reached a compromise agreement with Maersk related to allegations of it charging detention “against third parties who had not consented to be bound by the terms of Maersk’s bills of lading, service contracts, or tariffs.” Maersk paid the penalty, along with refunds to the third parties, but did not admit to violations of the US Shipping Act or FMC rules, the agency said. Maersk also agreed to end the practice and will limit detention billing to shippers, consignees, and others with a “beneficial interest” in the cargo as defined under the Shipping Act. While it was not disclosed when the billing practices took place, the FMC issued rules in 2024 that <a href="https://www.joc.com/article/stakeholders-sorting-out-per-diem-bills-under-new-fmc-rules-5192186">outlined how truckers or other third parties involved in ocean freight transportation should not be billed for detention and demurrage</a>. The move followed numerous complaints from drayage carriers about being forced to pay per diem bills at marine terminals before being allowed to retrieve containers or face a lockout for unpaid charges. Contact Michael Angell at <a href="mailto:michael.angell@spglobal.com">michael.angell@spglobal.com.</a></div>

Maersk has reached an agreement with the US Federal Maritime Commission (FMC) to pay $1.9 million in civil penalties over the ocean carrier’s practices for billing for container detention. The agency said in a statement Tuesday it had reached a compromise agreement with Maersk related to allegations of it charging detention “against third parties who had not consented to be bound by the terms of Maersk’s bills of lading, service contracts, or tariffs.” Maersk paid the penalty, along with refunds to the third parties, but did not admit to violations of the US Shipping Act or FMC rules, the agency said. Maersk also agreed to end the practice and will limit detention billing to shippers, consignees, and others with a “beneficial interest” in the cargo as defined under the Shipping Act. While it was not disclosed when the billing practices took place, the FMC issued rules in 2024 that outlined how truckers or other third parties involved in ocean freight transportation should not be billed for detention and demurrage . The move followed numerous complaints from drayage carriers about being forced to pay per diem bills at marine terminals before being allowed to retrieve containers or face a lockout for unpaid charges. Contact Michael Angell at michael.angell@spglobal.com.

Transport, Trade and Regulation News

Container lines

FMC collects civil penalty from Maersk on detention bills

<div class="phx-topic abstract-wrapper">TMV said the new funding will seed companies that want to apply new technologies to the maritime industry, shipbuilding and related infrastructure. </div>

TMV said the new funding will seed companies that want to apply new technologies to the maritime industry, shipbuilding and related infrastructure.

<div class="phx-topic">A venture capital firm has launched a $200 million logistics and maritime fund anchored by warehousing giant Prologis and shipping industry certifier American Bureau of Shipping (ABS) that is designed for early-stage funding of emerging technology, including artificial intelligence, robotics and clean energy, aimed at the maritime industry. TMV said in a statement Tuesday that its TMV Maritime and Logistics Fund raised the money from Prologis Ventures and ABS with the goal of “rebuilding the core infrastructure of maritime, shipbuilding, ports, and intermodal logistics.” TMV was founded in 2016 by Marina Hadjipateras, who had previously served as a business development executive for gas tanker carrier Dorian LPG, and Soraya Durabi, who also founded venture capital forum Transact Global. It currently has $230 million in investments spanning more than 50 companies in the maritime, technology and health industries. TMV said the new funding looks to capitalize on efforts by the US and other countries to revitalize their shipbuilding industries and develop better infrastructure for the maritime industry. TMV noted the US government investment in shipbuilding will go from $47.3 billion in fiscal 2026 to $65.8 billion in fiscal 2027. TMV will provide early-stage funding to companies involved in developing autonomous systems, robotics, artificial intelligence applications, dual-use technologies and new energy systems for the maritime industry. While the fund targets the broader maritime industry, including defense and military shipping, it will also look at how to apply those technologies to container shipping and related logistics. TMV said it also has an advisory network that includes senior leaders from Maersk, terminal operator Fenix Marine Services, US intermodal depot operator ConGlobal and freight forwarder Flexport. The TMV fund mirrors similar efforts that ocean carriers have made to bring new technologies to a hidebound industry. Since 2021, Maersk’s venture capital arm, Maersk Growth, has invested about $835 million in 38 companies, according to private company data from S&amp;P Capital IQ, a sister company of the Journal of Commerce within S&amp;P Global. CMA CGM Ventures has made seven investments totaling $1.8 billion, according to Capital IQ. Contact Michael Angell at <a href="mailto:michael.angell@spglobal.com">michael.angell@spglobal.com</a>.</div>

