<div class="phx-topic abstract-wrapper">CSAV is upgrading the size of its Asia-Atlantic Express Service (Asax) between the Far East and the East Coast of South America starting later this month.
 
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CSAV is upgrading the size of its Asia-Atlantic Express Service (Asax) between the Far East and the East Coast of South America starting later this month.

<div>CSAV is upgrading the size of its Asia-Atlantic Express Service (Asax) between the Far East and the East Coast of South America starting later this month.The Chilean carrier said Tuesday it will replace the current string of 12 vessels with ships of 6,500 20-foot-equivalent unit container capacities. The vessels in the current string range from 4,300 to 5,300 TEUs.The first sailing of the upgraded service will start with the departure of the MN Maipo from Qingdao on Dec. 22.The port rotation of the Asax service is: Qingdao, Shanghai, Ningbo, Chiwan, Hong Kong Singapore, Santos, Montevideo, Buenos Aires, Rio Grande, Itajai,...

CSAV is upgrading the size of its Asia-Atlantic Express Service (Asax) between the Far East and the East Coast of South America starting later this month. The Chilean carrier said Tuesday it will replace the current string of 12 vessels with ships of 6,500 20-foot-equivalent unit container capacities. The vessels in the current string range from 4,300 to 5,300 TEUs. The first sailing of the upgraded service will start with the departure of the MN Maipo from Qingdao on Dec. 22. The port rotation of the Asax service is: Qingdao, Shanghai, Ningbo, Chiwan, Hong Kong Singapore, Santos, Montevideo, Buenos Aires, Rio Grande, Itajai, Paranagua, Santos, Singapore, Hong Kong and back to Qingdao. --Contact Peter T. Leach at pleach@joc.com.

Maritime

Container lines

Forwarding

CSAV to Upgrade Vessels on Asax Service Line

<div class="phx-topic abstract-wrapper">Yet liner executives insist that much of the surplus tonnage can be absorbed by a combination of vessel management, trade imbalances, increased scrapping, and the ongoing effects of geopolitical disruptions.</div>

Yet liner executives insist that much of the surplus tonnage can be absorbed by a combination of vessel management, trade imbalances, increased scrapping, and the ongoing effects of geopolitical disruptions.

