<div class="phx-topic abstract-wrapper">As the Nicaragua canal continues its search for investors, another mega-canal project has been linked to China, this one in southern Thailand across the Isthmus of Kra.</div>

As the Nicaragua canal continues its search for investors, another mega-canal project has been linked to China, this one in southern Thailand across the Isthmus of Kra.

<div>HONG KONG — As the Nicaragua canal continues its search for investors, another mega-canal project has been linked to China, this one in southern Thailand across the Isthmus of Kra.Media reports in China this week said the country had signed a deal with Thailand to help develop the canal that would enable ships to cut through the isthmus and offer an alternative route through the Straits of Malacca and around Singapore.According to the reports, on May 19 businessmen and former government officials conducting studies on the feasibility of the project, a group known as Kra Canal Committee, met in the...

HONG KONG — As the Nicaragua canal continues its search for investors, another mega-canal project has been linked to China, this one in southern Thailand across the Isthmus of Kra.Media reports in China this week said the country had signed a deal with Thailand to help develop the canal that would enable ships to cut through the isthmus and offer an alternative route through the Straits of Malacca and around Singapore.According to the reports, on May 19 businessmen and former government officials conducting studies on the feasibility of the project, a group known as Kra Canal Committee, met in the southern China city of Guangzhou. It is not the first time China has been linked to the Kra Canal, and once again the reports were quickly denied by China’s foreign ministry, its Thailand embassy and by Thai officials, who said there appeared to be some “misunderstanding.”The Kra canal is a project that was mooted several times in the 20th Century as an alternative to the major east-west shipping lane through the Straits of Malacca. Its planned route is through the Isthmus of Kra in southern Thailand, exiting into the Gulf of Thailand, a length of between 30-60 miles.The project is seen as a geopolitical move by China. In 2005, the Washington Times claimed to have seen an internal U.S. government report that China would underwrite the construction of the Kra canal as part of its “string of pearls” strategy to control its supply lines. The Kra canal would have a construction cost of $28 billion and most studies estimate it would take 10 years to complete.Also being seen through geopolitically-tinted glasses is the Nicaragua canal, although there is no evidence that Beijing will provide the financial backing to Hong Kong Nicaragua Canal Development Group (HKND) and its chairman Wang Jing. Yet even though construction began in December 2014, no investors have been named for a project that will cost at least $50 billion and take five years to complete.Fueling the rumours that China is behind these projects is the announcement earlier this year of the One Belt One Road strategy. The initiative pulls together the maritime routes from China to Europe, Africa and the Pacific Islands in the Maritime Silk Road, and the land bridge using rail to connect China with Europe in the Economic Belt, all in one neat and giant package.Huge investment is being poured into each country between China and Europe and into container terminals along the ocean routes. Much of the funding is expected to be raised through the Asian Infrastructure Investment Bank that China co-founded earlier this year, and with both the justification and the means to secure China’s supply chain, it is becoming increasingly difficult to dismiss reports on bold infrastructure projects as wild speculation.This was a view held by Richard Wainio , former CEO and port director at the Port of Tampa and former director of planning and senior economist at the Panama Canal Commission. Wainio said he was at first skeptical of the Nicaragua project ever becoming a reality, but now he gives it a 70-30 shot, largely because the possibility that the Chinese government could back it financially. “The bottom line is, ‘Don’t write it off if the Chinese are behind it,” he said. Official Chinese denials aside, that advice could just as easily be applied to the Kra Canal.Contact Greg Knowler at greg.knowler@ihs.com and follow him on Twitter: @greg_knowler .

Maritime

China denies backing for Asia’s Kra canal project

<div class="phx-topic abstract-wrapper">With its spin-off completed, standalone carrier FedEx Freight wants to reverse recent volume declines by filling more trailers with non-industrial freight.</div>

With its spin-off completed, standalone carrier FedEx Freight wants to reverse recent volume declines by filling more trailers with non-industrial freight.

Feature image

<div class="phx-topic">FedEx Freight, the largest publicly owned US trucking company after completing its spin-off from FedEx on Monday, is eyeing new markets to kickstart growth. Like other less-than-truckload (LTL) carriers, FedEx Freight plans to capture more non-industrial freight, boosting shipments and developing new sources of revenue. The newly independent company, which FedEx built through acquisitions and mergers from 1998 through 2011, sits atop the US less-than-truckload (LTL) market, bringing in $8.8 billion in revenue in 2025, according to research firm SJ Consulting Group. That revenue gave Memphis-based FedEx Freight a 17% share of the $51.8 billion market for palletized LTL shipments last year, according to data from the latest Journal of Commerce/SJ Consulting Group rankings of the Top 25 US LTL Carriers. Those rankings, to be published this week, show the combined 2025 revenue of the 25 largest US LTL carriers dopped 1.8% year over year to $47.3 billion, while their average daily shipment volume fell 2%. FedEx Freight’s revenue fell 3.5%, the data showed. The 10 largest LTL carriers saw their combined revenue drop 2.4% to $39.2 billion in 2025 – 76% of total US LTL revenue. Those 10 carriers handled 66% of the 649,796 average daily shipments moved by all LTL companies in 2025, according to SJ Consulting Group. FedEx Freight expects its LTL revenue to rise in 2026 as freight returns to LTL networks, but the carrier isn’t content to wait for a manufacturing revival. Instead, it intends to grow and claim more market share by pursuing freight outside the traditional LTL market. The target is “growth opportunities in high-potential verticals,” FedEx Freight CEO John Smith said in a statement. Targeted verticals include grocery, healthcare, energy, and data centers – altogether <a href="https://www.joc.com/article/fedex-freight-plans-diversification-as-spin-off-date-approaches-6201281">a $9 billion opportunity</a>, according to FedEx Freight. To date, FedEx Freight has only a small presence in those verticals, company executives said at an investor day conference in April. At the event, those executives said they expect modest growth through Dec. 31 as FedEx Freight focuses on improving profits. <h3>Carriers seek new sources of freight revenue </h3>Traditionally, LTL carriers have focused on US industrial freight, but consumer retail and other types of freight are filling more LTL trailers, thanks in part to e-commerce. A lagging US industrial sector has LTL carriers looking for new sources of freight revenue. Old Dominion Freight Line (ODFL), the second-largest US LTL company, has pursued more food shipments through a grocery consolidation service. Estes Express Lines, the third-largest LTL provider, is also growing its grocery business and offers <a href="https://www.joc.com/article/ltl-carrier-estes-express-bids-on-nemf-flatbed-assets-5236022">flatbed services</a>. XPO, the fourth-largest LTL carrier, is adding <a href="https://www.joc.com/article/us-ltl-pricing-rising-ahead-of-industrial-demand-xpo-6212410">small business customers</a> and expanding its premium services. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="4f41d0db-fdca-4d0e-841e-6a45e944cc38"></dynamic-object></div>As the Fourth of July holiday approaches, there are signs LTL freight volumes are returning, boosting carrier revenue and pricing. The April US long-distance LTL producer price index (PPI) shot up 12% from March to a reading of 311, a 20% annualized gain. The US Bureau of Labor Statistics PPI is a measure of final selling prices, including fuel surcharges, paid by thousands of shippers for LTL services. Contact William B. Cassidy at <a href="mailto:bill.cassidy@spglobal.com">bill.cassidy@spglobal.com</a>.</div>