A venture capital firm has launched a $200 million logistics and maritime fund anchored by warehousing giant Prologis and shipping industry certifier American Bureau of Shipping (ABS) that is designed for early-stage funding of emerging technology, including artificial intelligence, robotics and clean energy, aimed at the maritime industry. TMV said in a statement Tuesday that its TMV Maritime and Logistics Fund raised the money from Prologis Ventures and ABS with the goal of “rebuilding the core infrastructure of maritime, shipbuilding, ports, and intermodal logistics.” TMV was founded in 2016 by Marina Hadjipateras, who had previously served as a business development executive for gas tanker carrier Dorian LPG, and Soraya Durabi, who also founded venture capital forum Transact Global. It currently has $230 million in investments spanning more than 50 companies in the maritime, technology and health industries. TMV said the new funding looks to capitalize on efforts by the US and other countries to revitalize their shipbuilding industries and develop better infrastructure for the maritime industry. TMV noted the US government investment in shipbuilding will go from $47.3 billion in fiscal 2026 to $65.8 billion in fiscal 2027. TMV will provide early-stage funding to companies involved in developing autonomous systems, robotics, artificial intelligence applications, dual-use technologies and new energy systems for the maritime industry. While the fund targets the broader maritime industry, including defense and military shipping, it will also look at how to apply those technologies to container shipping and related logistics. TMV said it also has an advisory network that includes senior leaders from Maersk, terminal operator Fenix Marine Services, US intermodal depot operator ConGlobal and freight forwarder Flexport. The TMV fund mirrors similar efforts that ocean carriers have made to bring new technologies to a hidebound industry. Since 2021, Maersk’s venture capital arm, Maersk Growth, has invested about $835 million in 38 companies, according to private company data from S&P Capital IQ, a sister company of the Journal of Commerce within S&P Global. CMA CGM Ventures has made seven investments totaling $1.8 billion, according to Capital IQ. Contact Michael Angell at michael.angell@spglobal.com .

Logistics Technology News

Supply chain

Early-stage tech fund targets maritime industry with $200 million

<div class="phx-topic abstract-wrapper">The move is likely to raise costs for forwarders and carriers as they devote more resources to ensure compliance with rate filing procedures, and it could hasten a wider shakeup in China’s logistics sector.</div>

The move is likely to raise costs for forwarders and carriers as they devote more resources to ensure compliance with rate filing procedures, and it could hasten a wider shakeup in China’s logistics sector.

<div class="phx-topic">Freight forwarders and ocean carriers are facing a widening crackdown by China's Transport Ministry and provincial authorities over the filing of ocean rate data, ostensibly as part of an effort to protect shippers from unclear pricing strategies, forwarders say. The move is likely to raise costs for forwarders and carriers as they devote more resources to ensure compliance with rate filing procedures. And it could hasten a wider shakeup in China's logistics sector, with increased consolidation and the demise of smaller, less-compliant operators, the forwarders said. The crackdown by Chinese authorities comes after nine carriers and seven non-vessel operating common carriers (NVOCCs) received fines or warning letters after Transport Ministry officials found discrepancies in rate data filed for international shipments at three gateway ports late last year. “Since the government has emphasized (that) enterprises must improve internal rate filing work systems and institutionalize accountability, with responsibility assigned to specific personnel, it may cost more for internal compliance costs, (and) force both large shipping lines and smaller forwarders to be more transparent," Cliff Xu, regional director of Greater China for the forwarder Rhenus Air &amp; Ocean, told the Journal of Commerce. “This would reduce the ability of non-compliant operators to undercut compliant competitors through opaque pricing strategies,” he added. “This may accelerate industry consolidation, with smaller and less-compliant operators struggling to survive.” Inspections last year focused on Guangzhou, Ningbo, and Qingdao. “We anticipate further expansion nationwide,” Xu said. “The logical next steps would include other major trade gateways such as Shanghai, Shenzhen, and Tianjin in future enforcement rounds. “The government has explicitly stated that it will increase the intensity of inspections on enterprises regarding the implementation of filed freight rates, and that both the central ministry and its authorized provincial transportation authorities will carry out these enforcement actions,” Xu added. Ocean Network Express (ONE), Hapag-Lloyd, CMA CGM, Mediterranean Shipping Co., Evergreen Marine (Asia), and Wan Hai Lines (Singapore) were among the carriers that received "administrative punishment" following the inspections between August and November last year. ONE said it was penalized due to a “filing inaccuracy in mid-2025.” “ONE has since addressed the relevant findings through appropriate follow-up and corrective actions,” a spokesperson for the carrier told the Journal of Commerce, not providing further details. “Our current operations remain unaffected, and we remain committed to full regulatory compliance.” Hapag-Lloyd declined to comment. “Please understand that we cannot comment on ongoing proceedings as a general matter,” a spokesperson for the carrier said. The seven forwarders that received “administrative punishment,” which can also include license suspension, include Huilida International Freight Forwarding (Guangzhou), the Qingdao branch of Xuda International Freight Forwarding (Shanghai), and Ningbo Port Southeast Logistics Group, according to a Transport Ministry statement on May 12. <h3>‘Significant increase’ in scrutiny </h3>The Transport Ministry made it mandatory for carriers and forwarders to file rate data and information to the Shanghai Shipping Exchange, as the ministry’s agent, in 2013. But forwarder FIBS Logistics said freight rate filing enforcement “was considered a bit of a toothless paper tiger” until 2024 when Shanghai’s municipal transport commission carried out a two-week inspection blitz on freight rate filing procedures. Those checks included copies of bills of lading, freight lists, bank accounts, invoices, and “financial accounting vouchers,” according to the notice issued by the commission shortly before the inspection regime started. It was at that time that FIBS put a dedicated person in charge of the local filings for all China contracts, a spokesperson for the company told the Journal of Commerce. “We have never actually been audited, nor did we really hear much about other forwarders getting audited,” the spokesperson said. “I guess only forwarders who never or just rarely update the filing system will be audited.” Xu from Rhenus Logistics said the company has seen “a significant increase in enforcement and systematic scrutiny” since 2024. “The authorities have moved beyond simple filing mandates to vigorously enforce compliance with filed rates,” he said. “This represents a clear step-change in regulatory oversight. Contact Keith Wallis at <a href="mailto:keithwallis@hotmail.com">keithwallis@hotmail.com</a>. </div>

