<div>Volume at Singapore’s Changi airport saw little improvement last month.The world’s 11th largest cargo airport by tonnage in 2011 recorded 4 percent growth in flight movements in September, but cargo volume remained stagnant, falling 0.4 percent compared to a year earlier to 153,700 metric tons.The airport, which announced the opening of a new FedEX hub earlier this month, has seen negative year-over-year freight growth every month this year except February, which was distorted by Chinese New Year, and June, when expansion was just 0.1 percent.Changi Air Group said it has attracted three new carriers to the airport during 2012 –...

Volume at Singapore’s Changi airport saw little improvement last month. The world’s 11th largest cargo airport by tonnage in 2011 recorded 4 percent growth in flight movements in September, but cargo volume remained stagnant, falling 0.4 percent compared to a year earlier to 153,700 metric tons. The airport, which announced the opening of a new FedEX hub earlier this month, has seen negative year-over-year freight growth every month this year except February, which was distorted by Chinese New Year, and June, when expansion was just 0.1 percent. Changi Air Group said it has attracted three new carriers to the airport during 2012 – Scoot, Bhutan flag carrier Drukair and all-cargo carrier Yangtze River Express.

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Cargo Volume Stagnant at Singapore's Changi Airport

<div class="phx-topic abstract-wrapper">The integration will allow small brokers to automate a range of load processes within their existing transportation management system.</div>

The integration will allow small brokers to automate a range of load processes within their existing transportation management system.

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<div class="phx-topic">DAT Freight &amp; Analytics on Wednesday said it has made its Convoy Platform that automates load posting and booking available within AscendTMS, a widely used transportation management system for small to mid-sized truckload freight brokers. The integration is part of a broader evolution away from manual posting on load boards, of which DAT operates the largest one in North America, toward a purely digital process that includes posting, bidding, booking, tracking, shipment documentation and payment. That process was set in motion in July through <a href="https://www.joc.com/article/dat-acquiring-convoy-automation-platform-from-flexport-6051850">DAT’s purchase of Convoy from Flexport</a>, with DAT running the Convoy Platform in parallel to its DAT One load board for brokers that preferred to automate all the constituent parts of a load lifecycle. Loads executed through the Convoy Platform are assessed a transaction fee, with DAT saying that brokers using AscendTMS will benefit from a “pay-as-you-go model” where they pay only for loads matched and completed within their pricing specifications. There are no additional monthly costs or minimum transaction requirements, the companies said in a statement. “Brokers are operating on tighter margins while navigating increasing fraud risk,” Bill Driegert, executive vice president of the Convoy Platform at DAT, said in the statement. “This integration provides AscendTMS users with the advanced freight automation and fraud-protection technology they need without a change in workflow or upfront investment.” AscendTMS CEO Tim Higham said the integration with DAT took a year to build to “work seamlessly 100% of the time.” “This integration is one of the most comprehensive we’ve ever done with any partner,” Higham said. “We expect that in three to five years, close to 100% of all spot market loads that were once posted to DAT (and to other load boards) will be transacted 100% digitally, with zero human involvement from initial match to final payment.” Driegert told the Journal of Commerce at the time of the Convoy acquisition that the platform would give brokers “optionality,” as there were some brokers that are eager to automate while others are still gravitating toward a more digital posting, bidding and booking workflow. <h3>Cost pressures </h3>The integration comes as brokers are under increasing cost pressure to manage their buy rates from carriers and sell rates to shippers. Ken Adamo, chief of analytics at DAT, posted on X Tuesday that December broker gross margins for 933,000 loads across 446 companies in DAT’s platform were $189.47 per load, an average of 9.9% margins. ”Gross margins under 10% are concerning and very rare at an industry level,” he wrote. “Generally, when we see [gross margin percentage] this low, it’s because rates are high and the [gross margin] per load is up.” For example, in December 2021, the gross margin per load was around 11% but that translated into roughly $250 per load. “Not only are we underperforming those margin levels, but brokers are also netting nearly 25% less gross profit per load than other high-rate environments,” Adamo wrote. Contact Eric Johnson at <a href="mailto:eric.johnson@spglobal.com">eric.johnson@spglobal.com</a>. </div>