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<div class="phx-topic">The profitability-sapping effects of vessel overcapacity from an order book closing in on 40% of the in-service fleet were on display in the first quarter when volume gains by some ocean carriers were not enough to prevent a steep drop in earnings. Declining average rates dragged down the <a href="https://www.joc.com/article/maersk-passing-500-million-monthly-fuel-bill-to-customers-in-full-ceo-6216319">first-quarter results of Maersk and HMM</a>, despite solid volume increases; HMM reported a 14% increase in first-quarter volume, while Maersk reported “above market growth” of 9%. And despite stable volumes from other carriers such as <a href="https://www.joc.com/article/hapag-lloyd-posts-q1-net-loss-in-unsatisfactory-start-to-2026-6219964">Hapag-Lloyd</a>, <a href="https://www.joc.com/article/one-expects-11-decline-in-fy26-net-profit-due-to-war-in-middle-east-6212215">Ocean Network Express</a>, <a href="https://www.joc.com/article/lower-freight-rates-hit-q1-revenues-for-taiwans-big-three-carriers-6204140">Evergreen, Yang Ming and OOCL</a>, their revenues were significantly eroded by weaker rates; Hapag even posted a loss in Q1. Yet carrier executives insist that the excess supply can be mitigated and the surplus tonnage absorbed — this year at least — by a combination of vessel management, trade imbalances, the ongoing effects of geopolitical disruption, and an increase in scrapping. Some heavy lifting will be required. Maersk CEO Vincent Clerc put the current excess supply in the market at 1 million to 1.5 million TEUs, with the longer routes around southern Africa absorbing another 2 million TEUs. “So, it's about 3.5 million TEUs overall that is the total capacity overhang to normalized trade routes today,” Clerc said during Maersk’s recent Q1 earnings call with analysts. But he believes excess capacity can be managed by carriers showing discipline in how they deploy capacity, a rise in scrapping and by a new wave of slow steaming that will be triggered by high energy costs. “The deliveries are okay this year, but they are picking up significantly next year, and that’s going to put further pressure on the overhang,” he added. Despite the significant capacity overhang, Clerc believes high energy costs, driven by the effective closure of the Strait of Hormuz amid the ongoing war in the Middle East, will soon trigger a wave of slow steaming that could absorb up to an additional 1.5 million TEUs of capacity. “We’re looking at it ourselves, and the cost benefit is quite compelling,” he said. “But if we don’t pick up scrapping and actually retire some of the ships that have not been retired over the last seven years, this is going to be extremely bumpy.” <h3>Swelling order book </h3>The global order book continues to swell, with total capacity on order currently at 12.3 million TEUs, 37% of the in-service fleet, according to Sea-web, a sister company of the Journal of Commerce within S&amp;P Global. Sea-web data shows just over 1 million TEUs of capacity via ships over 10,000 TEUs is scheduled to be delivered this year, contributing to capacity growth of 4% amid market predictions for demand growth of 2% to 3% this year. Around 2.3 million TEUs of capacity are due for delivery in 2027 and 3.4 million TEUs in 2028. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="4c149ebf-df6c-4535-a9b2-7d12091e03d8"></dynamic-object></div>Rolf Habben Jansen, CEO of Maersk’s Gemini Cooperation partner Hapag-Lloyd, also pointed to vessel management levers such as slow steaming and blank sailings, as well as increased scrapping, to limit the effects of excess tonnage. But he noted that another capacity-absorbing factor was emerging in the form of an imbalance between the dominant trade lanes of head-haul corridors and non-dominant lanes. Habben Jansen said growth on the dominant legs of a trade lane is what drives capacity needs, not the overall market growth, noting that strong growth on dominant trade lanes -- 10% in 2024 and 8% in 2025 -- was helping to offset the impact of new supply on rate levels. “In 2026, the growth on the dominant legs will be higher than the additional supply that comes into the market, acting as a mitigating factor against overcapacity,” he said during Hapag’s earnings call last week. <h3>Supply management to be tested </h3>How demand and rates shape up through the second quarter and peak season will put the capacity-mitigating confidence of carrier executives to the test, particularly on the trans-Pacific. US imports from Asia have fallen 4.6% this year through April, according to PIERS, a sister product of the Journal of Commerce within S&amp;P Global. Despite the weak demand, carriers on the trans-Pacific are having some success with rate increases amid an environment of sharply higher fuel costs. Platts, a sister company of the Journal of Commerce, believes rates are being supported by blank sailings, smaller vessel deployments and tighter space allocations. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="9c18268a-1028-4fd5-916a-6a7afa16d7ec"></dynamic-object></div>Spot rates for Asia to the US West Coast were at $3,200 per FEU as of May 18 — up 84% in two months, according to Platts. East Coast rates were at $4,200/FEU. A series of general rate increases (GRIs) was issued in mid-May, with carriers announcing another set from June 1 as high as $3,000 per FEU, combined with a wave of fuel‑linked surcharge adjustments ranging from $200/FEU to $500/FEU. Asia-Europe volume from Container Trades Statistics is only available for the first quarter, but shows a 13% increase year over year, continuing the strong demand recorded last year when the trade lane grew volume by 8%. Rates have been rising; on Asia-North Europe they are up 17% week on week at $2,800/FEU, with Asia-Mediterranean rates climbing 8% to $4,000/FEU, Platts data shows. The gains appear to be driven by demand and not carrier capacity management, with a significant increase in deployed capacity on Asia-North Europe and a cut in blank sailings. Data from eeSea, part of rate benchmarking platform Xeneta, shows capacity on Asia-North Europe in May will be up 16% from April at 1.2 million TEUs, with blank sailings down 5%. In June, planned capacity will fall to 1.1 million TEUs while planned blank sailings will be halved. It is a more dramatic picture on the trans-Pacific. Asia-US will see 1.96 million TEUs deployed in May, up 4% from April, with blank sailings falling 36%. Planned capacity in June will increase to 2.1 million TEUs while blank sailings will drop by almost 40%. The demand picture for the rest of the year remains unclear. Mediterranean Shipping Co. CEO Soren Toft told the Journal of Commerce in London last week that consumer behavior in both the US and Europe was difficult to predict in the current global economic climate. <h3>Rising energy prices to dampen demand </h3>The International Monetary Fund (IMF) has revised its economic growth forecast downward from 3.3% to 2.8% with the expectation that rising energy prices will dampen demand. At the same time, the war in the Middle East is fueling inflation fears, product shortages and aggressive stockpiling by manufacturers worldwide, according to the GEP Global Supply Chain Volatility Index compiled by S&amp;P Global and released May 12. Businesses globally have ramped up safety stockpiling of goods and raw materials at the fastest rate in three years as they seek to secure supply ahead of further price increases and disruption, the GEP survey found. European manufacturers reported the most aggressive inventory building, signaling heightened concern over supply availability and costs. “Even if tensions in the Middle East ease quickly, global supply chains are unlikely to normalize for another six to 12 months,” John Piatek, vice president of consulting at GEP, said in his analysis of the survey results. “What stands out in April’s data is how broadly the disruption is spreading,” he added. "Shortages worsened across every major region, signaling this is no longer an isolated transport shock. Companies worldwide are now scrambling to secure supply and protect themselves against further inflation and disruption.” A softening of Asian exports because of the stockpiling will likely result in oversupplied carriers rapidly scaling up blank sailings to support rate levels. Maersk and Hapag-Lloyd in March amended their Gemini Cooperation agreement across all global service loops to modify the timing of discussions regarding potential seasonal blank sailings. Under previous terms, the carriers were authorized to blank sailings only during Chinese New Year or Chinese Golden Week, provided such agreement was reached no later than 12 weeks prior to the scheduled date of the sailing. The new agreement allows the carriers to announce blanks six to eight weeks before sailings. Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