Freight forwarders and ocean carriers are facing a widening crackdown by China's Transport Ministry and provincial authorities over the filing of ocean rate data, ostensibly as part of an effort to protect shippers from unclear pricing strategies, forwarders say. The move is likely to raise costs for forwarders and carriers as they devote more resources to ensure compliance with rate filing procedures. And it could hasten a wider shakeup in China's logistics sector, with increased consolidation and the demise of smaller, less-compliant operators, the forwarders said. The crackdown by Chinese authorities comes after nine carriers and seven non-vessel operating common carriers (NVOCCs) received fines or warning letters after Transport Ministry officials found discrepancies in rate data filed for international shipments at three gateway ports late last year. “Since the government has emphasized (that) enterprises must improve internal rate filing work systems and institutionalize accountability, with responsibility assigned to specific personnel, it may cost more for internal compliance costs, (and) force both large shipping lines and smaller forwarders to be more transparent," Cliff Xu, regional director of Greater China for the forwarder Rhenus Air & Ocean, told the Journal of Commerce. “This would reduce the ability of non-compliant operators to undercut compliant competitors through opaque pricing strategies,” he added. “This may accelerate industry consolidation, with smaller and less-compliant operators struggling to survive.” Inspections last year focused on Guangzhou, Ningbo, and Qingdao. “We anticipate further expansion nationwide,” Xu said. “The logical next steps would include other major trade gateways such as Shanghai, Shenzhen, and Tianjin in future enforcement rounds. “The government has explicitly stated that it will increase the intensity of inspections on enterprises regarding the implementation of filed freight rates, and that both the central ministry and its authorized provincial transportation authorities will carry out these enforcement actions,” Xu added. Ocean Network Express (ONE), Hapag-Lloyd, CMA CGM, Mediterranean Shipping Co., Evergreen Marine (Asia), and Wan Hai Lines (Singapore) were among the carriers that received "administrative punishment" following the inspections between August and November last year. ONE said it was penalized due to a “filing inaccuracy in mid-2025.” “ONE has since addressed the relevant findings through appropriate follow-up and corrective actions,” a spokesperson for the carrier told the Journal of Commerce, not providing further details. “Our current operations remain unaffected, and we remain committed to full regulatory compliance.” Hapag-Lloyd declined to comment. “Please understand that we cannot comment on ongoing proceedings as a general matter,” a spokesperson for the carrier said. The seven forwarders that received “administrative punishment,” which can also include license suspension, include Huilida International Freight Forwarding (Guangzhou), the Qingdao branch of Xuda International Freight Forwarding (Shanghai), and Ningbo Port Southeast Logistics Group, according to a Transport Ministry statement on May 12. ‘Significant increase’ in scrutiny The Transport Ministry made it mandatory for carriers and forwarders to file rate data and information to the Shanghai Shipping Exchange, as the ministry’s agent, in 2013. But forwarder FIBS Logistics said freight rate filing enforcement “was considered a bit of a toothless paper tiger” until 2024 when Shanghai’s municipal transport commission carried out a two-week inspection blitz on freight rate filing procedures. Those checks included copies of bills of lading, freight lists, bank accounts, invoices, and “financial accounting vouchers,” according to the notice issued by the commission shortly before the inspection regime started. It was at that time that FIBS put a dedicated person in charge of the local filings for all China contracts, a spokesperson for the company told the Journal of Commerce. “We have never actually been audited, nor did we really hear much about other forwarders getting audited,” the spokesperson said. “I guess only forwarders who never or just rarely update the filing system will be audited.” Xu from Rhenus Logistics said the company has seen “a significant increase in enforcement and systematic scrutiny” since 2024. “The authorities have moved beyond simple filing mandates to vigorously enforce compliance with filed rates,” he said. “This represents a clear step-change in regulatory oversight. Contact Keith Wallis at keithwallis@hotmail.com .