FedEx Freight, the largest publicly owned US trucking company after completing its spin-off from FedEx on Monday, is eyeing new markets to kickstart growth. Like other less-than-truckload (LTL) carriers, FedEx Freight plans to capture more non-industrial freight, boosting shipments and developing new sources of revenue. The newly independent company, which FedEx built through acquisitions and mergers from 1998 through 2011, sits atop the US less-than-truckload (LTL) market, bringing in $8.8 billion in revenue in 2025, according to research firm SJ Consulting Group. That revenue gave Memphis-based FedEx Freight a 17% share of the $51.8 billion market for palletized LTL shipments last year, according to data from the latest Journal of Commerce/SJ Consulting Group rankings of the Top 25 US LTL Carriers. Those rankings, to be published this week, show the combined 2025 revenue of the 25 largest US LTL carriers dopped 1.8% year over year to $47.3 billion, while their average daily shipment volume fell 2%. FedEx Freight’s revenue fell 3.5%, the data showed. The 10 largest LTL carriers saw their combined revenue drop 2.4% to $39.2 billion in 2025 – 76% of total US LTL revenue. Those 10 carriers handled 66% of the 649,796 average daily shipments moved by all LTL companies in 2025, according to SJ Consulting Group. FedEx Freight expects its LTL revenue to rise in 2026 as freight returns to LTL networks, but the carrier isn’t content to wait for a manufacturing revival. Instead, it intends to grow and claim more market share by pursuing freight outside the traditional LTL market. The target is “growth opportunities in high-potential verticals,” FedEx Freight CEO John Smith said in a statement. Targeted verticals include grocery, healthcare, energy, and data centers – altogether a $9 billion opportunity , according to FedEx Freight. To date, FedEx Freight has only a small presence in those verticals, company executives said at an investor day conference in April. At the event, those executives said they expect modest growth through Dec. 31 as FedEx Freight focuses on improving profits. Carriers seek new sources of freight revenue Traditionally, LTL carriers have focused on US industrial freight, but consumer retail and other types of freight are filling more LTL trailers, thanks in part to e-commerce. A lagging US industrial sector has LTL carriers looking for new sources of freight revenue. Old Dominion Freight Line (ODFL), the second-largest US LTL company, has pursued more food shipments through a grocery consolidation service. Estes Express Lines, the third-largest LTL provider, is also growing its grocery business and offers flatbed services . XPO, the fourth-largest LTL carrier, is adding small business customers and expanding its premium services. As the Fourth of July holiday approaches, there are signs LTL freight volumes are returning, boosting carrier revenue and pricing. The April US long-distance LTL producer price index (PPI) shot up 12% from March to a reading of 311, a 20% annualized gain. The US Bureau of Labor Statistics PPI is a measure of final selling prices, including fuel surcharges, paid by thousands of shippers for LTL services. Contact William B. Cassidy at bill.cassidy@spglobal.com .

Trucking News

Surface

Independent FedEx Freight looks to roll into new markets

<div class="phx-topic abstract-wrapper">The deal is one of three orders announced recently by vessel operators which together increase the global order book for MPVs to 280 ships, equivalent to 19% of the existing fleet.</div>

The deal is one of three orders announced recently by vessel operators which together increase the global order book for MPVs to 280 ships, equivalent to 19% of the existing fleet.