The profitability-sapping effects of vessel overcapacity from an order book closing in on 40% of the in-service fleet were on display in the first quarter when volume gains by some ocean carriers were not enough to prevent a steep drop in earnings. Declining average rates dragged down the first-quarter results of Maersk and HMM , despite solid volume increases; HMM reported a 14% increase in first-quarter volume, while Maersk reported “above market growth” of 9%. And despite stable volumes from other carriers such as Hapag-Lloyd , Ocean Network Express , Evergreen, Yang Ming and OOCL , their revenues were significantly eroded by weaker rates; Hapag even posted a loss in Q1. Yet carrier executives insist that the excess supply can be mitigated and the surplus tonnage absorbed — this year at least — by a combination of vessel management, trade imbalances, the ongoing effects of geopolitical disruption, and an increase in scrapping. Some heavy lifting will be required. Maersk CEO Vincent Clerc put the current excess supply in the market at 1 million to 1.5 million TEUs, with the longer routes around southern Africa absorbing another 2 million TEUs. “So, it's about 3.5 million TEUs overall that is the total capacity overhang to normalized trade routes today,” Clerc said during Maersk’s recent Q1 earnings call with analysts. But he believes excess capacity can be managed by carriers showing discipline in how they deploy capacity, a rise in scrapping and by a new wave of slow steaming that will be triggered by high energy costs. “The deliveries are okay this year, but they are picking up significantly next year, and that’s going to put further pressure on the overhang,” he added. Despite the significant capacity overhang, Clerc believes high energy costs, driven by the effective closure of the Strait of Hormuz amid the ongoing war in the Middle East, will soon trigger a wave of slow steaming that could absorb up to an additional 1.5 million TEUs of capacity. “We’re looking at it ourselves, and the cost benefit is quite compelling,” he said. “But if we don’t pick up scrapping and actually retire some of the ships that have not been retired over the last seven years, this is going to be extremely bumpy.” Swelling order book The global order book continues to swell, with total capacity on order currently at 12.3 million TEUs, 37% of the in-service fleet, according to Sea-web, a sister company of the Journal of Commerce within S&P Global. Sea-web data shows just over 1 million TEUs of capacity via ships over 10,000 TEUs is scheduled to be delivered this year, contributing to capacity growth of 4% amid market predictions for demand growth of 2% to 3% this year. Around 2.3 million TEUs of capacity are due for delivery in 2027 and 3.4 million TEUs in 2028. Rolf Habben Jansen, CEO of Maersk’s Gemini Cooperation partner Hapag-Lloyd, also pointed to vessel management levers such as slow steaming and blank sailings, as well as increased scrapping, to limit the effects of excess tonnage. But he noted that another capacity-absorbing factor was emerging in the form of an imbalance between the dominant trade lanes of head-haul corridors and non-dominant lanes. Habben Jansen said growth on the dominant legs of a trade lane is what drives capacity needs, not the overall market growth, noting that strong growth on dominant trade lanes -- 10% in 2024 and 8% in 2025 -- was helping to offset the impact of new supply on rate levels. “In 2026, the growth on the dominant legs will be higher than the additional supply that comes into the market, acting as a mitigating factor against overcapacity,” he said during Hapag’s earnings call last week. Supply management to be tested How demand and rates shape up through the second quarter and peak season will put the capacity-mitigating confidence of carrier executives to the test, particularly on the trans-Pacific. US imports from Asia have fallen 4.6% this year through April, according to PIERS, a sister product of the Journal of Commerce within S&P Global. Despite the weak demand, carriers on the trans-Pacific are having some success with rate increases amid an environment of sharply higher fuel costs. Platts, a sister company of the Journal of Commerce, believes rates are being supported by blank sailings, smaller vessel deployments and tighter space allocations. Spot rates for Asia to the US West Coast were at $3,200 per FEU as of May 18 — up 84% in two months, according to Platts. East Coast rates were at $4,200/FEU. A series of general rate increases (GRIs) was issued in mid-May, with carriers announcing another set from June 1 as high as $3,000 per FEU, combined with a wave of fuel‑linked surcharge adjustments ranging from $200/FEU to $500/FEU. Asia-Europe volume from Container Trades Statistics is only available for the first quarter, but shows a 13% increase year over year, continuing the strong demand recorded last year when the trade lane grew volume by 8%. Rates have been rising; on Asia-North Europe they are up 17% week on week at $2,800/FEU, with Asia-Mediterranean rates climbing 8% to $4,000/FEU, Platts data shows. The gains appear to be driven by demand and not carrier capacity management, with a significant increase in deployed capacity on Asia-North Europe and a cut in blank sailings. Data from eeSea, part of rate benchmarking platform Xeneta, shows capacity on Asia-North Europe in May will be up 16% from April at 1.2 million TEUs, with blank sailings down 5%. In June, planned capacity will fall to 1.1 million TEUs while planned blank sailings will be halved. It is a more dramatic picture on the trans-Pacific. Asia-US will see 1.96 million TEUs deployed in May, up 4% from April, with blank sailings falling 36%. Planned capacity in June will increase to 2.1 million TEUs while blank sailings will drop by almost 40%. The demand picture for the rest of the year remains unclear. Mediterranean Shipping Co. CEO Soren Toft told the Journal of Commerce in London last week that consumer behavior in both the US and Europe was difficult to predict in the current global economic climate. Rising energy prices to dampen demand The International Monetary Fund (IMF) has revised its economic growth forecast downward from 3.3% to 2.8% with the expectation that rising energy prices will dampen demand. At the same time, the war in the Middle East is fueling inflation fears, product shortages and aggressive stockpiling by manufacturers worldwide, according to the GEP Global Supply Chain Volatility Index compiled by S&P Global and released May 12. Businesses globally have ramped up safety stockpiling of goods and raw materials at the fastest rate in three years as they seek to secure supply ahead of further price increases and disruption, the GEP survey found. European manufacturers reported the most aggressive inventory building, signaling heightened concern over supply availability and costs. “Even if tensions in the Middle East ease quickly, global supply chains are unlikely to normalize for another six to 12 months,” John Piatek, vice president of consulting at GEP, said in his analysis of the survey results. “What stands out in April’s data is how broadly the disruption is spreading,” he added. "Shortages worsened across every major region, signaling this is no longer an isolated transport shock. Companies worldwide are now scrambling to secure supply and protect themselves against further inflation and disruption.” A softening of Asian exports because of the stockpiling will likely result in oversupplied carriers rapidly scaling up blank sailings to support rate levels. Maersk and Hapag-Lloyd in March amended their Gemini Cooperation agreement across all global service loops to modify the timing of discussions regarding potential seasonal blank sailings. Under previous terms, the carriers were authorized to blank sailings only during Chinese New Year or Chinese Golden Week, provided such agreement was reached no later than 12 weeks prior to the scheduled date of the sailing. The new agreement allows the carriers to announce blanks six to eight weeks before sailings. Contact Greg Knowler at greg.knowler@spglobal.com .

