<div>Copyright 2007, Traffic World, Inc.More than a decade after the fatal crash of a ValuJet plane near Miami led to changes in regulations on hazardous materials transport by air, the federal government is toughening the standards for shipping some goods on aircraft.The Department of Transportation this month issued new requirements for how oxygen cylinders and oxygen generators are to be packed on aircraft. The requirements include outer packaging that meets new flame and heat resistance standards.The new standard for packaging is tougher than packing guidelines designed by the Air Transport Association airlines and their customers had been using. The DOT...

Copyright 2007, Traffic World, Inc. More than a decade after the fatal crash of a ValuJet plane near Miami led to changes in regulations on hazardous materials transport by air, the federal government is toughening the standards for shipping some goods on aircraft. The Department of Transportation this month issued new requirements for how oxygen cylinders and oxygen generators are to be packed on aircraft. The requirements include outer packaging that meets new flame and heat resistance standards. The new standard for packaging is tougher than packing guidelines designed by the Air Transport Association airlines and their customers had been using. The DOT has allowed aircraft to carry a limited number of oxygen canisters in the cabins and belly holds of planes as long as the packaging met the ATA specifications. Thomas J. Barrett, administrator of the DOT''s Pipeline and Hazardous Materials Safety Administration, said the new rules were part of an ongoing effort to look at how such canisters can be carried on aircraft without the risk of ruptures that can be catastrophic in the air. Investigators blamed the May 1996 crash of a ValuJet DC-9 shortly after takeoff from Miami International Airport on improperly stowed oxygen canisters in the aircraft''s belly. Investigators believe the canisters, which were company material that had been packed up by a third-party handling company, came loose on takeoff and exploded, igniting a fire that sent the plane crashing into the Everglades, killing 105 passengers and five crewmembers.

Air Cargo

DOT Tougher on Canisters

<div class="phx-topic abstract-wrapper">Traditional retailers in the US are scaling back their space requirements, according to an annual report, as the volatility over tariffs trickles down to the industrial real estate market.</div>

Traditional retailers in the US are scaling back their space requirements, according to an annual report, as the volatility over tariffs trickles down to the industrial real estate market.

Feature image

<div class="phx-topic">US tariff uncertainty is holding back retailers from taking a larger warehousing footprint, fueling demand for domestic manufacturing facilities and giving third-party logistics companies (3PLs) a larger share of the available pipeline of industrial space, according to JLL’s annual Industrial Tenant Demand Study. Traditional retailers in the US have scaled back their industrial space requirements by 16.7% year on year, according to data collected by JLL during the first half of 2025. In contrast, 3PLs expanded their footprint by 12.8% in the same period. Still, overall demand is down almost 11%, marking the third year in a row with demand reductions. “[3PLs are] looking for incremental space,” Daniel Stephen Letter, president and director of Prologis, the largest US industrial real estate firm as measured by square footage, said during a July 16 earnings call. “We're seeing this mostly from the larger 3PLs, many of them are unphased by all the noise in the macro picture.” Additionally, the average warehouse vacancy rate in the US rose to 7.1% in the second quarter – the highest level in over a decade and up one percentage point from Q2 2024, commercial real estate services firm Cushman &amp; Wakefield said in its Q2 industrial real estate report. Meanwhile, JLL said H1 demand for warehousing and distribution was down 14.6% compared to a year ago. JLL said the juxtaposition of the two trends signals retailers are becoming more cautious as logistics providers prepare for potential supply chain disruptions. Prologis said 3PLs accounted for about one-third of the company’s leasing in the second quarter. <h3>Significant 3PL growth </h3>In a sign of their growth, the number of 3PLs occupying the top 100 largest US industrial real estate leases rose in the first quarter of 2025, with 38 3PLs managing 28.9 million square feet – a 35% increase in square footage from Q1 2024 when 28 3PLS controlled 20.6 million square feet. <a href="https://www.joc.com/article/multiplying-supply-chain-risks-drive-growth-for-global-us-based-logistics-firms-6026573">Amazon tops the annual revenue rankings</a> of both domestic and global 3PLs by logistics research firm Armstrong &amp; Associates, with $156.2 billion in 3PL-related revenue. Meanwhile, DHL Supply Chain &amp; Global Forwarding came in second in the global 3PL rankings, followed by Kuehne + Nagel. The Armstrong report said risk created by trade uncertainty and other geopolitical conflicts <a href="https://www.joc.com/article/multiplying-supply-chain-risks-drive-growth-for-global-us-based-logistics-firms-6026573">will help push global gross 3PL revenue up</a> another 2.7% in 2025 to $1.25 trillion. That revenue should grow again by 4.9% in 2026 to $1.3 trillion, it said. Amid the growth, 3PLs accounted for 13% of build-to-suit projects in 2025 in data JLL collected during H1 2025 – the largest share of any industry, JLL said. According to Prologis CFO Timothy D. Arndt, build-to-suit starts for the first half of 2025 totaled $1.1 billion – the largest start to a year that the company has ever had. “In terms of capital deployment, we started over $900 million in new development starts – nearly 65% of which was build-to-suit activity across seven additional projects in both U.S. and Europe,” Arndt said on Prologis’ earnings call. “Beyond this activity, we have signed for an additional three build-to-suits post quarter end.” <h3>Hesitant to commit </h3>Overall, importers are seeking more agile leasing options. Lessees are shifting toward short-term renewals and away from long-term commitments “as they evaluate how evolving global supply chain strategies might impact their space requirements,” JLL wrote in its report. Meanwhile, industrial lessees are slower to move lately, said JLL, with potential lessees staying on the market for an average of 11 months – up almost 70% compared to 6.5 months observed in the fourth quarter of last year. By 2026, JLL projects that figure to reach 14 months. “At the fundamental level, immediate tariff effects have resulted in a pause of deals and decision deferment among occupiers,” said JLL. As tariffs dampen leasing decisions, manufacturing is still showing signs of momentum, with leasing demand up 9% year on year in data collected by JLL during the first half of 2025. The firm noted the shift to manufacturing continues to be a long-term pattern, with those investments taking as much as five years to come to fruition in some cases, said JLL. Contact Laura Robb at <a href="mailto:Laura.Robb@spglobal.com">laura.robb@spglobal.com</a>.  </div>