Forwarding

Asia-Europe

China widens regulatory crackdown on filing of ocean transport rate data

<div class="phx-topic abstract-wrapper">The South Korean electronics conglomerate said it should not be held liable for more than $1 million in charges resulting from container delays that Wan Hai-contracted truckers experienced between 2020 and 2022.</div>

The South Korean electronics conglomerate said it should not be held liable for more than $1 million in charges resulting from container delays that Wan Hai-contracted truckers experienced between 2020 and 2022.

<div class="phx-topic">Samsung Electronics has filed a complaint with US shipping regulators over more than $1 million in fees Wan Hai charged the conglomerate on delayed container pickups under the ocean carrier’s control, marking Samsung’s latest salvo against ocean carriers over pandemic-era delays and resulting financial penalties. Samsung’s complaint, reported Monday by the Federal Maritime Commission (FMC), alleged that Taiwan’s Wan Hai Lines violated US shipping law by charging demurrage and detention (D&amp;D) on hundreds of containers between 2020 and 2022 where Wan Hai was responsible for the inland move under carrier haulage, or so-called “store door” terms. “In store door shipments, costs and charges relating to delays in the timely removal of containers from terminals (generally known as “demurrage” charges) should be borne by Wan Hai, not a consignee,” Samsung’s complaint said. In addition to $1.2 million in direct charges, Samsung said it also bore other costs related to the transportation of its containers. It is asking the FMC to determine what restitution will be appropriate. Samsung, <a href="https://www.joc.com/article/journal-of-commerce-top-100-us-importers-and-exporters-in-2025-6210438">the 15th-largest US importer by volume</a>, has filed five other FMC complaints against ocean carriers, including <a href="https://www.joc.com/article/fmc-complaint-from-samsung-is-latest-salvo-against-cosco-for-dd-billing-5199869">Cosco Shipping</a>, Orient Overseas Container Line, <a href="https://www.joc.com/article/samsung-fmc-complaint-alleges-thousands-of-inaccurate-fees-assessed-by-hmm-5244232">HMM</a>, Zim Shipping and SM Line, over container late fees charged during the pandemic. So far, only the complaint against Zim <a href="https://www.joc.com/article/fmc-judge-awards-samsung-37-million-from-zim-in-billing-dispute-5990789">resulted in damages being awarded to Samsung</a>, with the other cases expected to be decided later in 2026 and 2027. Similar to its other complaints, Samsung alleged that Wan Hai began “repeatedly failing” to deliver Samsung’s containers from marine terminals in a timely manner in 2021 “due to chassis shortages and heavy terminal congestion.” Despite those matters being outside of Samsung’s control, the company alleged Wan Hai would charge Samsung demurrage on over 550 delayed container retrievals and detention on over 150 container returns. Samsung also claimed it faced over 800 other instances of associated charges due to the delays. Samsung’s complaint said Wan Hai’s late charges contradict the FMC’s “<a href="https://www.joc.com/article/stakeholders-say-us-cargo-flow-would-be-undermined-by-proposed-fmc-billing-rule-5245716">incentive principle</a>,” which justifies such charges for prompting the timely removal of containers from terminals. Samsung said the container moves were totally under the control of Wan Hai and that the carrier continued to accept Samsung’s containers even though it could not promptly move them to Samsung warehouses. “Wan Hai’s foregoing practices and procedures related to the assessment of demurrage and detention charges are unjust and unreasonable as applied because they did not serve their intended primary purpose to incentivize freight fluidity,” the complaint said. Wan Hai did not respond to a request for comment. <h3>‘Beat you up on rates’ </h3>The president of a New Jersey-based motor carrier told the Journal of Commerce his general experience with carrier haulage moves through ocean carriers has been fraught. While his company, which has over just over 40 trucks, will occasionally handle store door moves if the shipper asks for a specific motor carrier, contracting haulage directly from an ocean carrier usually means very short notice of when a container will reach a port, usually four or five days in advance. That leaves motor carriers less time to allocate drivers and chassis. The source’s direct shipper customers, though, will provide ongoing forecasts of how many containers to expect and when, so planning goes more smoothly. While ocean carriers will generally provide a no-cost chassis to a shipper for a store door move, motor carriers are still typically forced to use a chassis pool rather than their own chassis. “The ocean carriers can promise you a lot of business because they have the customer relationship, but they can beat you up on rates,” the source said.  Contact Michael Angell at <a href="mailto:michael.angell@spglobal.com">michael.angell@spglobal.com</a>.</div>