Asia-Europe

Trans-Pacific

Container Shipping News

Ocean carriers face growing order book nearing 40% of in-service fleet

<div class="phx-topic abstract-wrapper">The BCO technology provider, in a bid to avoid costly dispute resolution, has identified 20 use cases under which shippers, consignees and carriers can agree to be held responsible for container storage.</div>

The BCO technology provider, in a bid to avoid costly dispute resolution, has identified 20 use cases under which shippers, consignees and carriers can agree to be held responsible for container storage.

<div class="phx-topic">International logistics software vendor BuyCo is proposing that shippers and carriers agree to a standard set of contract terms that would apportion responsibility for the cost of container detention and demurrage. BuyCo’s proposal delineates, for 20 different circumstances that can lead to detention and demurrage, which party is accountable, and thus contractually would absolve the other parties from blame. The goal would be to include the mutually accepted rules in ocean freight contracts so there would be clarity around which party would be responsible for the storage fees and to avoid disputes, which BuyCo notes leads to costly overhead for importers, exporters, and shipping lines. “The idea is that it’s so simple, a kid could understand it,” said BuyCo CEO Carl Lauron said in an interview with the Journal of Commerce. “We’re playing together, let’s agree on the rules.” Marseille-based BuyCo provides international transportation management software for beneficial cargo owners (BCOs). Its customers include Goodyear, Hershey, Renault, and TotalEnergies. BuyCo executives formally presented their D&amp;D proposal at the Digital Container Shipping Association’s DCSA+ Day, an event held in Singapore in late April that brought together DCSA’s container line members, its technology and consulting partners, and a group of forwarders and shippers to discuss ways to make the container shipping industry more efficient. DCSA is an organization representing most of the world’s top liner carriers that is driving the adoption of digital standards in the ocean freight industry. <h3>Rules developed with customer feedback </h3>Lauron said BuyCo customers helped it create a list of more than 50 different root causes of detention and demurrage disputes, with the software vendor whittling that down to the 20 most common use cases to make the proposal more digestible. Of those 20, seven would be a shipper’s liability, seven would be a carrier’s fault, and the remaining six would be the consignee’s fault. Examples of a shipper’s responsibility: a lack of export documentation compliance, damaged equipment in a merchant haulage scenario (where the shipper arranges drayage), and a failure to meet vessel cutoff at the origin port. Carriers would agree to be held responsible when storage fees are accrued due to transshipment delays, late or inaccurate communication around vessel cutoffs, or when a container is rolled. Meanwhile, consignees would agree to pay storage fees in situations such as when they asked for a container rerouting, or when warehouse capacity at destination precluded their ability to pick up a container. “This is a common sense approach written on paper, which at the end of the day would be the rules of the game that every player needs,” said Olivier Martinot, global transports and customs leader for Adeo, a major home improvement retailer in Europe and a BuyCo customer. Martinot, though, acknowledged it will be challenging to drive adoption of the rules simply because each major region has its own culture and regulatory environment. “From my French-based shipper window, we would need a significant panel of large, impactful shippers allied if we want to make it happen with carriers on French-based contacts,” he said. “I’m not sure at all we could reach a global agreement, and to me, this is where the major difficulty is.” But Lauron said there was a positive reception to the idea from both shippers and container lines at the April DCSA meeting. BuyCo is in the process of championing the idea to individual carriers to galvanize support for the proposal. <h3>Long-standing problem </h3>The idea of making responsibility for detention and demurrage more concrete has long been an elusive goal. The National Industrial Transportation League (NITL) in 2023 developed a so-called “shipper bill of rights” that specified 14 things to which a shipper was entitled in its relationship with container lines. Included in that list was pricing transparency and efficiency in claims resolution. Detention and demurrage costs spiraled during the pandemic and have remained higher than before COVID-19, prompting shippers to use an array of technology providers and freight audit companies to automate disputes across thousands of invoices and claw back refunds. BuyCo’s approach has been to look at incentives more holistically, Lauron said, in ways that would motivate both container lines and shippers to be accountable, and to avoid the presumption that carriers are always in the wrong when a storage dispute occurs. “This started with our customers asking us to check on invoicing,” he said. “And the real pain was not freight, but the D&amp;D. Instead of looking at the invoicing, let’s look at the actual D&amp;D that’s being created because if you reduce D&amp;D accrued, you automatically reduce the claims.” Contact Eric Johnson at <a href="mailto:eric.johnson@spglobal.com">eric.johnson@spglobal.com</a>. </div>