DAT Freight & Analytics on Wednesday said it has made its Convoy Platform that automates load posting and booking available within AscendTMS, a widely used transportation management system for small to mid-sized truckload freight brokers. The integration is part of a broader evolution away from manual posting on load boards, of which DAT operates the largest one in North America, toward a purely digital process that includes posting, bidding, booking, tracking, shipment documentation and payment. That process was set in motion in July through DAT’s purchase of Convoy from Flexport , with DAT running the Convoy Platform in parallel to its DAT One load board for brokers that preferred to automate all the constituent parts of a load lifecycle. Loads executed through the Convoy Platform are assessed a transaction fee, with DAT saying that brokers using AscendTMS will benefit from a “pay-as-you-go model” where they pay only for loads matched and completed within their pricing specifications. There are no additional monthly costs or minimum transaction requirements, the companies said in a statement. “Brokers are operating on tighter margins while navigating increasing fraud risk,” Bill Driegert, executive vice president of the Convoy Platform at DAT, said in the statement. “This integration provides AscendTMS users with the advanced freight automation and fraud-protection technology they need without a change in workflow or upfront investment.” AscendTMS CEO Tim Higham said the integration with DAT took a year to build to “work seamlessly 100% of the time.” “This integration is one of the most comprehensive we’ve ever done with any partner,” Higham said. “We expect that in three to five years, close to 100% of all spot market loads that were once posted to DAT (and to other load boards) will be transacted 100% digitally, with zero human involvement from initial match to final payment.” Driegert told the Journal of Commerce at the time of the Convoy acquisition that the platform would give brokers “optionality,” as there were some brokers that are eager to automate while others are still gravitating toward a more digital posting, bidding and booking workflow. Cost pressures The integration comes as brokers are under increasing cost pressure to manage their buy rates from carriers and sell rates to shippers. Ken Adamo, chief of analytics at DAT, posted on X Tuesday that December broker gross margins for 933,000 loads across 446 companies in DAT’s platform were $189.47 per load, an average of 9.9% margins. ”Gross margins under 10% are concerning and very rare at an industry level,” he wrote. “Generally, when we see [gross margin percentage] this low, it’s because rates are high and the [gross margin] per load is up.” For example, in December 2021, the gross margin per load was around 11% but that translated into roughly $250 per load. “Not only are we underperforming those margin levels, but brokers are also netting nearly 25% less gross profit per load than other high-rate environments,” Adamo wrote. Contact Eric Johnson at eric.johnson@spglobal.com .

Surface

Truckload

Logistics Technology News

DAT, AscendTMS push Convoy load automation into small truckload broker world

<div class="phx-topic abstract-wrapper">The delay in adopting the IMO’s net-zero emissions framework has injected more uncertainty into an alternative fuel market that was already struggling to attract crucial investment from both the public and private sectors.</div>

The delay in adopting the IMO’s net-zero emissions framework has injected more uncertainty into an alternative fuel market that was already struggling to attract crucial investment from both the public and private sectors.