Samsung Electronics has filed a complaint with US shipping regulators over more than $1 million in fees Wan Hai charged the conglomerate on delayed container pickups under the ocean carrier’s control, marking Samsung’s latest salvo against ocean carriers over pandemic-era delays and resulting financial penalties. Samsung’s complaint, reported Monday by the Federal Maritime Commission (FMC), alleged that Taiwan’s Wan Hai Lines violated US shipping law by charging demurrage and detention (D&D) on hundreds of containers between 2020 and 2022 where Wan Hai was responsible for the inland move under carrier haulage, or so-called “store door” terms. “In store door shipments, costs and charges relating to delays in the timely removal of containers from terminals (generally known as “demurrage” charges) should be borne by Wan Hai, not a consignee,” Samsung’s complaint said. In addition to $1.2 million in direct charges, Samsung said it also bore other costs related to the transportation of its containers. It is asking the FMC to determine what restitution will be appropriate. Samsung, the 15th-largest US importer by volume , has filed five other FMC complaints against ocean carriers, including Cosco Shipping , Orient Overseas Container Line, HMM , Zim Shipping and SM Line, over container late fees charged during the pandemic. So far, only the complaint against Zim resulted in damages being awarded to Samsung , with the other cases expected to be decided later in 2026 and 2027. Similar to its other complaints, Samsung alleged that Wan Hai began “repeatedly failing” to deliver Samsung’s containers from marine terminals in a timely manner in 2021 “due to chassis shortages and heavy terminal congestion.” Despite those matters being outside of Samsung’s control, the company alleged Wan Hai would charge Samsung demurrage on over 550 delayed container retrievals and detention on over 150 container returns. Samsung also claimed it faced over 800 other instances of associated charges due to the delays. Samsung’s complaint said Wan Hai’s late charges contradict the FMC’s “ incentive principle ,” which justifies such charges for prompting the timely removal of containers from terminals. Samsung said the container moves were totally under the control of Wan Hai and that the carrier continued to accept Samsung’s containers even though it could not promptly move them to Samsung warehouses. “Wan Hai’s foregoing practices and procedures related to the assessment of demurrage and detention charges are unjust and unreasonable as applied because they did not serve their intended primary purpose to incentivize freight fluidity,” the complaint said. Wan Hai did not respond to a request for comment. ‘Beat you up on rates’ The president of a New Jersey-based motor carrier told the Journal of Commerce his general experience with carrier haulage moves through ocean carriers has been fraught. While his company, which has over just over 40 trucks, will occasionally handle store door moves if the shipper asks for a specific motor carrier, contracting haulage directly from an ocean carrier usually means very short notice of when a container will reach a port, usually four or five days in advance. That leaves motor carriers less time to allocate drivers and chassis. The source’s direct shipper customers, though, will provide ongoing forecasts of how many containers to expect and when, so planning goes more smoothly. While ocean carriers will generally provide a no-cost chassis to a shipper for a store door move, motor carriers are still typically forced to use a chassis pool rather than their own chassis. “The ocean carriers can promise you a lot of business because they have the customer relationship, but they can beat you up on rates,” the source said.  Contact Michael Angell at michael.angell@spglobal.com .

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Samsung levels D&D complaint against Wan Hai with FMC

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