International logistics software vendor BuyCo is proposing that shippers and carriers agree to a standard set of contract terms that would apportion responsibility for the cost of container detention and demurrage. BuyCo’s proposal delineates, for 20 different circumstances that can lead to detention and demurrage, which party is accountable, and thus contractually would absolve the other parties from blame. The goal would be to include the mutually accepted rules in ocean freight contracts so there would be clarity around which party would be responsible for the storage fees and to avoid disputes, which BuyCo notes leads to costly overhead for importers, exporters, and shipping lines. “The idea is that it’s so simple, a kid could understand it,” said BuyCo CEO Carl Lauron said in an interview with the Journal of Commerce. “We’re playing together, let’s agree on the rules.” Marseille-based BuyCo provides international transportation management software for beneficial cargo owners (BCOs). Its customers include Goodyear, Hershey, Renault, and TotalEnergies. BuyCo executives formally presented their D&D proposal at the Digital Container Shipping Association’s DCSA+ Day, an event held in Singapore in late April that brought together DCSA’s container line members, its technology and consulting partners, and a group of forwarders and shippers to discuss ways to make the container shipping industry more efficient. DCSA is an organization representing most of the world’s top liner carriers that is driving the adoption of digital standards in the ocean freight industry. Rules developed with customer feedback Lauron said BuyCo customers helped it create a list of more than 50 different root causes of detention and demurrage disputes, with the software vendor whittling that down to the 20 most common use cases to make the proposal more digestible. Of those 20, seven would be a shipper’s liability, seven would be a carrier’s fault, and the remaining six would be the consignee’s fault. Examples of a shipper’s responsibility: a lack of export documentation compliance, damaged equipment in a merchant haulage scenario (where the shipper arranges drayage), and a failure to meet vessel cutoff at the origin port. Carriers would agree to be held responsible when storage fees are accrued due to transshipment delays, late or inaccurate communication around vessel cutoffs, or when a container is rolled. Meanwhile, consignees would agree to pay storage fees in situations such as when they asked for a container rerouting, or when warehouse capacity at destination precluded their ability to pick up a container. “This is a common sense approach written on paper, which at the end of the day would be the rules of the game that every player needs,” said Olivier Martinot, global transports and customs leader for Adeo, a major home improvement retailer in Europe and a BuyCo customer. Martinot, though, acknowledged it will be challenging to drive adoption of the rules simply because each major region has its own culture and regulatory environment. “From my French-based shipper window, we would need a significant panel of large, impactful shippers allied if we want to make it happen with carriers on French-based contacts,” he said. “I’m not sure at all we could reach a global agreement, and to me, this is where the major difficulty is.” But Lauron said there was a positive reception to the idea from both shippers and container lines at the April DCSA meeting. BuyCo is in the process of championing the idea to individual carriers to galvanize support for the proposal. Long-standing problem The idea of making responsibility for detention and demurrage more concrete has long been an elusive goal. The National Industrial Transportation League (NITL) in 2023 developed a so-called “shipper bill of rights” that specified 14 things to which a shipper was entitled in its relationship with container lines. Included in that list was pricing transparency and efficiency in claims resolution. Detention and demurrage costs spiraled during the pandemic and have remained higher than before COVID-19, prompting shippers to use an array of technology providers and freight audit companies to automate disputes across thousands of invoices and claw back refunds. BuyCo’s approach has been to look at incentives more holistically, Lauron said, in ways that would motivate both container lines and shippers to be accountable, and to avoid the presumption that carriers are always in the wrong when a storage dispute occurs. “This started with our customers asking us to check on invoicing,” he said. “And the real pain was not freight, but the D&D. Instead of looking at the invoicing, let’s look at the actual D&D that’s being created because if you reduce D&D accrued, you automatically reduce the claims.” Contact Eric Johnson at eric.johnson@spglobal.com .

Software vendor offers proposal to establish detention, demurrage accountability

<div class="phx-topic abstract-wrapper">Main construction started Friday and includes the development of four berths capable of handling ships of more than 21,000 TEUs, plus 15 berths for regional feeder vessels. </div>

Main construction started Friday and includes the development of four berths capable of handling ships of more than 21,000 TEUs, plus 15 berths for regional feeder vessels.

<div class="phx-topic">Work has begun on the $2 billion fifth development phase of Nansha port, the main international container gateway for Guangzhou in southern China, as part of a move to increase Nansha’s capacity to 35 million TEUs by around 2030. Main construction started Friday and includes the development of four berths capable of handling ships of more than 21,000 TEUs, plus 15 berths for regional feeder vessels, China’s Transport Ministry said Monday. The extension, with a combined berth length of 2.4 miles, will boost capacity at Nansha by 6.7 million TEUs. Guangzhou Port Group is also developing the $1 billion Nansha International General Terminal that will add an additional 500,000 TEUs of capacity and berths for breakbulk, project cargo and vehicle shipments. Port group Chairman Huang Bo said the fifth development phase plus general terminal and other expansion work will add 11 million TEUs of operating capacity to Nansha port, located about 40 miles south of Guangzhou city. The work comes as Guangzhou is seeing an increase in container volumes as growth there largely keeps pace with rival Shenzhen about 60 miles south, while both ports are continuing to lure volumes away from Hong Kong. Guangzhou saw throughput climb 8% to over 27 million TEUs last year, of which more than 22 million TEUs were handled at Nansha, according to the Guangzhou Port Group. The growth has continued this year, with a 4% increase in Guangzhou’s total throughput in the first four months of this year, to 9 million TEUs. Container volumes at Shenzhen rose 5% last year to 35 million TEUs, with growth in the first four months climbing 8% to 8.5 million TEUs, according to China’s Transport Ministry.Volumes at Hong Kong have continued to decline, falling 5% to 13.7 million TEUs last year and sliding a further 7% to 4.2 million TEUs this year through April, according to data from Hong Kong’s Marine Department. Contact Keith Wallis at <a href="mailto:keithwallis@hotmail.com">keithwallis@hotmail.com</a>. </div>