<div class="phx-topic">G2 Ocean will add six new open-hatch ammonia-enabled ships to its commercial trading pool from 2029 after newbuilding contracts were signed with China’s New Dayang Shipbuilding. Financial terms were not disclosed. The deal, announced by the Norway-headquartered multipurpose vessel operator last week, is one of three orders for new MPVs announced recently by vessel operators which together increase the global order book for MPVs to 280 ships, equivalent to 19% of the existing fleet, according to British shipbroker Clarksons. Two of the 65,400 deadweight metric ton (dwt) ships have been ordered and will be owned by G2 Ocean shareholder Grieg Maritime Group. The other four have been contracted by Canada’s Seaspan, which will charter them to another G2 Ocean shareholder, Gearbulk, a G2 Ocean spokesperson told the Journal of Commerce. All will be assigned to G2 Ocean’s vessel pool, strengthening the carrier’s position as the world’s largest operator of open-hatch ships. They are unusual because each will be equipped with two overhead gantry cranes rather than the standard jib cranes that will be installed on 10 82,300-dwt open-hatch ships that G2 Ocean ordered in 2024. The first of these, Star Norge, was delivered in January while the others will follow between now and 2029. “This investment continues the development of our geared fleet of both jib craned and gantry craned vessels,” G2 Ocean CEO Arthur English said of the latest order. “We believe it is essential to maintain a highly flexible fleet so that we can tailor solutions for our customers’ needs.” The six new ships will enhance the MPV operator’s “operational flexibility” by bridging the gap between its larger 72,000-dwt gantry vessels and smaller vessels ranging from 36,000 to 55,000 dwt, G2 Ocean said. The gantry cranes will make it easier to handle breakbulk cargoes, including steel products. G2 Ocean also announced it will equip its 49,924-dwt general cargo vessel Star Kirkenes with a GT Wings jet sail wind-assisted propulsion system in a trial that could be extended to other ships in the fleet. The installation is scheduled for late 2026 or early 2027, the carrier said. <h3>Other MPV newbuild deals </h3>Meanwhile, China’s Fujian Highton Development is further expanding its fleet after exercising an option for the construction of four 62,000-dwt MPVs at Taizhou Kouan Shipbuilding at a cost of $177 million. The order was confirmed in a filing to the Shanghai stock exchange. The vessels were included as options in a firm order for three similar ships that Fujian Highton placed with the same shipbuilder in January. And Singapore’s Wealth Holding Shipping is growing its fleet after partnering with Pusheng Shipping, the Hong Kong-based subsidiary of China’s Shengsi Pusheng Shipping, for a deal for up to four 62,000-dwt MPVs ordered from Nantong Yahua Shipbuilding Group. The contract comprises a firm order for two ships with options for a further pair. Contact Keith Wallis on <a href="mailto:keithwallis@hotmail.com">keithwallis@hotmail.com.</a></div>

G2 Ocean will add six new open-hatch ammonia-enabled ships to its commercial trading pool from 2029 after newbuilding contracts were signed with China’s New Dayang Shipbuilding. Financial terms were not disclosed. The deal, announced by the Norway-headquartered multipurpose vessel operator last week, is one of three orders for new MPVs announced recently by vessel operators which together increase the global order book for MPVs to 280 ships, equivalent to 19% of the existing fleet, according to British shipbroker Clarksons. Two of the 65,400 deadweight metric ton (dwt) ships have been ordered and will be owned by G2 Ocean shareholder Grieg Maritime Group. The other four have been contracted by Canada’s Seaspan, which will charter them to another G2 Ocean shareholder, Gearbulk, a G2 Ocean spokesperson told the Journal of Commerce. All will be assigned to G2 Ocean’s vessel pool, strengthening the carrier’s position as the world’s largest operator of open-hatch ships. They are unusual because each will be equipped with two overhead gantry cranes rather than the standard jib cranes that will be installed on 10 82,300-dwt open-hatch ships that G2 Ocean ordered in 2024. The first of these, Star Norge, was delivered in January while the others will follow between now and 2029. “This investment continues the development of our geared fleet of both jib craned and gantry craned vessels,” G2 Ocean CEO Arthur English said of the latest order. “We believe it is essential to maintain a highly flexible fleet so that we can tailor solutions for our customers’ needs.” The six new ships will enhance the MPV operator’s “operational flexibility” by bridging the gap between its larger 72,000-dwt gantry vessels and smaller vessels ranging from 36,000 to 55,000 dwt, G2 Ocean said. The gantry cranes will make it easier to handle breakbulk cargoes, including steel products. G2 Ocean also announced it will equip its 49,924-dwt general cargo vessel Star Kirkenes with a GT Wings jet sail wind-assisted propulsion system in a trial that could be extended to other ships in the fleet. The installation is scheduled for late 2026 or early 2027, the carrier said. Other MPV newbuild deals Meanwhile, China’s Fujian Highton Development is further expanding its fleet after exercising an option for the construction of four 62,000-dwt MPVs at Taizhou Kouan Shipbuilding at a cost of $177 million. The order was confirmed in a filing to the Shanghai stock exchange. The vessels were included as options in a firm order for three similar ships that Fujian Highton placed with the same shipbuilder in January. And Singapore’s Wealth Holding Shipping is growing its fleet after partnering with Pusheng Shipping, the Hong Kong-based subsidiary of China’s Shengsi Pusheng Shipping, for a deal for up to four 62,000-dwt MPVs ordered from Nantong Yahua Shipbuilding Group. The contract comprises a firm order for two ships with options for a further pair. Contact Keith Wallis on keithwallis@hotmail.com.

Breakbulk carriers

Project cargo

Breakbulk News

G2 Ocean helps grow MPV order backlog with six new ships

<div class="phx-topic abstract-wrapper">Current indications are that the normal schedule program for the “Epic” service will begin with a late-June westbound vessel departure out of India’s Nhava Sheva Port, sources say.</div>

Current indications are that the normal schedule program for the “Epic” service will begin with a late-June westbound vessel departure out of India’s Nhava Sheva Port, sources say.