<div class="phx-topic">The following is part of the Journal of Commerce’s 2026 Annual Review and Outlook. The big picture: The October postponement of a vote on the International Maritime Organization’s (IMO) net-zero framework will make it more difficult for ocean carriers to hit already ambitious interim targets for reducing carbon emissions. Opposition from the White House — including threats of retaliation against members voting for the framework — derailed what would have been the first industry-wide emissions-cutting regulations for at least a year, and possibly longer if the US continues to lobby against it over the next 12 months. <div class="wrapper-narrow float-right-element"><img src="/images/phoenix/6144852_0.1.jpg"></img></div>A look back: Significant divisions emerged between IMO member states of the over the net-zero framework, which includes mid-term measures limiting carbon intensity in maritime fuel and an emissions pricing mechanism. But after intense debate at the IMO’s Marine Environmental Protection Committee (MEPC) meeting in London in April, the majority of member states voted to accept the framework. At that point, it seemed like a foregone conclusion that the IMO would officially adopt the framework during the October MEPC meeting and roll the regulations out globally in 2027. But the Trump administration had other ideas, and after an extensive campaign supported by petrostates and some of the world’s largest flag states, the IMO delayed voting on the measure until October 2026 at the earliest, putting global emissions goals for 2030 in serious doubt. In addition, the delay has injected more uncertainty into an alternative fuel market that was already struggling to attract crucial investment from both the public and private sectors. A look ahead: The MEPC will meet again this coming October, but a vote on the net-zero framework is not guaranteed. And although the delay may hurt the broader case for investment in the development of alternative fuels and related infrastructure, container carriers and ship owners remain firmly focused on LNG and methanol as the green fuels of choice in newbuild vessel orders. Even if the lack of a global regulatory framework from the IMO results in a patchwork of regional emissions-cutting initiatives, investment in dual-fuel ships capable of running on LNG or methanol will likely prove to be money well spent. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="af67ccea-0445-4726-bb51-ae3b852484b9"></dynamic-object></div>The next inflection: Narrowing the price differential between alternative fuels and traditional carbon-based fuel will be the key that unlocks adoption and accelerates the decarbonization of maritime shipping. Green fuels like e-methanol, e-methane and green ammonia remain significantly more expensive than conventional bunkers, and the availability of biofuels is limited by supply constraints and high demand from other sectors such as aviation. The IMO adopting its net-zero framework would be a major step towards narrowing the price gap, guaranteeing demand for fuel suppliers hesitant to invest in large-scale production and, in turn, increasing availability and lowering costs for carriers. Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com.</a></div>

The following is part of the Journal of Commerce’s 2026 Annual Review and Outlook. The big picture: The October postponement of a vote on the International Maritime Organization’s (IMO) net-zero framework will make it more difficult for ocean carriers to hit already ambitious interim targets for reducing carbon emissions. Opposition from the White House — including threats of retaliation against members voting for the framework — derailed what would have been the first industry-wide emissions-cutting regulations for at least a year, and possibly longer if the US continues to lobby against it over the next 12 months. A look back: Significant divisions emerged between IMO member states of the over the net-zero framework, which includes mid-term measures limiting carbon intensity in maritime fuel and an emissions pricing mechanism. But after intense debate at the IMO’s Marine Environmental Protection Committee (MEPC) meeting in London in April, the majority of member states voted to accept the framework. At that point, it seemed like a foregone conclusion that the IMO would officially adopt the framework during the October MEPC meeting and roll the regulations out globally in 2027. But the Trump administration had other ideas, and after an extensive campaign supported by petrostates and some of the world’s largest flag states, the IMO delayed voting on the measure until October 2026 at the earliest, putting global emissions goals for 2030 in serious doubt. In addition, the delay has injected more uncertainty into an alternative fuel market that was already struggling to attract crucial investment from both the public and private sectors. A look ahead: The MEPC will meet again this coming October, but a vote on the net-zero framework is not guaranteed. And although the delay may hurt the broader case for investment in the development of alternative fuels and related infrastructure, container carriers and ship owners remain firmly focused on LNG and methanol as the green fuels of choice in newbuild vessel orders. Even if the lack of a global regulatory framework from the IMO results in a patchwork of regional emissions-cutting initiatives, investment in dual-fuel ships capable of running on LNG or methanol will likely prove to be money well spent. The next inflection: Narrowing the price differential between alternative fuels and traditional carbon-based fuel will be the key that unlocks adoption and accelerates the decarbonization of maritime shipping. Green fuels like e-methanol, e-methane and green ammonia remain significantly more expensive than conventional bunkers, and the availability of biofuels is limited by supply constraints and high demand from other sectors such as aviation. The IMO adopting its net-zero framework would be a major step towards narrowing the price gap, guaranteeing demand for fuel suppliers hesitant to invest in large-scale production and, in turn, increasing availability and lowering costs for carriers. Contact Greg Knowler at greg.knowler@spglobal.com.

