<div class="phx-topic abstract-wrapper">THE FEDERAL RESERVE BOARD has taken a small but necessary step to deal with the continuing economic </div>

THE FEDERAL RESERVE BOARD has taken a small but necessary step to deal with the continuing economic

<div>THE FEDERAL RESERVE BOARD has taken a small but necessary step to deal with the continuing economic threat posed by developing countries' enormous foreign debts.Under a Fed ruling last week, U.S. banks can now acquire up to 100 percent of the equity in non-financial corporations in 33 debtor countries and can hold that equity for up to five years. That won't eliminate those countries' foreign debt, which now totals close to $800 billion. But it does offer hope that the debt problem can be managed in a way that presents far less risk to the world economy.Many major U.S. banks,...

THE FEDERAL RESERVE BOARD has taken a small but necessary step to deal with the continuing economic threat posed by developing countries' enormous foreign debts. Under a Fed ruling last week, U.S. banks can now acquire up to 100 percent of the equity in non-financial corporations in 33 debtor countries and can hold that equity for up to five years. That won't eliminate those countries' foreign debt, which now totals close to $800 billion. But it does offer hope that the debt problem can be managed in a way that presents far less risk to the world economy.Many major U.S. banks, of course, wrote down the value of their outstanding loans to Brazil, Peru, Zaire and other developing nations earlier this year. That action reduces the value of those assets on the banks' books, but it does not remove the loan documents from banks' vaults. The financial institutions, or the investors to whom they sell the loans at a discount, retain the right to insist that their loan customers repay their debts in full. The debt service requirements of the developing countries do not change. Under the new policy, banks will be able to trade the existing debt to the borrowing country in return for ownership in local companies of all types. This will allow the country to retire the loan, reducing its annual debt service needs without expending foreign currency. The Fed is requiring that these non-financial investments must be held by banks' parent holding companies rather than by the banks themselves, so that a downturn in a company's fortunes will not endanger the stability of the financial institution. Expanding the market for these debt-for-equity swaps is yet another sign that U.S. policy-makers recognize that many developing-country obligations will never be repaid. And it promises to have an important side- effect: If financial institutions come to hold investments in debtor countries, they will have a strong motivation to help those countries' economies grow rather than shrink in the years ahead.

DEALING SLOWLY WITH DEBT

<div class="phx-topic abstract-wrapper">While the Jones Act carrier added another service from Vietnam in the first quarter, it says volumes from that country won’t replace what’s lost from China. </div>

While the Jones Act carrier added another service from Vietnam in the first quarter, it says volumes from that country won’t replace what’s lost from China.

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<div class="phx-topic">US ocean carrier Matson has issued a downbeat forecast for 2025 as US tariffs on Chinese imports are expected to impact its trans-Pacific container services. While imports out of Vietnam have taken up some slack capacity, Matson said the nearly one-third drop in China-origin freight will be hard to replace. Matson Chief Executive Matt Cox, reporting the company’s first-quarter earnings Monday, said the carrier saw a 30% drop in container volumes out of China immediately after President Donald Trump’s reciprocal tariffs on Beijing went into effect April 9. Due to shipper uncertainty about the direction of the tariffs, Cox said it’s unclear whether volumes will recover within the current quarter or full year. “Given the pronounced market decline in demand in the trans-Pacific in April, coupled with limited visibility to our container demand, we expect container volume and average freight rates in the second quarter to be lower year-over-year,” he said. “At the moment, it's difficult to know if these lower volume levels are transitory or will persist for a longer time in 2025.” Cox made the comments after Matson reported first-quarter earnings of $2.18 per share, which was double the year-earlier results thanks to strong trans-Pacific freight rates in Q1. However, Matson’s customers do not appear to have frontloaded much cargo, with first-quarter container volumes from China being essentially flat compared to 2024. Matson’s Jones Act services to Hawaii and Alaska saw container volume growth of 3.2% and 4.8%, respectively, in Q1 The carrier added a feeder service from Vietnam’s Ho Chi Minh City during the first quarter on both its CLX and MAX services from China to the US, marking a second service expansion after it added Vietnam’s northern port of Haiphong two years earlier. With the new port call, Vietnam now accounts for 20% of Matson’s trans-Pacific business, Cox said. Shippers are indicating they plan to move more freight out of Vietnam, he added, along with other Asian exporters that Matson serves through transshipment. However, Cox said it’s not clear how quickly and easily shippers will be able to further pivot their product sourcing to Southeast Asia. Moreover, shippers will remain cautious about sourcing from other Asian suppliers because they could get hit with tariffs, too. “Vietnam has grown rather significantly, but Vietnam has some of the same issues as many fast-growing Asian economies,” Cox said. “They've got shortages of power, they have shortages of labor, and they were pretty busy before this significant tariff change to begin with. So, it's not obvious to what extent the country itself can scale over such a short period of time.” <h3>No plans to trim capacity </h3>Cox said Matson has no plans to cut capacity or reduce service frequency because its customers need to restock every one to two months, regardless of tariffs. But until shippers and suppliers figure out how to share the cost burden of Trump’s tariffs, Cox said trans-Pacific volumes will likely stay muted. “It's our view that in four to eight weeks is when a lot of inventory runs out, and cargo's going to need to move,” he said. “There's a lot of activity going on right now between manufacturers, importers and retailers about how to cover these tariffs. Our customers are loath to have empty shelves to the extent that they can help it. And we think that a significant amount of cargo will be moving at the last minute.” One trade issue that Cox expects won’t be negotiated away will be the de minimis exemption for low-value goods shipped directly from China via air freight. However, Cox said <a href="https://www.joc.com/article/air-cargo-volumes-fall-on-trans-pacific-as-us-de-minimis-changes-loom-5993599">the end of the de minimis exemption</a>will mean a pivot to ocean freight as China’s e-commerce retailers look to stage their goods for shipment within the US. Regarding the announcement from Chinese online marketplace Temu that it has stopped shipping directly from China to the US, Cox said it looks like a move by the company to “convert itself into more of an Amazon-like model” that will allow Matson to take advantage of a modal shift from air to ocean. “So, I think we do see more of that air cargo now converting into ocean, and that may be a long-term opportunity for us as e-commerce continues to grow,” he said. Contact Michael Angell at <a href="mailto: michael.angell@spglobal.com">michael.angell@spglobal.com</a> </div>