Work has begun on the $2 billion fifth development phase of Nansha port, the main international container gateway for Guangzhou in southern China, as part of a move to increase Nansha’s capacity to 35 million TEUs by around 2030. Main construction started Friday and includes the development of four berths capable of handling ships of more than 21,000 TEUs, plus 15 berths for regional feeder vessels, China’s Transport Ministry said Monday. The extension, with a combined berth length of 2.4 miles, will boost capacity at Nansha by 6.7 million TEUs. Guangzhou Port Group is also developing the $1 billion Nansha International General Terminal that will add an additional 500,000 TEUs of capacity and berths for breakbulk, project cargo and vehicle shipments. Port group Chairman Huang Bo said the fifth development phase plus general terminal and other expansion work will add 11 million TEUs of operating capacity to Nansha port, located about 40 miles south of Guangzhou city. The work comes as Guangzhou is seeing an increase in container volumes as growth there largely keeps pace with rival Shenzhen about 60 miles south, while both ports are continuing to lure volumes away from Hong Kong. Guangzhou saw throughput climb 8% to over 27 million TEUs last year, of which more than 22 million TEUs were handled at Nansha, according to the Guangzhou Port Group. The growth has continued this year, with a 4% increase in Guangzhou’s total throughput in the first four months of this year, to 9 million TEUs. Container volumes at Shenzhen rose 5% last year to 35 million TEUs, with growth in the first four months climbing 8% to 8.5 million TEUs, according to China’s Transport Ministry. Volumes at Hong Kong have continued to decline, falling 5% to 13.7 million TEUs last year and sliding a further 7% to 4.2 million TEUs this year through April, according to data from Hong Kong’s Marine Department. Contact Keith Wallis at keithwallis@hotmail.com .

Port News

Port infrastructure

Marine terminals

International ports

Guangzhou begins work on $2 billion fifth development phase at Nansha port

<div class="phx-topic abstract-wrapper">The Abu Dhabi group is following its larger Dubai-based neighbor DP World in growing its end-to-end reach across the container shipping sector.</div>

The Abu Dhabi group is following its larger Dubai-based neighbor DP World in growing its end-to-end reach across the container shipping sector.

<div class="phx-topic">AD Ports said Monday it has signed a deal to acquire Cologne-based forwarder MBS Logistics Group, continuing a strategic expansion strategy to grow market access in Central Europe, East Asia and Southeast Asia. The acquisition by the Abu Dhabi group, subject to regulatory approval, is expected to be completed in the second half of the year. Financial terms were not disclosed. MBS will join Noatum Logistics, AD Ports’ forwarding arm that is led by Jochen Thewes, who was appointed CEO of the division last December. Thewes, the former CEO of DB Schenker, has been tasked with shepherding the strategic expansion of Noatum’s global reach, combining organic growth with targeted acquisitions. “Bringing MBS Logistics into our ecosystem is the right move at the right time, especially as markets seek greater connectivity and resilience in an evolving global trade and logistics landscape,” he said in a statement. Thewes said MBS would provide Noatum with an established operating platform and immediate access to key logistics corridors in Central Europe and globally. “Ultimately, the combined strengths of both organizations will allow us to raise our game and compete more effectively for major global accounts,” he added. If approved, the transaction would cover MBS’ forwarding and logistics operations across Germany, Switzerland, Asia-Pacific and the US. In 2025, MBS Logistics generated revenues of €205 million ($240 million) with a diversified and asset-light business model and core forwarding operations in Central Europe, and an established network across East Asia and Southeast Asia. The current shareholders of MBS Logistics will exit the operational business, except for Joerg Roehl, shareholder and group CEO. He will oversee the integration and then become part of Noatum’s senior leadership team. <h3>AD Ports expansion </h3>AD Ports has been rapidly expanding its end-to-end reach in the container shipping sector in the past few years, following in the footsteps of larger Dubai-based neighbor DP World. AD Ports, which acquired Spain-based Noatum for $760 million in 2023, has several strategic partnerships with CMA CGM. In the joint venture Khalifa Port in Abu Dhabi, the ocean carrier holds a 70% share, with AD Ports holding the remaining 30%. Last November, AD Ports took a 20% stake in the CMA CGM-operated <a href="https://www.joc.com/article/cma-cgm-accelerates-232-million-syrian-med-port-expansion-project-6066188">Latakia International Container Terminal in Syria</a>. The two companies are also involved in the joint venture development of a multipurpose cargo terminal in Pointe Noire in the Republic of Congo. Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