Transport, Trade and Regulation News

Container lines

Container Shipping News

Maritime

Regulatory uncertainty weighs heavy on green fuel investment as 2026 dawns

<div class="phx-topic abstract-wrapper">The move by the Chinese-Polish operator will help meet growing demand for wind and energy storage systems cargoes.</div>

The move by the Chinese-Polish operator will help meet growing demand for wind and energy storage systems cargoes.

<div class="phx-topic">Chinese-Polish multipurpose and heavy-lift vessel operator Chipolbrok is expanding its fleet after signing a shipbuilding deal with China’s Taizhou Sanfu Ship Engineering group for six 60,800-deadweight metric ton (dwt) MPVs. The deal also includes options for four similar vessels, Chipolbrok said in a statement Monday. The total order, including the options, will increase the carrier’s fleet by 25% to more than 40 ships. The company’s financial investment in the newbuilds was not immediately available. The carrier initially signed contracts for four vessels on Dec. 30 and followed that up with contracts signed with affiliate company Taizhou Kouan Shipbuilding on Monday for two additional ships plus the four options. The ships will “further strengthen our capabilities in project, oversized and special cargo trades,” Chipolbrok said in the statement. The first ship is due to be delivered in November 2027, with the remaining vessels scheduled to join the Chipolbrok fleet in 2028 and 2029.   <h3>Prior newbuild program almost over </h3>The vessels were ordered just as Chipolbrok completes its previous newbuilding program of eight 62,000-dwt multipurpose heavy-lift ships, also built by Taizhou Kouan Shipbuilding in China’s Jiangsu province. The seventh ship of that order, De An, was delivered in June, while construction of Kopernik, the final ship in the series, started in November. Chipolbrok said the latest ice-class vessels, designed with input from Shanghai Merchant Ship Design &amp; Research Institute, will each have three 200-ton capacity cranes that will be able to lift a maximum of 400 tons in tandem. They will also feature a forward accommodation and bridge block to maximize the rear deck space of about 70,000 square feet and improve cargo handling efficiency. The vessels will have a specially strengthened rear deck that will enable the ships to carry heavier wind energy components, as well as a 135-foot cargo hold to accommodate longer project cargoes. The ships will also have a capacity to handle 3,180 TEUs, making them suited to transporting containerized energy storage systems, battery packs and electrical charging equipment. Those goods now need to be carried as deck cargo under the latest International Maritime Dangerous Goods regulations that came into force on Jan. 1. Chipolbrok’s latest orders also show the growing importance of wind farm components, which now account for more than 50% of the carrier’s cargo volumes. The carrier said new energy equipment, including battery energy storage systems, is also growing in importance. Contact Keith Wallis at <a href="mailto:keithwallis@hotmail.com">keithwallis@hotmail.com</a>.</div>