US ocean carrier Matson has issued a downbeat forecast for 2025 as US tariffs on Chinese imports are expected to impact its trans-Pacific container services. While imports out of Vietnam have taken up some slack capacity, Matson said the nearly one-third drop in China-origin freight will be hard to replace. Matson Chief Executive Matt Cox, reporting the company’s first-quarter earnings Monday, said the carrier saw a 30% drop in container volumes out of China immediately after President Donald Trump’s reciprocal tariffs on Beijing went into effect April 9. Due to shipper uncertainty about the direction of the tariffs, Cox said it’s unclear whether volumes will recover within the current quarter or full year. “Given the pronounced market decline in demand in the trans-Pacific in April, coupled with limited visibility to our container demand, we expect container volume and average freight rates in the second quarter to be lower year-over-year,” he said. “At the moment, it's difficult to know if these lower volume levels are transitory or will persist for a longer time in 2025.” Cox made the comments after Matson reported first-quarter earnings of $2.18 per share, which was double the year-earlier results thanks to strong trans-Pacific freight rates in Q1. However, Matson’s customers do not appear to have frontloaded much cargo, with first-quarter container volumes from China being essentially flat compared to 2024. Matson’s Jones Act services to Hawaii and Alaska saw container volume growth of 3.2% and 4.8%, respectively, in Q1 The carrier added a feeder service from Vietnam’s Ho Chi Minh City during the first quarter on both its CLX and MAX services from China to the US, marking a second service expansion after it added Vietnam’s northern port of Haiphong two years earlier. With the new port call, Vietnam now accounts for 20% of Matson’s trans-Pacific business, Cox said. Shippers are indicating they plan to move more freight out of Vietnam, he added, along with other Asian exporters that Matson serves through transshipment. However, Cox said it’s not clear how quickly and easily shippers will be able to further pivot their product sourcing to Southeast Asia. Moreover, shippers will remain cautious about sourcing from other Asian suppliers because they could get hit with tariffs, too. “Vietnam has grown rather significantly, but Vietnam has some of the same issues as many fast-growing Asian economies,” Cox said. “They've got shortages of power, they have shortages of labor, and they were pretty busy before this significant tariff change to begin with. So, it's not obvious to what extent the country itself can scale over such a short period of time.” No plans to trim capacity Cox said Matson has no plans to cut capacity or reduce service frequency because its customers need to restock every one to two months, regardless of tariffs. But until shippers and suppliers figure out how to share the cost burden of Trump’s tariffs, Cox said trans-Pacific volumes will likely stay muted. “It's our view that in four to eight weeks is when a lot of inventory runs out, and cargo's going to need to move,” he said. “There's a lot of activity going on right now between manufacturers, importers and retailers about how to cover these tariffs. Our customers are loath to have empty shelves to the extent that they can help it. And we think that a significant amount of cargo will be moving at the last minute.” One trade issue that Cox expects won’t be negotiated away will be the de minimis exemption for low-value goods shipped directly from China via air freight. However, Cox said the end of the de minimis exemption will mean a pivot to ocean freight as China’s e-commerce retailers look to stage their goods for shipment within the US. Regarding the announcement from Chinese online marketplace Temu that it has stopped shipping directly from China to the US, Cox said it looks like a move by the company to “convert itself into more of an Amazon-like model” that will allow Matson to take advantage of a modal shift from air to ocean. “So, I think we do see more of that air cargo now converting into ocean, and that may be a long-term opportunity for us as e-commerce continues to grow,” he said. Contact Michael Angell at michael.angell@spglobal.com

Trans-Pacific

Container lines

Chinese tariffs cloud trans-Pacific outlook for 2025: Matson

<div class="phx-topic abstract-wrapper">Relative stability may indicate that during the coming trade war, transloading could fare better than inland point intermodal, writes Larry Gross.</div>

Relative stability may indicate that during the coming trade war, transloading could fare better than inland point intermodal, writes Larry Gross.

<div class="phx-topic">With intermodal staring down the barrel at huge reductions in inbound TEUs on the US West Coast, it’s looking pretty clear that the international intermodal sector is about to take a haircut. But what will the effect be on the domestic intermodal sector? Transloading is an important component of the domestic intermodal market. Much of the volume moving off the West Coast in domestic containers is transloaded import cargo. <div class="wrapper-narrow float-right-element"><img src="/images/phoenix/5999545_0.1.jpg"></img></div>Southern California is the epicenter of transload activity. Gross Transportation Consulting (GTC) estimates that in the first quarter of 2025, approximately 70% of import TEUs arriving in California moved out of the region via intermodal. Trucks handled the remainder, either for local consumption or long-haul dray to destinations such as Phoenix and Tucson. Some 57% of the TEUs emerging from the Southwest on intermodal were transloads, with the remaining 43% moving intact as inland point intermodal (IPI). The first chart tracks the number of TEUs arriving each calendar quarter into California ports and GTC’s estimates for the number of TEUs exiting via intermodal. This latter figure is then further divided into transload and IPI volumes. This chart clearly shows the relative stability of the transload activity as compared to both inbound TEUs and Intact/IPI. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="653d4f31-f6ac-42b8-954e-337df74b6a36"></dynamic-object></div>The second chart displays the same data in terms of intermodal’s participation in import TEUs. At the beginning of 2023, arriving import TEUs reached their lowest point in recent history, but the percentage of those TEUs leaving via intermodal was relatively high. Since then, import TEUs arriving moved up, peaking in the second half of last year before retreating in 2025 Q1. Intermodal TEUs coming out of the region also increased, but not quite as quickly, resulting in a drop in the intermodal percentage. This was due entirely to a reduction in the percentage of TEUs coming out via transload. Note that the drop in the transload percentage does not mean that the transload volume went down, but rather that it remained relatively stable with IPI handling most of the increase in import TEUs. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="ebc6ee7f-ee5f-4b63-a7c5-bec153f7c798"></dynamic-object></div>This relative stability may indicate that during the coming trade war, transloading may fare better than IPI. Undoubtedly, transload activity will drop, but perhaps not by as much as import TEUs or IPI shipments. I estimate that transloads out of California represent over 15% of all North American domestic intermodal activity. Transloading also takes place out of the Pacific Northwest, although to a lesser extent. Western Canadian ports have limited transload activity, as IPI and repositioning of ISO (International Organization for Standardization) boxes with domestic loads is a much more common practice north of the border. Not much transload moves via intermodal off the East Coast, as the shorter haul impairs the economics of the practice. But if you put it all together, transloads likely represent at least 20% of all North American intermodal activity, and an even higher percentage of US domestic intermodal volume. While the weaker transloading flows off the West Coast will result in lower eastbound domestic intermodal volume, the westbound flows of domestic freight won’t necessarily decline in lockstep. This could result in an inversion of the norm, with westbound becoming the headhaul direction and eastbound the backhaul side of the main east-west lanes off the West Coast. Contact Larry Gross at <a href="mailto:lgross@intermodalindepth.com">lgross@intermodalindepth.com</a>. </div>