<div class="phx-topic">CMA CGM has finalized plans to restore regular Suez Canal transits for its “Epic” sailings on the India-Europe trade lane, multiple industry sources with knowledge of the matter told the Journal of Commerce. Current indications are that the normal schedule program will begin with a late-June westbound vessel departure out of India’s Nhava Sheva Port. “We expect the schedule update to come in soon,” said an industry source who didn’t want to be identified. “CMA CGM has sent ad-hoc Epic sailings through the Suez ahead of firming up a regular plan.” As things stand, the Epic service deploys a fleet of 10 ships — seven by CMA CGM and three by Cosco Shipping/OOCL — as opposed to 13 vessels the joint loop needed for a consistent weekly rotation via the longer Cape of Good Hope route around southern Africa, available data shows. Sources estimate a return to the shorter journey will allow the consortium to offer consistent weekly sailings with 11 ships, thus being able to avoid ongoing sporadic vessel blankings. CMA CGM declined to confirm the permanent Suez plan when contacted by the Journal of Commerce. “The vast majority of Epic sailings continue to operate via the Cape of Good Hope,” the Marseille-based carrier said in an email. The Epic itinerary <a href="https://nam11.safelinks.protection.outlook.com/?url=https%3A%2F%2Fwww.joc.com%2Farticle%2Fcma-cgm-reorganizes-india-europemed-network-amid-middle-east-port-woes-6193362&amp;data=05%7C02%7Ckevin.saville2%40spglobal.com%7C321ed72a614c48d4950508debfcdde6e%7C8f3e36ea80394b4081a77dc0599e8645%7C1%7C0%7C639159088088319544%7CUnknown%7CTWFpbGZsb3d8eyJFbXB0eU1hcGkiOnRydWUsIlYiOiIwLjAuMDAwMCIsIlAiOiJXaW4zMiIsIkFOIjoiTWFpbCIsIldUIjoyfQ%3D%3D%7C0%7C%7C%7C&amp;sdata=Z9IniSFdQJ%2BGYLrylPuK0ocZFShShlVbhDu3c%2FqrS0c%3D&amp;reserved=0">was recently updated</a> with an additional call at Sri Lanka’s Colombo Port, primarily to handle Pakistan transshipment volumes. <h3>No change with Indamex service </h3>Industrywide, the French liner has already taken the lead in moving services back to the traditional Red Sea/Suez route, which includes the India-Mediterranean “Medex” service that switched over in June 2025 even though it had brief schedule disruptions following the end-February outbreak of military hostilities between the US/Israel and Iran. CMA CGM continues to reroute its India-US East Coast “Indamex” vessels via the Cape of Good Hope with no update as of now that signals a Suez switchover in the short term. The standalone Indamex service briefly returned to a full Suez rotation in mid-January before halting the passage in early March in the aftermath of the Middle East war. Maersk acted in a similar fashion on its India-USEC “MECL” and India-Mediterranean “ME11” services, abruptly pausing Suez transits in early March that it had resumed between January and February. The ME11, which was part of the Gemini network, has now been folded into a <a href="https://nam11.safelinks.protection.outlook.com/?url=https%3A%2F%2Fwww.joc.com%2Farticle%2Fgemini-capacity-cutbacks-make-india-med-market-hotter-for-rival-carriers-6212923&amp;data=05%7C02%7Ckevin.saville2%40spglobal.com%7C321ed72a614c48d4950508debfcdde6e%7C8f3e36ea80394b4081a77dc0599e8645%7C1%7C0%7C639159088088385407%7CUnknown%7CTWFpbGZsb3d8eyJFbXB0eU1hcGkiOnRydWUsIlYiOiIwLjAuMDAwMCIsIlAiOiJXaW4zMiIsIkFOIjoiTWFpbCIsIldUIjoyfQ%3D%3D%7C0%7C%7C%7C&amp;sdata=jcv8hloWb9ria7Q%2F%2FVOiurOqAaFlpPde%2BFzD2gq8TCs%3D&amp;reserved=0">revamped India-Middle East-Europe service</a> (ME1/IOS) with extended West Mediterranean hub access. Maersk did not respond to a request from the Journal of Commerce seeking fresh operational updates. Contact Bency Mathew at <a href="mailto:bencyvmathew@gmail.com">bencyvmathew@gmail.com</a>.</div>

CMA CGM has finalized plans to restore regular Suez Canal transits for its “Epic” sailings on the India-Europe trade lane, multiple industry sources with knowledge of the matter told the Journal of Commerce. Current indications are that the normal schedule program will begin with a late-June westbound vessel departure out of India’s Nhava Sheva Port. “We expect the schedule update to come in soon,” said an industry source who didn’t want to be identified. “CMA CGM has sent ad-hoc Epic sailings through the Suez ahead of firming up a regular plan.” As things stand, the Epic service deploys a fleet of 10 ships — seven by CMA CGM and three by Cosco Shipping/OOCL — as opposed to 13 vessels the joint loop needed for a consistent weekly rotation via the longer Cape of Good Hope route around southern Africa, available data shows. Sources estimate a return to the shorter journey will allow the consortium to offer consistent weekly sailings with 11 ships, thus being able to avoid ongoing sporadic vessel blankings. CMA CGM declined to confirm the permanent Suez plan when contacted by the Journal of Commerce. “The vast majority of Epic sailings continue to operate via the Cape of Good Hope,” the Marseille-based carrier said in an email. The Epic itinerary was recently updated with an additional call at Sri Lanka’s Colombo Port, primarily to handle Pakistan transshipment volumes. No change with Indamex service Industrywide, the French liner has already taken the lead in moving services back to the traditional Red Sea/Suez route, which includes the India-Mediterranean “Medex” service that switched over in June 2025 even though it had brief schedule disruptions following the end-February outbreak of military hostilities between the US/Israel and Iran. CMA CGM continues to reroute its India-US East Coast “Indamex” vessels via the Cape of Good Hope with no update as of now that signals a Suez switchover in the short term. The standalone Indamex service briefly returned to a full Suez rotation in mid-January before halting the passage in early March in the aftermath of the Middle East war. Maersk acted in a similar fashion on its India-USEC “MECL” and India-Mediterranean “ME11” services, abruptly pausing Suez transits in early March that it had resumed between January and February. The ME11, which was part of the Gemini network, has now been folded into a revamped India-Middle East-Europe service (ME1/IOS) with extended West Mediterranean hub access. Maersk did not respond to a request from the Journal of Commerce seeking fresh operational updates. Contact Bency Mathew at bencyvmathew@gmail.com .