AD Ports said Monday it has signed a deal to acquire Cologne-based forwarder MBS Logistics Group, continuing a strategic expansion strategy to grow market access in Central Europe, East Asia and Southeast Asia. The acquisition by the Abu Dhabi group, subject to regulatory approval, is expected to be completed in the second half of the year. Financial terms were not disclosed. MBS will join Noatum Logistics, AD Ports’ forwarding arm that is led by Jochen Thewes, who was appointed CEO of the division last December. Thewes, the former CEO of DB Schenker, has been tasked with shepherding the strategic expansion of Noatum’s global reach, combining organic growth with targeted acquisitions. “Bringing MBS Logistics into our ecosystem is the right move at the right time, especially as markets seek greater connectivity and resilience in an evolving global trade and logistics landscape,” he said in a statement. Thewes said MBS would provide Noatum with an established operating platform and immediate access to key logistics corridors in Central Europe and globally. “Ultimately, the combined strengths of both organizations will allow us to raise our game and compete more effectively for major global accounts,” he added. If approved, the transaction would cover MBS’ forwarding and logistics operations across Germany, Switzerland, Asia-Pacific and the US. In 2025, MBS Logistics generated revenues of €205 million ($240 million) with a diversified and asset-light business model and core forwarding operations in Central Europe, and an established network across East Asia and Southeast Asia. The current shareholders of MBS Logistics will exit the operational business, except for Joerg Roehl, shareholder and group CEO. He will oversee the integration and then become part of Noatum’s senior leadership team. AD Ports expansion AD Ports has been rapidly expanding its end-to-end reach in the container shipping sector in the past few years, following in the footsteps of larger Dubai-based neighbor DP World. AD Ports, which acquired Spain-based Noatum for $760 million in 2023, has several strategic partnerships with CMA CGM. In the joint venture Khalifa Port in Abu Dhabi, the ocean carrier holds a 70% share, with AD Ports holding the remaining 30%. Last November, AD Ports took a 20% stake in the CMA CGM-operated Latakia International Container Terminal in Syria . The two companies are also involved in the joint venture development of a multipurpose cargo terminal in Pointe Noire in the Republic of Congo. Contact Greg Knowler at greg.knowler@spglobal.com .

AD Ports to expand Europe, Asia footprints with MBS Logistics takeover

<div class="phx-topic abstract-wrapper">Trucking industry attorneys say last week’s decision by the Supreme Court is likely to intensify scrutiny of carrier selection practices and insurance coverage.</div>

Trucking industry attorneys say last week’s decision by the Supreme Court is likely to intensify scrutiny of carrier selection practices and insurance coverage.

<div class="phx-topic">The unanimous <a href="https://www.joc.com/article/supreme-court-ruling-strips-broker-protection-linked-to-carrier-safety-6220667">Supreme Court ruling</a> allowing certain state-level negligence claims against freight brokers is expected to increase pressure on motor carriers to carry higher insurance limits and could eventually contribute to higher transportation costs, trucking attorneys say. The May 14 decision in Montgomery v. Caribe Transports LLC held that freight brokers are not shielded from some state personal injury lawsuits, potentially expanding liability exposure for intermediaries that arrange truck freight. Attorneys on both sides of the trucking industry said the ruling is likely to intensify scrutiny of carrier selection practices and insurance coverage. “A lot of brokers are going to go to their trucking companies and say, ‘You’ve been running loads with $1 million worth of insurance. Since we’re exposed, you can cause a lot more than $1 million worth of damage,’” Ed Leonard, a partner at San Diego law firm Tyson &amp; Mendes, which represents trucking companies in civil litigation, said. Leonard told the Journal of Commerce that brokers are likely to require higher liability coverage from carriers moving freight, particularly smaller operators with marginal safety records. “They’re going to be asking these trucking companies to buy more insurance,” he said. “This is going to cost more money to get things done.” The ruling could also tighten trucking capacity if higher insurance premiums force some smaller fleets and owner-operators to exit the market, Leonard said. That could place additional upward pressure on freight rates at a time when parts of the trucking industry are already navigating labor and regulatory disruptions. <h3>‘A big deal’ </h3>Plaintiff attorneys, meanwhile, said the decision gives crash victims a significant new legal avenue by allowing brokers to be named in lawsuits involving serious injuries and fatalities. “These major trucking accidents result in deaths, amputations and traumatic brain injuries, and this opens the door to brokers, making them a viable defendant,” said Edward Bassett, a partner at Mirick Law and former president of the Association of Plaintiff Interstate Trucking Lawyers of America. “Whether you are popping champagne or Diet Coke at plaintiff firms, this is a big deal.” Bassett said brokers are likely to more carefully scrutinize the carriers they hire, rather than selecting providers primarily on price. “They’re going to start looking carefully at the carriers they hire and not just the cheaper ones,” he said. “They’re being held responsible if they hire fly-by-night companies.” The case decided by the Supreme Court last week stemmed from a 2017 crash in Illinois involving truck driver Shawn Montgomery, who suffered catastrophic injuries and lost a leg after his parked tractor-trailer was struck by another truck. The Supreme Court ruled Montgomery could pursue claims against freight broker C.H. Robinson, which arranged the shipment. Montgomery’s attorneys argued that carrier Caribe Transport II had a poor safety record and that the broker should share liability for hiring it. C.H. Robinson argued that because trucking companies are federally licensed and regulated, brokers should be shielded from state negligence claims tied to carrier safety. The court disagreed, concluding that federal transportation law does not broadly preempt those claims. <h3>Federal data under scrutiny </h3>The decision could renew debate over trucking insurance minimums, which have remained largely unchanged since the Reagan administration. The Federal Motor Carrier Safety Administration (FMCSA) currently requires minimum liability coverage ranging from $750,000 to $5 million depending on the type of freight being hauled. Since 1985, Congress has repeatedly considered raising those thresholds or indexing them to inflation, but those efforts have stalled. FMCSA studies have suggested current minimums may be insufficient to cover catastrophic crashes and rising medical costs. Industry groups, however, have argued most claims settle below existing coverage requirements and that raising insurance mandates would disproportionately hurt small and midsize carriers by increasing operating costs. “We think it’s a bad decision. We had to be defending these cases before and we’ll be defending them after,” said Nathaniel Saylor, a partner at transportation law firm Scopelitis, Garvin, Light, Hanson &amp; Feary. “The question in these cases before the jury will always be, what is reasonable care. That standard was the standard yesterday and tomorrow as well. Nothing has changed regarding the broker’s duty. But the temperature is up on this issue, and you can expect the plaintiff bar will be pursuing these cases very aggressively.” Saylor said one major issue going forward will be the reliability of FMCSA safety data used by brokers to evaluate carriers, because critics of the system have said the information can be incomplete or outdated. “Brokers are dealing with carriers authorized by the federal government to operate,” Saylor said. “If brokers can be liable, we should at least make sure brokers have the right information available. How is the broker supposed to know that one carrier is more or less safe than another? “More information is good, and it helps,” he added. “With that information, FMCSA can identify unsafe carriers, remove them from the market and ensure the available capacity is safer.” Contact Dan Ronan at <a href="mailto:contactdanronan@gmail.com">contactdanronan@gmail.com</a>. </div>