With intermodal staring down the barrel at huge reductions in inbound TEUs on the US West Coast, it’s looking pretty clear that the international intermodal sector is about to take a haircut. But what will the effect be on the domestic intermodal sector? Transloading is an important component of the domestic intermodal market. Much of the volume moving off the West Coast in domestic containers is transloaded import cargo. Southern California is the epicenter of transload activity. Gross Transportation Consulting (GTC) estimates that in the first quarter of 2025, approximately 70% of import TEUs arriving in California moved out of the region via intermodal. Trucks handled the remainder, either for local consumption or long-haul dray to destinations such as Phoenix and Tucson. Some 57% of the TEUs emerging from the Southwest on intermodal were transloads, with the remaining 43% moving intact as inland point intermodal (IPI). The first chart tracks the number of TEUs arriving each calendar quarter into California ports and GTC’s estimates for the number of TEUs exiting via intermodal. This latter figure is then further divided into transload and IPI volumes. This chart clearly shows the relative stability of the transload activity as compared to both inbound TEUs and Intact/IPI. The second chart displays the same data in terms of intermodal’s participation in import TEUs. At the beginning of 2023, arriving import TEUs reached their lowest point in recent history, but the percentage of those TEUs leaving via intermodal was relatively high. Since then, import TEUs arriving moved up, peaking in the second half of last year before retreating in 2025 Q1. Intermodal TEUs coming out of the region also increased, but not quite as quickly, resulting in a drop in the intermodal percentage. This was due entirely to a reduction in the percentage of TEUs coming out via transload. Note that the drop in the transload percentage does not mean that the transload volume went down, but rather that it remained relatively stable with IPI handling most of the increase in import TEUs. This relative stability may indicate that during the coming trade war, transloading may fare better than IPI. Undoubtedly, transload activity will drop, but perhaps not by as much as import TEUs or IPI shipments. I estimate that transloads out of California represent over 15% of all North American domestic intermodal activity. Transloading also takes place out of the Pacific Northwest, although to a lesser extent. Western Canadian ports have limited transload activity, as IPI and repositioning of ISO (International Organization for Standardization) boxes with domestic loads is a much more common practice north of the border. Not much transload moves via intermodal off the East Coast, as the shorter haul impairs the economics of the practice. But if you put it all together, transloads likely represent at least 20% of all North American intermodal activity, and an even higher percentage of US domestic intermodal volume. While the weaker transloading flows off the West Coast will result in lower eastbound domestic intermodal volume, the westbound flows of domestic freight won’t necessarily decline in lockstep. This could result in an inversion of the norm, with westbound becoming the headhaul direction and eastbound the backhaul side of the main east-west lanes off the West Coast. Contact Larry Gross at lgross@intermodalindepth.com .

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Rail News

North-American rail

Intermodal providers

Surface

Domestic intermodal may breathe easy, at least for now: analyst 

<div class="phx-topic abstract-wrapper">Interest in FTZs, where shippers can store goods while deferring the payment of duties, has increased dramatically since President Donald Trump implemented tariffs in April.</div>

Interest in FTZs, where shippers can store goods while deferring the payment of duties, has increased dramatically since President Donald Trump implemented tariffs in April.