Container lines

Container Shipping News

CMA CGM set to expand Suez transits via India-Europe routing resumption

<div class="phx-topic abstract-wrapper">After a difficult first quarter of declining container volumes, the Northwest Seaport Alliance wants to incorporate the best features of both landlord and operating ports to better meet the needs of its exporter and importer customers.</div>

After a difficult first quarter of declining container volumes, the Northwest Seaport Alliance wants to incorporate the best features of both landlord and operating ports to better meet the needs of its exporter and importer customers.

<div class="phx-topic">The Northwest Seaport Alliance of Seattle and Tacoma (NWSA) wants to take a more active role in managing cargo handling, a move that would allow it to perform some functions as an operator at some of its marine terminals while maintaining its traditional landlord role at other terminals. Alliance CEO John Wolfe said such a hybrid model, a mixture of operating and landlord-leased terminals, would allow the port to be more responsive and bring uniformity among its two container terminals in Seattle and three in Tacoma. Seeing its import market share bleed to Southern California and over the northern border to Canada, the alliance is looking for new ways to set itself apart on the competitive West Coast of North America. “There is an opportunity for us where we can draw closer to the operation so we can get a more consistent, reliable import and export operation, and that’s what our customers expect of us,” Wolfe told the Journal of Commerce. By standardizing as much of NWSA’s container terminal operations as possible — such as trucker appointment systems, ERDs (earliest return dates) of containers to the terminals, and expediting the movement of containers upon discharge from the vessel to on-dock intermodal trains — the port will improve its time-to-market advantage over the other West Coast ports. “We can separate ourselves from the typical landlord port,” Wolfe said. West Coast ports, as well as New York-New Jersey, are landlord ports that build the terminals and lease them to private sector terminal operators. Ports along the Southeast US coast and in Houston are operating ports, meaning they manage the facilities and hire the International Longshoremen’s Association (ILA) labor. The NWSA is struggling with declining import volumes that have <a href="https://www.joc.com/article/western-canadian-ports-push-ipi-advantage-to-grow-q1-imports-from-asia-6221449">dropped much more than volumes at other West Coast ports</a> through the first four months of 2026. Imports in Seattle-Tacoma fell 20.6% year over year through April versus declines of 0.8% in Los Angeles, 5.3% in Long Beach and 5.2% in Oakland, according to PIERS, a sister company of the Journal of Commerce within S&amp;P Global. By contrast, Western Canadian ports experienced import gains in the first quarter — 9% in Vancouver and 7.8% in Prince Rupert, according to Sea-Intelligence Maritime Analysis. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="0a8f5d0b-629a-4cd9-8ea2-72c7dd137b63"></dynamic-object></div>All the ports on North America’s West Coast must remove friction in their supply chains and speed their delivery of containers to inland destinations due to the changing nature of imports from Asia, said Dan Smith, principal at the consulting firm Tioga Group. Exports from China and North Asia are shifting steadily to Southeast Asia and the Indian subcontinent, which improves the competitive position of those ports, Smith said. “Part of what’s going on is a loss of West Coast market share to the Southeast and Gulf ports,” he said. “There’s nothing the West Coast can do about those geopolitical factors.” <h3>Intermodal rail speed to Chicago is crucial </h3>The principal US destination for intermodal cargo moving through North American West Coast ports is Chicago. Jeff Bellerud, NWSA’s chief operating officer, said the Pacific Northwest already has a vessel transit time advantage from Asia over Los Angeles-Long Beach due to the shorter ocean distance. NWSA’s efforts now are directed at reducing container dwell times on the terminals and the time it takes to work the ships and load and send out eastbound intermodal trains from the on-dock rail yards. The NWSA is collaborating with carriers to stow high-priority rail-destined containers on vessels in Asia so they are the first to be discharged from the ships when they dock in Seattle-Tacoma. Port staff is also working with the individual terminal operators to prioritize the movement of intermodal containers. Wolfe said Husky Terminal in Tacoma provides a good example of the port’s evolving role as a hybrid landlord-operating port. Husky hires the International Longshore and Warehouse Union (ILWU) labor that works the vessel, yard and gate. The port authority has an arrangement with the IILWU to dispatch the dockworkers to the on-dock rail operation to ensure there is sufficient labor there. “It’s a strong partnership that results in that speed-to-market that’s so important,” Wolfe said. “As we look to the future, we’re going to continue to go to our terminal operators and work with them in partnership to provide best-in-class service.” Mark Sisson, vice president and senior port planning analyst at the infrastructure engineering and consulting firm AECOM, said that from an operational perspective, it makes sense for the terminal to handle the vessel, yard and gate operations and for the port to work the rail operation if that’s what’s necessary to get intermodal trains to depart quicker. “But they will need buy-in from all five terminals [in Seattle and Tacoma],” Sisson said. “I assume the private terminal operators like to be doing what they’re doing. To give away activity they’ve historically controlled, to give this away to somebody else, it seems like a difficult sell.” Getting buy-in from all NWSA terminals on gate hours is another issue the port is struggling with. SSA Marine, which operates the two container terminals in Seattle, in April began to close one of the facilities on Mondays and the other on Fridays, an arrangement that is continuing into June. Port managers told SSA that is not the message NWSA wants to send to importers, exporters and truckers when it comes to customer service. The port wants <a href="https://www.joc.com/article/nwsa-knocks-ssa-for-gate-closures-at-its-seattle-terminals-6204335">all of its container terminals to offer consistent day shifts</a> five days each week. SSA declined to comment this week. Smith said SSA dropped one day shift at each of its terminals because cargo volumes are down, and it will be difficult for the port to convince SSA to re-instate the gates unless there is a clear indication new trans-Pacific vessel strings will develop and volumes will increase. “It will be tough to convince SSA to stay open if they can’t recover their costs,” Tioga Group’s Smith said. <h3>Single port-wide trucker appointment system a goal </h3>The NWSA is also working with its terminal operators to participate in a single port-wide approach to trucker appointments. The terminals all participate in eModal’s CargoSprint product, but each of the terminals uses a slightly different functionality, Bellerud said. That means truckers and their customers have to search five different screens to find what they are looking for, he said. Smith, however, said trucker appointment systems are an issue for all West Coast ports because the trucking community has one view of what appointments are meant to accomplish and the terminal operators come at the issue from an entirely different perspective. The terminals see appointment systems as a way to manage truck traffic by leveling it off throughout the day. Truckers want a more flexible appointment system that recognizes the fact that traffic conditions and delays within the supply chain frequently make it difficult for drivers to keep to their appointed time. They want the flexibility to immediately re-book their arrival on the same day when those delays occur, Smith said. “Yes, it would be nice to standardize them or have them on one portal, but a higher priority is actually getting more flexibility into the appointment systems,” he said. Contact Bill Mongelluzzo at <a href="mailto:bill.mongelluzzo@spglobal.com">bill.mongelluzzo@spglobal.com</a>.  </div>