Chinese-Polish multipurpose and heavy-lift vessel operator Chipolbrok is expanding its fleet after signing a shipbuilding deal with China’s Taizhou Sanfu Ship Engineering group for six 60,800-deadweight metric ton (dwt) MPVs. The deal also includes options for four similar vessels, Chipolbrok said in a statement Monday. The total order, including the options, will increase the carrier’s fleet by 25% to more than 40 ships. The company’s financial investment in the newbuilds was not immediately available. The carrier initially signed contracts for four vessels on Dec. 30 and followed that up with contracts signed with affiliate company Taizhou Kouan Shipbuilding on Monday for two additional ships plus the four options. The ships will “further strengthen our capabilities in project, oversized and special cargo trades,” Chipolbrok said in the statement. The first ship is due to be delivered in November 2027, with the remaining vessels scheduled to join the Chipolbrok fleet in 2028 and 2029.   Prior newbuild program almost over The vessels were ordered just as Chipolbrok completes its previous newbuilding program of eight 62,000-dwt multipurpose heavy-lift ships, also built by Taizhou Kouan Shipbuilding in China’s Jiangsu province. The seventh ship of that order, De An, was delivered in June, while construction of Kopernik, the final ship in the series, started in November. Chipolbrok said the latest ice-class vessels, designed with input from Shanghai Merchant Ship Design & Research Institute, will each have three 200-ton capacity cranes that will be able to lift a maximum of 400 tons in tandem. They will also feature a forward accommodation and bridge block to maximize the rear deck space of about 70,000 square feet and improve cargo handling efficiency. The vessels will have a specially strengthened rear deck that will enable the ships to carry heavier wind energy components, as well as a 135-foot cargo hold to accommodate longer project cargoes. The ships will also have a capacity to handle 3,180 TEUs, making them suited to transporting containerized energy storage systems, battery packs and electrical charging equipment. Those goods now need to be carried as deck cargo under the latest International Maritime Dangerous Goods regulations that came into force on Jan. 1. Chipolbrok’s latest orders also show the growing importance of wind farm components, which now account for more than 50% of the carrier’s cargo volumes. The carrier said new energy equipment, including battery energy storage systems, is also growing in importance. Contact Keith Wallis at keithwallis@hotmail.com .

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Heavy-haul transport

Breakbulk News

Chipolbrok scales up heavy-lift multipurpose fleet with new ship orders

<div class="phx-topic abstract-wrapper">Intermodal marketing companies have long been at a disadvantage because rail-owned containers lacked the real-time tracking and tracing capabilities that are standard among private fleets.</div>

Intermodal marketing companies have long been at a disadvantage because rail-owned containers lacked the real-time tracking and tracing capabilities that are standard among private fleets.

<div class="phx-topic">A multiyear effort to install GPS devices on approximately 75,000 rail-owned intermodal containers shared among several North American Class I railroads has been completed, according to Union Pacific Railroad (UP), closing a visibility gap that gave private container owners a strategic advantage in negotiations with shippers. UP owns and operates the container fleet, which also runs on the networks of Canadian National Railway, CSX Transportation, Norfolk Southern Railway and Mexico’s Ferromex. “This is another meaningful step as we deliver the best customer experience possible,” Kenny Rocker, UP’s executive vice president of sales, said in a statement on Monday. “By combining GPS-enabled containers with real-time data and smarter visibility tools, we’re providing the transparency and reliability our customers depend on.” The rail-owned containers are a critical resource for non-asset intermodal marketing companies (IMC), which compete directly for shipper freight with private container owners such as Hub Group, J.B. Hunt Transport Services and Schneider National. IMCs have long been at a disadvantage because rail-owned containers lacked the real-time tracking and tracing capabilities that are standard among private fleets. By contrast, real-time visibility is now common across the US truckload sector. Closing that gap has taken on added importance as UP’s projections for truckload-to-rail conversions are a pillar of its <a href="https://www.joc.com/article/up-in-merger-filing-vows-to-convert-millions-of-loads-to-intermodal-annually-6138380">case before the US Surface Transportation Board</a> as it seeks approval of its proposed acquisition of Norfolk Southern. Real-time location tracking of the rail-owned boxes will be available through the Blume Global platform and will support e-mail notifications, geofencing and application programming interface (API) connectivity. The move also introduces potential risk, however, as much of the freight moving in rail-owned containers already relies on Blume Global software; the logistics technology provider was the target of a cyberattack in 2022. Contact Ari Ashe at <a href="mailto:ari.ashe@spglobal.com">ari.ashe@spglobal.com</a>.</div>