<div class="phx-topic">US shippers are increasingly turning to foreign trade zones (FTZs) in search of temporary relief from Trump administration tariffs, but tight storage availability and bureaucratic hurdles mean an FTZ is not a sure-fire option. FTZs are designated domestic locations, typically close to a port of entry, where shippers can store cargo that has not officially entered the US while deferring payment of tariffs and duties. The sites, administered by US Customs and Border Protection (CBP), can also be used for processing or manufacturing. Interest in the FTZs has increased dramatically since President Donald Trump implemented tariffs in April, with responses to inquiries for FTZ space surging by more than 500%, according to FTZ consulting firm IMS Worldwide. Still, many shippers aren’t sure when — or if — to turn to an FTZ. “The demand for FTZs is growing, so we’re going to need to turn more warehouses into FTZs,” said Curtis Spencer, CEO of IMS Worldwide. “The demand for FTZ space is going to increase, because people need more bonded space. The demand right now for bonded warehouses and foreign trade zones is off the charts.” Shippers must have an established framework for FTZs to use the facilities, which means the shipper must have FTZ space booked months in advance or operate the FTZ themselves, a bureaucratic process that can take up to two years. <a href="https://www.joc.com/article/us-importers-turn-to-canadian-bonded-storage-to-delay-payment-of-tariffs-5990113">As bonded warehousing space becomes increasingly unavailable</a>, FTZ’s could offer importers longer-term solutions and savings if used correctly, said Spencer. “Foreign trade zones are just really the only way to mitigate and to manage tariff pain,” he said. “You’re going to feel some pain, but how do you get the silver lining on that pain? Foreign trade zones. They allow you to operate exactly like you do today without slowing your supply chain.” Spencer outlined the potential for importers to save on tariff costs, with further opportunity for growth if those savings are reinvested. “Shippers are leaving money on the table by not exploring this option,” he said. <h3>FTZ provides tariff certainty </h3>Still, there is confusion around FTZs. Some importers have inaccurately suggested that tariffs can be dodged by using FTZs, when in fact duties still must be paid. They are locked in at their existing level when cargo is brought into the FTZ and then deferred until the goods formally enter the US. “The current executive order requires goods that go into a foreign trade zone to be locked into the rate at which they arrive at the zone,” said Melissa Irmen, director of advocacy and strategic relations for the National Association of Foreign-Trade Zones (NAFTZ). “If you put goods in today, and there’s a 10% tariff on it, and three months from now, if that tariff is eliminated, you’re still locked in [at 10%]. On the other hand, if the tariffs increase, those goods are locked in at the lower rate.” Additionally, some shippers are utilizing manufacturing FTZs to assemble products, which changes the tariff code on the cargo before it is formally brought into the US, perhaps with a less expensive duty. And some companies, such as Dixie Cullen Interests, offer both FTZ and bonded warehousing resources, allowing customers to balance the benefits of both. Contact Laura Robb at <a href="mailto:Laura.Robb@spglobal.com">laura.robb@spglobal.com</a>.  </div>

US shippers are increasingly turning to foreign trade zones (FTZs) in search of temporary relief from Trump administration tariffs, but tight storage availability and bureaucratic hurdles mean an FTZ is not a sure-fire option. FTZs are designated domestic locations, typically close to a port of entry, where shippers can store cargo that has not officially entered the US while deferring payment of tariffs and duties. The sites, administered by US Customs and Border Protection (CBP), can also be used for processing or manufacturing. Interest in the FTZs has increased dramatically since President Donald Trump implemented tariffs in April, with responses to inquiries for FTZ space surging by more than 500%, according to FTZ consulting firm IMS Worldwide. Still, many shippers aren’t sure when — or if — to turn to an FTZ. “The demand for FTZs is growing, so we’re going to need to turn more warehouses into FTZs,” said Curtis Spencer, CEO of IMS Worldwide. “The demand for FTZ space is going to increase, because people need more bonded space. The demand right now for bonded warehouses and foreign trade zones is off the charts.” Shippers must have an established framework for FTZs to use the facilities, which means the shipper must have FTZ space booked months in advance or operate the FTZ themselves, a bureaucratic process that can take up to two years. As bonded warehousing space becomes increasingly unavailable , FTZ’s could offer importers longer-term solutions and savings if used correctly, said Spencer. “Foreign trade zones are just really the only way to mitigate and to manage tariff pain,” he said. “You’re going to feel some pain, but how do you get the silver lining on that pain? Foreign trade zones. They allow you to operate exactly like you do today without slowing your supply chain.” Spencer outlined the potential for importers to save on tariff costs, with further opportunity for growth if those savings are reinvested. “Shippers are leaving money on the table by not exploring this option,” he said. FTZ provides tariff certainty Still, there is confusion around FTZs. Some importers have inaccurately suggested that tariffs can be dodged by using FTZs, when in fact duties still must be paid. They are locked in at their existing level when cargo is brought into the FTZ and then deferred until the goods formally enter the US. “The current executive order requires goods that go into a foreign trade zone to be locked into the rate at which they arrive at the zone,” said Melissa Irmen, director of advocacy and strategic relations for the National Association of Foreign-Trade Zones (NAFTZ). “If you put goods in today, and there’s a 10% tariff on it, and three months from now, if that tariff is eliminated, you’re still locked in [at 10%]. On the other hand, if the tariffs increase, those goods are locked in at the lower rate.” Additionally, some shippers are utilizing manufacturing FTZs to assemble products, which changes the tariff code on the cargo before it is formally brought into the US, perhaps with a less expensive duty. And some companies, such as Dixie Cullen Interests, offer both FTZ and bonded warehousing resources, allowing customers to balance the benefits of both. Contact Laura Robb at laura.robb@spglobal.com . 

Maritime

Air Cargo

Container Shipping News

Transport, Trade and Regulation News

North American ports

Supply chain

US importers turning to foreign trade zones amid tariff hikes

<div class="phx-topic abstract-wrapper">A swing from renewables to fossil fuels in the US and new opportunities for wind cargoes internationally could overhaul traditional MPV trade lanes over time.</div>

A swing from renewables to fossil fuels in the US and new opportunities for wind cargoes internationally could overhaul traditional MPV trade lanes over time.