The Northwest Seaport Alliance of Seattle and Tacoma (NWSA) wants to take a more active role in managing cargo handling, a move that would allow it to perform some functions as an operator at some of its marine terminals while maintaining its traditional landlord role at other terminals. Alliance CEO John Wolfe said such a hybrid model, a mixture of operating and landlord-leased terminals, would allow the port to be more responsive and bring uniformity among its two container terminals in Seattle and three in Tacoma. Seeing its import market share bleed to Southern California and over the northern border to Canada, the alliance is looking for new ways to set itself apart on the competitive West Coast of North America. “There is an opportunity for us where we can draw closer to the operation so we can get a more consistent, reliable import and export operation, and that’s what our customers expect of us,” Wolfe told the Journal of Commerce. By standardizing as much of NWSA’s container terminal operations as possible — such as trucker appointment systems, ERDs (earliest return dates) of containers to the terminals, and expediting the movement of containers upon discharge from the vessel to on-dock intermodal trains — the port will improve its time-to-market advantage over the other West Coast ports. “We can separate ourselves from the typical landlord port,” Wolfe said. West Coast ports, as well as New York-New Jersey, are landlord ports that build the terminals and lease them to private sector terminal operators. Ports along the Southeast US coast and in Houston are operating ports, meaning they manage the facilities and hire the International Longshoremen’s Association (ILA) labor. The NWSA is struggling with declining import volumes that have dropped much more than volumes at other West Coast ports through the first four months of 2026. Imports in Seattle-Tacoma fell 20.6% year over year through April versus declines of 0.8% in Los Angeles, 5.3% in Long Beach and 5.2% in Oakland, according to PIERS, a sister company of the Journal of Commerce within S&P Global. By contrast, Western Canadian ports experienced import gains in the first quarter — 9% in Vancouver and 7.8% in Prince Rupert, according to Sea-Intelligence Maritime Analysis. All the ports on North America’s West Coast must remove friction in their supply chains and speed their delivery of containers to inland destinations due to the changing nature of imports from Asia, said Dan Smith, principal at the consulting firm Tioga Group. Exports from China and North Asia are shifting steadily to Southeast Asia and the Indian subcontinent, which improves the competitive position of those ports, Smith said. “Part of what’s going on is a loss of West Coast market share to the Southeast and Gulf ports,” he said. “There’s nothing the West Coast can do about those geopolitical factors.” Intermodal rail speed to Chicago is crucial The principal US destination for intermodal cargo moving through North American West Coast ports is Chicago. Jeff Bellerud, NWSA’s chief operating officer, said the Pacific Northwest already has a vessel transit time advantage from Asia over Los Angeles-Long Beach due to the shorter ocean distance. NWSA’s efforts now are directed at reducing container dwell times on the terminals and the time it takes to work the ships and load and send out eastbound intermodal trains from the on-dock rail yards. The NWSA is collaborating with carriers to stow high-priority rail-destined containers on vessels in Asia so they are the first to be discharged from the ships when they dock in Seattle-Tacoma. Port staff is also working with the individual terminal operators to prioritize the movement of intermodal containers. Wolfe said Husky Terminal in Tacoma provides a good example of the port’s evolving role as a hybrid landlord-operating port. Husky hires the International Longshore and Warehouse Union (ILWU) labor that works the vessel, yard and gate. The port authority has an arrangement with the IILWU to dispatch the dockworkers to the on-dock rail operation to ensure there is sufficient labor there. “It’s a strong partnership that results in that speed-to-market that’s so important,” Wolfe said. “As we look to the future, we’re going to continue to go to our terminal operators and work with them in partnership to provide best-in-class service.” Mark Sisson, vice president and senior port planning analyst at the infrastructure engineering and consulting firm AECOM, said that from an operational perspective, it makes sense for the terminal to handle the vessel, yard and gate operations and for the port to work the rail operation if that’s what’s necessary to get intermodal trains to depart quicker. “But they will need buy-in from all five terminals [in Seattle and Tacoma],” Sisson said. “I assume the private terminal operators like to be doing what they’re doing. To give away activity they’ve historically controlled, to give this away to somebody else, it seems like a difficult sell.” Getting buy-in from all NWSA terminals on gate hours is another issue the port is struggling with. SSA Marine, which operates the two container terminals in Seattle, in April began to close one of the facilities on Mondays and the other on Fridays, an arrangement that is continuing into June. Port managers told SSA that is not the message NWSA wants to send to importers, exporters and truckers when it comes to customer service. The port wants all of its container terminals to offer consistent day shifts five days each week. SSA declined to comment this week. Smith said SSA dropped one day shift at each of its terminals because cargo volumes are down, and it will be difficult for the port to convince SSA to re-instate the gates unless there is a clear indication new trans-Pacific vessel strings will develop and volumes will increase. “It will be tough to convince SSA to stay open if they can’t recover their costs,” Tioga Group’s Smith said. Single port-wide trucker appointment system a goal The NWSA is also working with its terminal operators to participate in a single port-wide approach to trucker appointments. The terminals all participate in eModal’s CargoSprint product, but each of the terminals uses a slightly different functionality, Bellerud said. That means truckers and their customers have to search five different screens to find what they are looking for, he said. Smith, however, said trucker appointment systems are an issue for all West Coast ports because the trucking community has one view of what appointments are meant to accomplish and the terminal operators come at the issue from an entirely different perspective. The terminals see appointment systems as a way to manage truck traffic by leveling it off throughout the day. Truckers want a more flexible appointment system that recognizes the fact that traffic conditions and delays within the supply chain frequently make it difficult for drivers to keep to their appointed time. They want the flexibility to immediately re-book their arrival on the same day when those delays occur, Smith said. “Yes, it would be nice to standardize them or have them on one portal, but a higher priority is actually getting more flexibility into the appointment systems,” he said. Contact Bill Mongelluzzo at  bill.mongelluzzo@spglobal.com . 