The unanimous Supreme Court ruling allowing certain state-level negligence claims against freight brokers is expected to increase pressure on motor carriers to carry higher insurance limits and could eventually contribute to higher transportation costs, trucking attorneys say. The May 14 decision in Montgomery v. Caribe Transports LLC held that freight brokers are not shielded from some state personal injury lawsuits, potentially expanding liability exposure for intermediaries that arrange truck freight. Attorneys on both sides of the trucking industry said the ruling is likely to intensify scrutiny of carrier selection practices and insurance coverage. “A lot of brokers are going to go to their trucking companies and say, ‘You’ve been running loads with $1 million worth of insurance. Since we’re exposed, you can cause a lot more than $1 million worth of damage,’” Ed Leonard, a partner at San Diego law firm Tyson & Mendes, which represents trucking companies in civil litigation, said. Leonard told the Journal of Commerce that brokers are likely to require higher liability coverage from carriers moving freight, particularly smaller operators with marginal safety records. “They’re going to be asking these trucking companies to buy more insurance,” he said. “This is going to cost more money to get things done.” The ruling could also tighten trucking capacity if higher insurance premiums force some smaller fleets and owner-operators to exit the market, Leonard said. That could place additional upward pressure on freight rates at a time when parts of the trucking industry are already navigating labor and regulatory disruptions. ‘A big deal’ Plaintiff attorneys, meanwhile, said the decision gives crash victims a significant new legal avenue by allowing brokers to be named in lawsuits involving serious injuries and fatalities. “These major trucking accidents result in deaths, amputations and traumatic brain injuries, and this opens the door to brokers, making them a viable defendant,” said Edward Bassett, a partner at Mirick Law and former president of the Association of Plaintiff Interstate Trucking Lawyers of America. “Whether you are popping champagne or Diet Coke at plaintiff firms, this is a big deal.” Bassett said brokers are likely to more carefully scrutinize the carriers they hire, rather than selecting providers primarily on price. “They’re going to start looking carefully at the carriers they hire and not just the cheaper ones,” he said. “They’re being held responsible if they hire fly-by-night companies.” The case decided by the Supreme Court last week stemmed from a 2017 crash in Illinois involving truck driver Shawn Montgomery, who suffered catastrophic injuries and lost a leg after his parked tractor-trailer was struck by another truck. The Supreme Court ruled Montgomery could pursue claims against freight broker C.H. Robinson, which arranged the shipment. Montgomery’s attorneys argued that carrier Caribe Transport II had a poor safety record and that the broker should share liability for hiring it. C.H. Robinson argued that because trucking companies are federally licensed and regulated, brokers should be shielded from state negligence claims tied to carrier safety. The court disagreed, concluding that federal transportation law does not broadly preempt those claims. Federal data under scrutiny The decision could renew debate over trucking insurance minimums, which have remained largely unchanged since the Reagan administration. The Federal Motor Carrier Safety Administration (FMCSA) currently requires minimum liability coverage ranging from $750,000 to $5 million depending on the type of freight being hauled. Since 1985, Congress has repeatedly considered raising those thresholds or indexing them to inflation, but those efforts have stalled. FMCSA studies have suggested current minimums may be insufficient to cover catastrophic crashes and rising medical costs. Industry groups, however, have argued most claims settle below existing coverage requirements and that raising insurance mandates would disproportionately hurt small and midsize carriers by increasing operating costs. “We think it’s a bad decision. We had to be defending these cases before and we’ll be defending them after,” said Nathaniel Saylor, a partner at transportation law firm Scopelitis, Garvin, Light, Hanson & Feary. “The question in these cases before the jury will always be, what is reasonable care. That standard was the standard yesterday and tomorrow as well. Nothing has changed regarding the broker’s duty. But the temperature is up on this issue, and you can expect the plaintiff bar will be pursuing these cases very aggressively.” Saylor said one major issue going forward will be the reliability of FMCSA safety data used by brokers to evaluate carriers, because critics of the system have said the information can be incomplete or outdated. “Brokers are dealing with carriers authorized by the federal government to operate,” Saylor said. “If brokers can be liable, we should at least make sure brokers have the right information available. How is the broker supposed to know that one carrier is more or less safe than another? “More information is good, and it helps,” he added. “With that information, FMCSA can identify unsafe carriers, remove them from the market and ensure the available capacity is safer.” Contact Dan Ronan at contactdanronan@gmail.com .

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