<div class="phx-topic">A shift in multipurpose vessel (MPV) trade patterns in response to a US focus on fossil fuels over renewables will be more evolutionary than revolutionary, industry executives tell the Journal of Commerce. MPV operators are expecting to see a shift from wind energy to oil and gas-related cargoes to the US due to the Trump administration’s emphasis on hydrocarbon developments at the expense of renewables. This recalibration in energy resource development coupled with the impact from Donald Trump’s tariff policies could also lead to a shift in trade patterns as project developers and engineering contractors source equipment from alternative markets, executives said. However, while oil and gas projects have a shorter lead time in planning and construction compared with renewable projects, the shift in focus is likely to take some time to materialize. “We are likely to see a shift in energy-related shipments rather than a complete switch, with less wind energy cargo and more oil and gas-related shipments,” Michael Morland, G2 Ocean’s project cargo director/Atlantic, told the Journal of Commerce. “Wind energy projects typically take longer to plan, finance and build, so changes in policy or market conditions are slower to show.” he added. “On the other hand, the oil and gas sector tends to react more quickly to changes.” The readjustment in US energy priorities — summed up in the Trump mantra “drill, baby drill” and a presidential directive in January to immediately stop offshore wind development — was highlighted in several recent US government decisions. These include the launch by the Department of the Interior on April 18 of public consultation for the five-year 11th National Outer Continental Shelf (OCS) oil and gas leasing program. This is likely to include new offshore development areas in the High Arctic offshore of Alaska and large tracts off the Atlantic and Pacific that were protected under the previous Biden administration. “The increased governmental support for oil drilling has been welcomed by the industry, leading to more shipments of land-based drilling equipment to the US,” Morland added. On wind power, the Environmental Protection Agency (EPA) and the Interior Department’s Bureau of Ocean Energy Management (BOEM) have already rolled back approval for two East Coast offshore wind energy projects following the presidential directive. In March, the EPA suspended permits for the Atlantic Shores offshore wind project planned for offshore New Jersey, pending a review of regulatory approvals. Then, on April 16, the BOEM ordered work to stop on Equinor’s $2.5 billion Empire Wind offshore wind development in New York while a review took place. While state authorities have vowed to fight the Trump administration’s decision, Atlantic Shores, part of French electricity utility EDF Renewables, and Equinor both said they were assessing the implications of the stop work orders before deciding further action. <h3>Market shift for wind cargoes </h3>Development of wind energy projects in the US, similar to Europe, were already facing a raft of challenges even before the US government’s moratorium, shipping executives said. The US action, coupled with the uncertain tariff regime, may also encourage operators and carriers to look at other international markets. “High interest rates, inflation and rising material and logistics costs are hurting the financial viability of many capital projects, especially in renewable energy, across the US and Europe,” Edwin Peh, G2 Ocean’s project cargo director/Pacific, told the Journal of Commerce. “The uncertain regulatory environment in the US and the application of reciprocal tariffs will further impact renewable projects,” Peh added. “These challenges are expected to raise project costs, cause delays, and drive a strategic shift away from the US toward markets with more favorable conditions.” The US was the third-largest global market last year for new wind turbine installations, adding about 4 gigawatts (GW) of new capacity, according to the Global Wind Energy Council’s (GWEC’s) 2025 market report published on April 23. But the number of onshore installations dropped to the lowest level since 2013, the GWEC report said. GWEC pointed out that the rising stars for wind energy development include Southeast Asia, Central Asia (including Uzbekistan), South Africa and the Middle East. GWEC forecast that, globally, a record 139 GW of new capacity will be added this year, with 981 GW of new capacity likely to be added by 2030 under current policies. Ulrich Ulrichs, CEO of BBC Chartering, said Europe is expected “to maintain a significant market share” of renewable energy projects that are anticipated to be developed in the coming years. Norwegian ship classification society DNV forecast a six-fold increase in offshore wind capacity, to 214 GW, in Europe’s North Sea by 2050, according to its North Sea report published on April 9. <h3>Opportunities in Asia </h3>Japan and Taiwan are also expanding their offshore wind capacity, creating opportunities for carriers. Mitsui O.S.K. Lines announced it had teamed up with Taisei Corporation and Kanadevia Corporation at the end of March to collaborate on the commercialization of floating offshore wind power generation. That followed approval of Japan’s 7th strategic energy plan in February that aims for renewable energy to account for 40% to 50% of the country’s electricity mix by 2040 with offshore wind power the key element. In Taiwan, Copenhagen Infrastructure Partners (CIP) said in March it had reached financial close on its 495-megawatt (MW) Fengmiao 1 offshore wind project after securing $3 billion in project financing. CIP said Vestas will supply 33 15-MW wind turbines to Fengmiao 1 with construction due to be completed by the end of 2027. Netherlands-headquartered MPV and heavy-lift operator Jumbo Offshore has previously been active in the Taiwanese market, completing its Yunlin offshore wind farm contract last September for client Yunneng Wind Power. Contact Keith Wallis at <a href="mailto:keithwallis@hotmail.com">keithwallis@hotmail.com</a>. </div>