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Seattle-Tacoma evolving toward hybrid landlord-operating port model

<div class="phx-topic abstract-wrapper">The coming legislation is part of a larger effort by Prime Minister Mark Carney to double non-US exports within the decade and boost supply chain resilience by investing in ports and curbing freight disruptions.</div>

The coming legislation is part of a larger effort by Prime Minister Mark Carney to double non-US exports within the decade and boost supply chain resilience by investing in ports and curbing freight disruptions.

<div class="phx-topic">A series of federal consultations in Canada this month have laid the groundwork for new supply chain-focused legislation seeking to reduce labor disruption at seaports and other transport modes. The <a href="https://www.joc.com/article/canadian-review-of-labor-laws-linked-to-hoped-for-longshore-peace-us-diversification-6211387">consultations by the federal government</a> on transportation labor, ports and digitalization lasted mere weeks, reflecting the speed of the current government and its intentions for legislation anticipated to be introduced as soon as mid-June, according to three sources familiar with the matter. <div class="wrapper-narrow float-right-element"><img src="/images/phoenix/6229023_0.1.jpg"></img></div> The legislation is part of a larger effort by Prime Minister Mark Carney to double non-US exports within the decade and boost supply chain resilience by investing in ports and curbing freight disruptions. “They’re moving at the speed of Carney,” said one of the sources, referring to the prime minister’s aggressive approach to reform and investment. The source added that the government’s first meaningful attempt to reform Canada’s labor code in three decades was “unprecedented.” Still, Canadian labor groups are warning against any attempt to have port workers designated as essential employees, thus crippling their ability to strike and employers’ ability to lock them out. “Unifor has and will engage in good faith in this flawed process, but we can hear the dog whistles of union-busting weaved throughout the government’s questions and reference documents,” Lana Payne, the union’s national president, said in a statement.   But one source tied to federal labor relations said the legislation is unlikely to strip the right to strike from organized workers and instead to create a special mediator to guide contract negotiations through bumps and impasses. The mediator role was one of the recommendations to come out of a federal study on Canadian West Coast ports. Such an individual would get involved in negotiations from the beginning and provide recommendations publicly when negotiations grind down, according to the labor relations source. How much power this mediator would have to force arbitration, however, isn’t yet clear. The federal study of West Coast ports labor was triggered by a 13-day work stoppage in 2023 at the ports of Vancouver and Prince Rupert, which was followed in late 2024 with a <a href="https://www.joc.com/article/bc-montreal-ports-set-to-reopen-under-orders-from-canadas-labor-chief-5792214">10-day strike and then lockout</a>. The disruptions were two of 16 that have impacted the transportation sector since 2019, according to Canada’s Ministry of Transportation. The current contract between the International Longshore and Warehouse Union (ILWU) and British Columbia employers expires in March 2027, with formal negotiations expected to begin in November, according to the labor relations source. <h3>Increase borrowing limits of ports </h3>Through the supply chain legislation, port employer interests also want to enshrine into law that the ILWU can only negotiate with employers as a group rather than individually. The Canadian West Coast isn’t recognized in Canada’s labor code as a common geography similar to the East Coast with the ports of Halifax, Montral and Saint John. The union during past contentious negotiation cycles has threatened to complicate contract talks by negotiating with each of the West Coast’s more than one dozen employers rather than collectively with the British Columbia Maritime Employers Association. Out of the consultations focused on ports, backers hope the legislation that follows will allow ports to increase their borrowing abilities. It costs tens of thousands of dollars and takes at least a year for port authorities to increase their borrowing limits, said Daniel-Robert Gooch, president and CEO of the Association of Canadian Port Authorities. His group proposes rather than enforcing a strict borrowing limit, a debt-to-income ratio should be imbedded in the constitution, providing flexibility to faster-growing ports. Port authorities also want a freer hand to engage in activities outside their land and waterway such as being able to sell unused, prime downtown acreage, Gooch said. “If Vancouver is challenged [borrowing for] projects, then surely, just about every other port in the country that is much smaller than Vancouver probably faces the same challenge to a degree,” said Peter Xotta, CEO of the Vancouver Fraser Port Authority. <h3>Fussing over fees </h3>In addition to wanting labor reform, ocean carriers and marine terminal operators want the Canadian legislation to inject more transparency into its leases with tenants, particularly as it pertains to special fees. The Canada Transportation Agency on Feb. 13 dismissed a request by the Shipping Federation of Canada to intervene against Vancouver Fraser Port Authority’s <a href="https://www.joc.com/article/montreal-joins-vancouver-in-levying-empty-container-fee-6089012">empty container fee</a>. Gooch, representing port authorities, downplayed how much more transparency is needed in terms of port fees, arguing the current system to challenge these fees is sufficient. Xotta said that tenants need to be able to understand and challenge fees, but it can’t hamstring the port authority’s ability to make a return on investment. The federal consultations also addressed potentially repealing the Shipping Conference Exemption Act, a move that ocean carriers and terminal operators support if the limited antitrust exemption allowing operating alliances remains. That protection could be granted by the government via a policy statement, according to one source close to the shipping industry’s thinking. The consultations tied to digitalization have been focused on harmonizing systems and could potentially lead to legislation requiring the creation of a maritime single window, a digital platform for the clearing of ships, cargo and crews. Contact Mark Szakonyi at <a href="mailto:mark.szakonyi@spglobal.com">mark.szakonyi@spglobal.com</a>.</div>