A multiyear effort to install GPS devices on approximately 75,000 rail-owned intermodal containers shared among several North American Class I railroads has been completed, according to Union Pacific Railroad (UP), closing a visibility gap that gave private container owners a strategic advantage in negotiations with shippers. UP owns and operates the container fleet, which also runs on the networks of Canadian National Railway, CSX Transportation, Norfolk Southern Railway and Mexico’s Ferromex. “This is another meaningful step as we deliver the best customer experience possible,” Kenny Rocker, UP’s executive vice president of sales, said in a statement on Monday. “By combining GPS-enabled containers with real-time data and smarter visibility tools, we’re providing the transparency and reliability our customers depend on.” The rail-owned containers are a critical resource for non-asset intermodal marketing companies (IMC), which compete directly for shipper freight with private container owners such as Hub Group, J.B. Hunt Transport Services and Schneider National. IMCs have long been at a disadvantage because rail-owned containers lacked the real-time tracking and tracing capabilities that are standard among private fleets. By contrast, real-time visibility is now common across the US truckload sector. Closing that gap has taken on added importance as UP’s projections for truckload-to-rail conversions are a pillar of its case before the US Surface Transportation Board as it seeks approval of its proposed acquisition of Norfolk Southern. Real-time location tracking of the rail-owned boxes will be available through the Blume Global platform and will support e-mail notifications, geofencing and application programming interface (API) connectivity. The move also introduces potential risk, however, as much of the freight moving in rail-owned containers already relies on Blume Global software; the logistics technology provider was the target of a cyberattack in 2022. Contact Ari Ashe at ari.ashe@spglobal.com .

Rail News

North-American rail

North American rail container fleet fully outfitted with GPS devices

<div class="phx-topic abstract-wrapper">With inflation increasing, consumer confidence declining and unemployment on the rise, US imports from Asia are not expected to see the typical pre-Lunar New Year surge in January and February.</div>

With inflation increasing, consumer confidence declining and unemployment on the rise, US imports from Asia are not expected to see the typical pre-Lunar New Year surge in January and February.

<div class="phx-topic">The following is part of the Journal of Commerce’s 2026 Annual Review and Outlook. The big picture: Container gateways on the US West Coast in 2025 were able to hold onto market share gained in 2024 as importers frontloading seasonal merchandise from Asia due to tariff uncertainties took advantage of transit times that are at least two weeks shorter than East Coast routings. West Coast gateways remained relatively free from congestion throughout the year, and those conditions are likely to continue given the weak import volumes forecast for the first quarter of 2026. <div class="wrapper-narrow float-right-element"><img src="/images/phoenix/6144851_0.1.jpg"></img></div>A look back: Similar to the wider trans-Pacific market, US West Coast ports benefited from tariff-related frontloading in the first half of 2025, but that growth turned to double-digit percentage declines in the fall. Amid the roller-coaster demand movements, the ports of Los Angeles, Long Beach, Oakland and the Northwest Seaport Alliance of Seattle and Tacoma handled 59.2% of US imports from Asia through November, exactly the same share as in the first 11 months of 2024, according to PIERS, a Journal of Commerce sister product within S&amp;P Global. To handle the somewhat volatile swings in volumes — a record 1.2 million TEUs of laden imports crossed West Coast terminal docks in July, for example — port stakeholders continued to incorporate the lessons they learned during the COVID-19 pandemic. Improved shipment forecasts and information sharing among carriers, marine terminals, truckers, chassis providers, railroads and warehouses resulted in lower truck turn and container dwell times at the marine terminals and fluid operations at warehouses and inland rail terminals. A look ahead: Cargo volumes at West Coast ports in 2026 will likely be impacted by macroeconomic forces in the US. With inflation increasing, consumer confidence declining and unemployment on the rise, US imports from Asia are not expected to see the typical pre-Lunar New Year surge in January and February. And unless some clarity and predictability in the Trump administration’s tariff policies are forthcoming, retailers are likely to be conservative in ordering spring and summer merchandise, extending year-over-year declines in West Coast imports through the first half of 2026. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="c328e2d6-c694-4af5-b0bb-86af8cec1ba4"></dynamic-object></div>Meanwhile, cargo owners, terminal operators and truckers in Southern California will be keeping a close eye on a lengthy bridge redecking project slated to begin in January. Located at the entry to Los Angeles harbor, the 63-year-old Vincent Thomas Bridge handles 53,000 vehicles a day, including about 3,400 heavy-duty trucks, according to the California Department of Transportation (Caltrans). Traffic disruptions are anticipated throughout the redecking project, which will require one-directional bridge closures through November followed by a full shutdown from November 2026 to March 2028. Although Caltrans has implemented an alternative route for truck and vehicular traffic and an information network with real-time updates on detours and delays, stakeholders remain concerned about roadway congestion potentially backing up to the terminals. The next inflection: If container lines return to the Suez Canal, East and Gulf coast ports could regain some of the market share they lost to the West Coast in the past two years. Contact Bill Mongelluzzo at <a href="mailto:bill.mongelluzzo@spglobal.com">bill.mongelluzzo@spglobal.com</a>.</div>