A shift in multipurpose vessel (MPV) trade patterns in response to a US focus on fossil fuels over renewables will be more evolutionary than revolutionary, industry executives tell the Journal of Commerce. MPV operators are expecting to see a shift from wind energy to oil and gas-related cargoes to the US due to the Trump administration’s emphasis on hydrocarbon developments at the expense of renewables. This recalibration in energy resource development coupled with the impact from Donald Trump’s tariff policies could also lead to a shift in trade patterns as project developers and engineering contractors source equipment from alternative markets, executives said. However, while oil and gas projects have a shorter lead time in planning and construction compared with renewable projects, the shift in focus is likely to take some time to materialize. “We are likely to see a shift in energy-related shipments rather than a complete switch, with less wind energy cargo and more oil and gas-related shipments,” Michael Morland, G2 Ocean’s project cargo director/Atlantic, told the Journal of Commerce. “Wind energy projects typically take longer to plan, finance and build, so changes in policy or market conditions are slower to show.” he added. “On the other hand, the oil and gas sector tends to react more quickly to changes.” The readjustment in US energy priorities — summed up in the Trump mantra “drill, baby drill” and a presidential directive in January to immediately stop offshore wind development — was highlighted in several recent US government decisions. These include the launch by the Department of the Interior on April 18 of public consultation for the five-year 11th National Outer Continental Shelf (OCS) oil and gas leasing program. This is likely to include new offshore development areas in the High Arctic offshore of Alaska and large tracts off the Atlantic and Pacific that were protected under the previous Biden administration. “The increased governmental support for oil drilling has been welcomed by the industry, leading to more shipments of land-based drilling equipment to the US,” Morland added. On wind power, the Environmental Protection Agency (EPA) and the Interior Department’s Bureau of Ocean Energy Management (BOEM) have already rolled back approval for two East Coast offshore wind energy projects following the presidential directive. In March, the EPA suspended permits for the Atlantic Shores offshore wind project planned for offshore New Jersey, pending a review of regulatory approvals. Then, on April 16, the BOEM ordered work to stop on Equinor’s $2.5 billion Empire Wind offshore wind development in New York while a review took place. While state authorities have vowed to fight the Trump administration’s decision, Atlantic Shores, part of French electricity utility EDF Renewables, and Equinor both said they were assessing the implications of the stop work orders before deciding further action. Market shift for wind cargoes Development of wind energy projects in the US, similar to Europe, were already facing a raft of challenges even before the US government’s moratorium, shipping executives said. The US action, coupled with the uncertain tariff regime, may also encourage operators and carriers to look at other international markets. “High interest rates, inflation and rising material and logistics costs are hurting the financial viability of many capital projects, especially in renewable energy, across the US and Europe,” Edwin Peh, G2 Ocean’s project cargo director/Pacific, told the Journal of Commerce. “The uncertain regulatory environment in the US and the application of reciprocal tariffs will further impact renewable projects,” Peh added. “These challenges are expected to raise project costs, cause delays, and drive a strategic shift away from the US toward markets with more favorable conditions.” The US was the third-largest global market last year for new wind turbine installations, adding about 4 gigawatts (GW) of new capacity, according to the Global Wind Energy Council’s (GWEC’s) 2025 market report published on April 23. But the number of onshore installations dropped to the lowest level since 2013, the GWEC report said. GWEC pointed out that the rising stars for wind energy development include Southeast Asia, Central Asia (including Uzbekistan), South Africa and the Middle East. GWEC forecast that, globally, a record 139 GW of new capacity will be added this year, with 981 GW of new capacity likely to be added by 2030 under current policies. Ulrich Ulrichs, CEO of BBC Chartering, said Europe is expected “to maintain a significant market share” of renewable energy projects that are anticipated to be developed in the coming years. Norwegian ship classification society DNV forecast a six-fold increase in offshore wind capacity, to 214 GW, in Europe’s North Sea by 2050, according to its North Sea report published on April 9. Opportunities in Asia Japan and Taiwan are also expanding their offshore wind capacity, creating opportunities for carriers. Mitsui O.S.K. Lines announced it had teamed up with Taisei Corporation and Kanadevia Corporation at the end of March to collaborate on the commercialization of floating offshore wind power generation. That followed approval of Japan’s 7th strategic energy plan in February that aims for renewable energy to account for 40% to 50% of the country’s electricity mix by 2040 with offshore wind power the key element. In Taiwan, Copenhagen Infrastructure Partners (CIP) said in March it had reached financial close on its 495-megawatt (MW) Fengmiao 1 offshore wind project after securing $3 billion in project financing. CIP said Vestas will supply 33 15-MW wind turbines to Fengmiao 1 with construction due to be completed by the end of 2027. Netherlands-headquartered MPV and heavy-lift operator Jumbo Offshore has previously been active in the Taiwanese market, completing its Yunlin offshore wind farm contract last September for client Yunneng Wind Power. Contact Keith Wallis at keithwallis@hotmail.com .

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<div class="phx-topic abstract-wrapper">In launching TruSygnal, Burns Logistics CEO Ed Burns wanted to provide a way to allow small carriers to create relationships with shippers that typically shy away from brokers. </div>

In launching TruSygnal, Burns Logistics CEO Ed Burns wanted to provide a way to allow small carriers to create relationships with shippers that typically shy away from brokers.

<div class="phx-topic">The tug of war between truckload brokers and small carriers for the attention of shippers has almost always gone the way of brokers; <a href="https://www.joc.com/article/dat-acquires-trucker-tools-in-move-to-reduce-load-board-driver-churn-5907848">the huge number of solutions</a> aimed at <a href="https://www.joc.com/article/broker-automation-vendor-lands-funding-round-in-increasingly-competitive-market-5874677">enabling brokers</a> — rather than disintermediating them — is a testament to that reality. <div class="wrapper-narrow float-right-element"><img src="/images/phoenix/5998128_0.1.jpg"></img></div>But there remains a section of the US truckload industry that sees a path for small carriers to work directly with shippers more often. Ed Burns, CEO of third-party logistics provider (3PL) Burns Logistics, is one of those people. Over the past year, he and his father, a well-known industry veteran with the same name, launched a new platform to enable shippers and small carriers to connect on lanes where volume and capacity overlap. Burns Logistics has built a name for itself as a trusted 3PL across virtually every category of trucking, but Burns realized there was still room for technology to serve as a direct conduit between certain shippers and smaller carriers. The vast proportion of truckload volume either moves directly with large carriers — i.e., those with fleets of 1,000 or more trucks — or via freight brokers. The online platform, dubbed TruSygnal, allows carriers to input their available capacity and shippers to post their volume requirements. The system automatically finds matches based on the lanes where those factors overlap and alerts both parties, which then have a choice to work together, either through the app or offline. The younger Burns told the Journal of Commerce TruSygnal is designed to give shippers a more complete view of the truckload market by showing them more of the capacity that is available, not just the carriers a broker might have access to. “There are lot of 100-, 200-, or 500-truck fleets that no one knows exists,” he said, adding that “A 300-truck fleet is a significant carrier, but it still flies under the radar.” The app is not meant to facilitate spot market or transactional interactions, but rather to expose shippers to new sources of long-term capacity. “The premise is that a carrier’s network is always going to change,” Burns said. “If you’re running 250 trucks, you have existing customers, but every time you win a new customer, your network changes. And shipper networks aren’t stagnant either. Carriers go out of business, or they don’t meet your service needs.” Burns emphasized that TruSygnal is “not for every shipper, by any means.” He said the idea is not to replace brokers but rather to provide a different option for shippers that don’t ordinarily use brokers a lot — or at all — while giving carriers more visibility to those shippers. “It depends on your split between carriers and brokers and what do you want it to be,” he said. “If you’re 50-50 and like it that way, or you just want [the freight] to move as cheaply as possible, then it’s probably not suited for you.” Alternatively, if a shipper prioritizes service over price, or they tend to work with their carriers on a long-term basis, “that’s a good sign that this platform will work. Strategic shippers realize this market will change at some point, and they realize if they’re set up now and locked in at whatever the price is, and price goes up, and it’s a good fleet, they’ll still be taken care of.” Burns said the company plans to eventually layer in carrier vetting, insurance and rate benchmarking tools to provide a more robust experience for shippers. Carriers, meanwhile, can set preferences around things like deadhead tolerances to ensure they aren’t matched with too many loads outside their comfort zone. More broadly, Burns sees TruSygnal as a way to combat a market that’s become too “bid happy.” “It’s wild for a major shipper to do an annual bid, and then two weeks later, [they] get invited to a mini-bid,” either in a lane in which they already operate, or a new one they’re adding, he said. With TruSygnal, shippers don’t need mini-bids, they can see which fleets already operate in this new lane. “Shippers are getting 50 to 60 solicitations a day for their freight,” Burns added. “They can’t answer all those, but on any given day, there’s probably a carrier in that group that works for them.” Contact Eric Johnson at <a href="mailto:eric.johnson@spglobal.com">eric.johnson@spglobal.com</a>. </div>