A series of federal consultations in Canada this month have laid the groundwork for new supply chain-focused legislation seeking to reduce labor disruption at seaports and other transport modes. The consultations by the federal government on transportation labor, ports and digitalization lasted mere weeks, reflecting the speed of the current government and its intentions for legislation anticipated to be introduced as soon as mid-June, according to three sources familiar with the matter. The legislation is part of a larger effort by Prime Minister Mark Carney to double non-US exports within the decade and boost supply chain resilience by investing in ports and curbing freight disruptions. “They’re moving at the speed of Carney,” said one of the sources, referring to the prime minister’s aggressive approach to reform and investment. The source added that the government’s first meaningful attempt to reform Canada’s labor code in three decades was “unprecedented.” Still, Canadian labor groups are warning against any attempt to have port workers designated as essential employees, thus crippling their ability to strike and employers’ ability to lock them out. “Unifor has and will engage in good faith in this flawed process, but we can hear the dog whistles of union-busting weaved throughout the government’s questions and reference documents,” Lana Payne, the union’s national president, said in a statement.   But one source tied to federal labor relations said the legislation is unlikely to strip the right to strike from organized workers and instead to create a special mediator to guide contract negotiations through bumps and impasses. The mediator role was one of the recommendations to come out of a federal study on Canadian West Coast ports. Such an individual would get involved in negotiations from the beginning and provide recommendations publicly when negotiations grind down, according to the labor relations source. How much power this mediator would have to force arbitration, however, isn’t yet clear. The federal study of West Coast ports labor was triggered by a 13-day work stoppage in 2023 at the ports of Vancouver and Prince Rupert, which was followed in late 2024 with a 10-day strike and then lockout . The disruptions were two of 16 that have impacted the transportation sector since 2019, according to Canada’s Ministry of Transportation. The current contract between the International Longshore and Warehouse Union (ILWU) and British Columbia employers expires in March 2027, with formal negotiations expected to begin in November, according to the labor relations source. Increase borrowing limits of ports Through the supply chain legislation, port employer interests also want to enshrine into law that the ILWU can only negotiate with employers as a group rather than individually. The Canadian West Coast isn’t recognized in Canada’s labor code as a common geography similar to the East Coast with the ports of Halifax, Montral and Saint John. The union during past contentious negotiation cycles has threatened to complicate contract talks by negotiating with each of the West Coast’s more than one dozen employers rather than collectively with the British Columbia Maritime Employers Association. Out of the consultations focused on ports, backers hope the legislation that follows will allow ports to increase their borrowing abilities. It costs tens of thousands of dollars and takes at least a year for port authorities to increase their borrowing limits, said Daniel-Robert Gooch, president and CEO of the Association of Canadian Port Authorities. His group proposes rather than enforcing a strict borrowing limit, a debt-to-income ratio should be imbedded in the constitution, providing flexibility to faster-growing ports. Port authorities also want a freer hand to engage in activities outside their land and waterway such as being able to sell unused, prime downtown acreage, Gooch said. “If Vancouver is challenged [borrowing for] projects, then surely, just about every other port in the country that is much smaller than Vancouver probably faces the same challenge to a degree,” said Peter Xotta, CEO of the Vancouver Fraser Port Authority. Fussing over fees In addition to wanting labor reform, ocean carriers and marine terminal operators want the Canadian legislation to inject more transparency into its leases with tenants, particularly as it pertains to special fees. The Canada Transportation Agency on Feb. 13 dismissed a request by the Shipping Federation of Canada to intervene against Vancouver Fraser Port Authority’s empty container fee . Gooch, representing port authorities, downplayed how much more transparency is needed in terms of port fees, arguing the current system to challenge these fees is sufficient. Xotta said that tenants need to be able to understand and challenge fees, but it can’t hamstring the port authority’s ability to make a return on investment. The federal consultations also addressed potentially repealing the Shipping Conference Exemption Act, a move that ocean carriers and terminal operators support if the limited antitrust exemption allowing operating alliances remains. That protection could be granted by the government via a policy statement, according to one source close to the shipping industry’s thinking. The consultations tied to digitalization have been focused on harmonizing systems and could potentially lead to legislation requiring the creation of a maritime single window, a digital platform for the clearing of ships, cargo and crews. Contact Mark Szakonyi at  mark.szakonyi@spglobal.com .

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