The following is part of the Journal of Commerce’s 2026 Annual Review and Outlook. The big picture: Container gateways on the US West Coast in 2025 were able to hold onto market share gained in 2024 as importers frontloading seasonal merchandise from Asia due to tariff uncertainties took advantage of transit times that are at least two weeks shorter than East Coast routings. West Coast gateways remained relatively free from congestion throughout the year, and those conditions are likely to continue given the weak import volumes forecast for the first quarter of 2026. A look back: Similar to the wider trans-Pacific market, US West Coast ports benefited from tariff-related frontloading in the first half of 2025, but that growth turned to double-digit percentage declines in the fall. Amid the roller-coaster demand movements, the ports of Los Angeles, Long Beach, Oakland and the Northwest Seaport Alliance of Seattle and Tacoma handled 59.2% of US imports from Asia through November, exactly the same share as in the first 11 months of 2024, according to PIERS, a Journal of Commerce sister product within S&P Global. To handle the somewhat volatile swings in volumes — a record 1.2 million TEUs of laden imports crossed West Coast terminal docks in July, for example — port stakeholders continued to incorporate the lessons they learned during the COVID-19 pandemic. Improved shipment forecasts and information sharing among carriers, marine terminals, truckers, chassis providers, railroads and warehouses resulted in lower truck turn and container dwell times at the marine terminals and fluid operations at warehouses and inland rail terminals. A look ahead: Cargo volumes at West Coast ports in 2026 will likely be impacted by macroeconomic forces in the US. With inflation increasing, consumer confidence declining and unemployment on the rise, US imports from Asia are not expected to see the typical pre-Lunar New Year surge in January and February. And unless some clarity and predictability in the Trump administration’s tariff policies are forthcoming, retailers are likely to be conservative in ordering spring and summer merchandise, extending year-over-year declines in West Coast imports through the first half of 2026. Meanwhile, cargo owners, terminal operators and truckers in Southern California will be keeping a close eye on a lengthy bridge redecking project slated to begin in January. Located at the entry to Los Angeles harbor, the 63-year-old Vincent Thomas Bridge handles 53,000 vehicles a day, including about 3,400 heavy-duty trucks, according to the California Department of Transportation (Caltrans). Traffic disruptions are anticipated throughout the redecking project, which will require one-directional bridge closures through November followed by a full shutdown from November 2026 to March 2028. Although Caltrans has implemented an alternative route for truck and vehicular traffic and an information network with real-time updates on detours and delays, stakeholders remain concerned about roadway congestion potentially backing up to the terminals. The next inflection: If container lines return to the Suez Canal, East and Gulf coast ports could regain some of the market share they lost to the West Coast in the past two years. Contact Bill Mongelluzzo at bill.mongelluzzo@spglobal.com .

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Trans-Pacific

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Soft volumes to keep West Coast ports congestion-free in early 2026

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DAT, AscendTMS push Convoy load automation into small truckload broker world

Regulatory uncertainty weighs heavy on green fuel investment as 2026 dawns

Chipolbrok scales up heavy-lift multipurpose fleet with new ship orders