The tug of war between truckload brokers and small carriers for the attention of shippers has almost always gone the way of brokers; the huge number of solutions aimed at enabling brokers — rather than disintermediating them — is a testament to that reality. But there remains a section of the US truckload industry that sees a path for small carriers to work directly with shippers more often. Ed Burns, CEO of third-party logistics provider (3PL) Burns Logistics, is one of those people. Over the past year, he and his father, a well-known industry veteran with the same name, launched a new platform to enable shippers and small carriers to connect on lanes where volume and capacity overlap. Burns Logistics has built a name for itself as a trusted 3PL across virtually every category of trucking, but Burns realized there was still room for technology to serve as a direct conduit between certain shippers and smaller carriers. The vast proportion of truckload volume either moves directly with large carriers — i.e., those with fleets of 1,000 or more trucks — or via freight brokers. The online platform, dubbed TruSygnal, allows carriers to input their available capacity and shippers to post their volume requirements. The system automatically finds matches based on the lanes where those factors overlap and alerts both parties, which then have a choice to work together, either through the app or offline. The younger Burns told the Journal of Commerce TruSygnal is designed to give shippers a more complete view of the truckload market by showing them more of the capacity that is available, not just the carriers a broker might have access to. “There are lot of 100-, 200-, or 500-truck fleets that no one knows exists,” he said, adding that “A 300-truck fleet is a significant carrier, but it still flies under the radar.” The app is not meant to facilitate spot market or transactional interactions, but rather to expose shippers to new sources of long-term capacity. “The premise is that a carrier’s network is always going to change,” Burns said. “If you’re running 250 trucks, you have existing customers, but every time you win a new customer, your network changes. And shipper networks aren’t stagnant either. Carriers go out of business, or they don’t meet your service needs.” Burns emphasized that TruSygnal is “not for every shipper, by any means.” He said the idea is not to replace brokers but rather to provide a different option for shippers that don’t ordinarily use brokers a lot — or at all — while giving carriers more visibility to those shippers. “It depends on your split between carriers and brokers and what do you want it to be,” he said. “If you’re 50-50 and like it that way, or you just want [the freight] to move as cheaply as possible, then it’s probably not suited for you.” Alternatively, if a shipper prioritizes service over price, or they tend to work with their carriers on a long-term basis, “that’s a good sign that this platform will work. Strategic shippers realize this market will change at some point, and they realize if they’re set up now and locked in at whatever the price is, and price goes up, and it’s a good fleet, they’ll still be taken care of.” Burns said the company plans to eventually layer in carrier vetting, insurance and rate benchmarking tools to provide a more robust experience for shippers. Carriers, meanwhile, can set preferences around things like deadhead tolerances to ensure they aren’t matched with too many loads outside their comfort zone. More broadly, Burns sees TruSygnal as a way to combat a market that’s become too “bid happy.” “It’s wild for a major shipper to do an annual bid, and then two weeks later, [they] get invited to a mini-bid,” either in a lane in which they already operate, or a new one they’re adding, he said. With TruSygnal, shippers don’t need mini-bids, they can see which fleets already operate in this new lane. “Shippers are getting 50 to 60 solicitations a day for their freight,” Burns added. “They can’t answer all those, but on any given day, there’s probably a carrier in that group that works for them.” Contact Eric Johnson at eric.johnson@spglobal.com .

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Logistics vets bridging shipper-small carrier divide sans broker

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The world of LTL is slow to embrace change. Business anachronisms permeate current supply chain processes. These vestiges of the way things used to work define the LTL freight transportation procurement process of many modern shippers.David Knuth, logistics specialist at IEWC, a global supplier of cable and wire based in Wisconsin, is happy to have modernized the RFP process, automating the entire LTL bidding procedure with Bid$ense, SMC³’s automated truckload and LTL freight transportation sourcing solution. But when prompted, he can still recall what once was.In his previous job, a large part of his duties were consumed by creating an intermodal bid package for carriers. In a spreadsheet, Knuth detailed the company’s volumes lane by lane, taking care to delete any errant keystrokes or misleading data. He would then email out the information to each carrier, taking time to respond to detailed technical questions about the spreadsheet data. Finally, he had to compile all the results, create an algorithm that would compare the carriers on each lane, and award the business.“It was a huge undertaking. It took about four months to do,” Knuth said of the old process. “It was almost a full-time job for that part of the year, every year.”In his new job at IEWC, he sat down with Bid$ense on day one and was amazed at the capabilities. Knuth had never before used a bid tool. SMC³’s latest versions of Bid$ense automate the process even further, taking truckload and LTL RFPs entirely online. The tool draws on RFP best-practices protocols to streamline the bidding communication process, enabling bidding carriers to respond accurately and promptly to shipper requests. The solution also does all the distribution work automatically, electronically submitting shipper bid data to carriers based on their actual service capabilities and performance records. Carriers are alerted with timely prompts for RFP deliverables, so shippers aren’t waiting by the phone for responses.Another benefit of automating the process is the data-cleansing assistance. When Knuth sent spreadsheets to carriers, data errors might cloud the bidding process; he might have to resend data or simply accept a price that did not truly reflect the costs of doing business. Data cleansing is incredibly beneficial, he said.The spreadsheet technique also made bidding analysis an onerous task. Since Bid$ense automates and streamlines the entire RFP process, intensive examination is now simple. SMC³ knows that each bid has more than one best outcome. With uniform responses from each carrier, shippers can quickly rank results and create an unlimited quantity of what-if scenarios to make the optimal procurement decision.Jesse Burnett of Central Garden &amp; Pet experiences many of the same benefits. Founded in 1980, Central Garden &amp; Pet has spent the last three decades growing from a small garden supply company to a provider of a range of products from dog chews and bird seed to soil supplements and natural insecticides. For much of its life, the company shipped these disparate goods via LTL and truckload carriers to retailers throughout the country, relying on each business unit to negotiate directly with their freight transportation providers. This arrangement worked fairly well for a small company, but as Central Garden &amp; Pet expanded, leadership decided to consolidate decision making.Burnett helped centralize the transportation decision making in 2015 with SMC³’s Bid$ense. Before Bid$ense, every business unit operated independently as far as negotiating with carriers.“There were a lot of different things just floating around,” he said. “We didn’t have master agreements in place; no national pricing at all. The pricing from carriers was just all over the place, depending on where you were.”The transformations he saw with Bid$ense were immediate. Burnett has been using the tool about every other year since its implementation at the company. Central Garden and Pet’s $19.6 million 2019 LTL bid saved the company just more than 9 percent when compared to its historical average. For Burnett, though, bid automation extends far beyond savings.“We knew that we weren’t getting the best pricing offer from our carriers just because nothing was centralized,” he continued. “We knew that if we combined everything from all these business units and paired it with one corporate offering, then it would drive some cost benefit with it.”When the company initially decided to centralize bid procurement, executives researched a number of different methodologies and technologies. In the end, though, Burnett found that Bid$ense was both widespread and well known, and that his carrier partners already knew how to use the application. Burnett also highlighted the data-cleansing process as a major benefit, saying the rigorous process ensures that carriers always return the best price.“It definitely has helped drive savings,” he said. “Any time you go out there and you drive that competitiveness with the carriers and they know they’re in a bid environment, it seems to sharpen their pencils.”Transportation procurement is an integral part of the modern supply chain. With Bid$ense, shippers can develop a strategic implementation plan that saves them time and money, but also helps them create strong relationships with their carrier partners. These carriers appreciate the solution’s data-cleansing process; when carriers receive a complete shipment history and future volume forecast, they don’t have to guess on pricing. Carriers that receive more data from shippers get a complete picture of that shipper’s freight, allowing them to accurately plan instead of simply preparing for the worst-case scenario. Clean data presented through an automated system can lead to both bigger shipment savings and a lasting partnership between carrier and customer.Whether customers are looking to streamline over-the-road transportation bidding by automating the RFP process or create an entirely new, centralized sourcing process, Bid$ense has the analytical horsepower to get the job done.SMC³ 2020 Customer Case Study

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Shippers save money, time with automated transportation bidding tools

If there’s one immutable truth in the world of logistics, it’s this: LTL is an inherently complex form of transportation. Tariffs, rates, DIM weights, transit times — it’s enough to confuse even seasoned logistics professionals. The solution to this knowledge gap has historically been on-the-job training or university supply chain education, but for a variety of reasons there is now a pressing need for third-party, remote LTL training that prepares logistics workers for transportation success. Global Scope Can Overlook Local Intricacies In the past, professionals looking to move into a supply chain career learned about the basics of supply chain from universities. However, many of these college supply chain programs are now global in scope, focusing on worldwide supply chain management instead of the intricacies of specialized domestic transportation. And even these programs, which used to be widespread, are becoming less common. LTL is not an industry of broad-brush strokes; supply chain professionals really need a pointillistic understanding of the logistics of LTL in order to excel in the industry. Accelerating Need for Dedicated LTL Education This lack of specified training put the onus on employers to prepare new hires with the LTL knowledge needed to do their jobs. Dedicated LTL study is a necessity, not a luxury. At the same time, changes in LTL and the broader supply chain world are accelerating. The reliance on e-commerce has ballooned since the start of the pandemic, and last-mile LTL shipments and related e-commerce strains on the supply chain won’t diminish once social distancing abates. That genie isn’t going back into the bottle. So supply chain employers need logistics workers that are fully versed in all aspects of the industry, ready to solve unique shipping and delivery problems based on their extensive supply chain knowledge But why care about LTL? It’s been reported that some shippers in today’s world are no longer concerned with what mode is used to ship their goods. A Multimodal Approach Ensures On-Time Delivery This mode agnosticism means supply chain stakeholders have to be well versed in all modes of transportation. As unforeseen weather events and other disruptions, such as protests, become more common, savvy logistics employees will need to be armed with familiarity of all modes, not just the most popular, to ensure that freight is delivered on time, without damage, and in the most financially expedient way possible. Offerings like SMC³’s LTL online education courses cover a wide range of topics from LTL basics and operations to more advanced concepts like pricing analytics and transportation law. The company also has plans to continually refresh content, adding new expert presenters and taking the feedback of students to make the courses even better as time goes on. Learn more about&nbsp;<a href="https://logisticstrainingcenter.com/smc3-courses/" rel="noreferrer" class="joc_admin__link">SMC³’s LTL Online Education program</a>&nbsp;and view the 2021 hybrid schedule, featuring live industry experts,&nbsp;<a href="https://www.smc3.com/onlinelearning2021/" rel="noreferrer" class="joc_admin__link">here.</a>

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