US tariff uncertainty is holding back retailers from taking a larger warehousing footprint, fueling demand for domestic manufacturing facilities and giving third-party logistics companies (3PLs) a larger share of the available pipeline of industrial space, according to JLL’s annual Industrial Tenant Demand Study. Traditional retailers in the US have scaled back their industrial space requirements by 16.7% year on year, according to data collected by JLL during the first half of 2025. In contrast, 3PLs expanded their footprint by 12.8% in the same period. Still, overall demand is down almost 11%, marking the third year in a row with demand reductions. “[3PLs are] looking for incremental space,” Daniel Stephen Letter, president and director of Prologis, the largest US industrial real estate firm as measured by square footage, said during a July 16 earnings call. “We're seeing this mostly from the larger 3PLs, many of them are unphased by all the noise in the macro picture.” Additionally, the average warehouse vacancy rate in the US rose to 7.1% in the second quarter – the highest level in over a decade and up one percentage point from Q2 2024, commercial real estate services firm Cushman & Wakefield said in its Q2 industrial real estate report. Meanwhile, JLL said H1 demand for warehousing and distribution was down 14.6% compared to a year ago. JLL said the juxtaposition of the two trends signals retailers are becoming more cautious as logistics providers prepare for potential supply chain disruptions. Prologis said 3PLs accounted for about one-third of the company’s leasing in the second quarter. Significant 3PL growth In a sign of their growth, the number of 3PLs occupying the top 100 largest US industrial real estate leases rose in the first quarter of 2025, with 38 3PLs managing 28.9 million square feet – a 35% increase in square footage from Q1 2024 when 28 3PLS controlled 20.6 million square feet. Amazon tops the annual revenue rankings of both domestic and global 3PLs by logistics research firm Armstrong & Associates, with $156.2 billion in 3PL-related revenue. Meanwhile, DHL Supply Chain & Global Forwarding came in second in the global 3PL rankings, followed by Kuehne + Nagel. The Armstrong report said risk created by trade uncertainty and other geopolitical conflicts will help push global gross 3PL revenue up another 2.7% in 2025 to $1.25 trillion. That revenue should grow again by 4.9% in 2026 to $1.3 trillion, it said. Amid the growth, 3PLs accounted for 13% of build-to-suit projects in 2025 in data JLL collected during H1 2025 – the largest share of any industry, JLL said. According to Prologis CFO Timothy D. Arndt, build-to-suit starts for the first half of 2025 totaled $1.1 billion – the largest start to a year that the company has ever had. “In terms of capital deployment, we started over $900 million in new development starts – nearly 65% of which was build-to-suit activity across seven additional projects in both U.S. and Europe,” Arndt said on Prologis’ earnings call. “Beyond this activity, we have signed for an additional three build-to-suits post quarter end.” Hesitant to commit Overall, importers are seeking more agile leasing options. Lessees are shifting toward short-term renewals and away from long-term commitments “as they evaluate how evolving global supply chain strategies might impact their space requirements,” JLL wrote in its report. Meanwhile, industrial lessees are slower to move lately, said JLL, with potential lessees staying on the market for an average of 11 months – up almost 70% compared to 6.5 months observed in the fourth quarter of last year. By 2026, JLL projects that figure to reach 14 months. “At the fundamental level, immediate tariff effects have resulted in a pause of deals and decision deferment among occupiers,” said JLL. As tariffs dampen leasing decisions, manufacturing is still showing signs of momentum, with leasing demand up 9% year on year in data collected by JLL during the first half of 2025. The firm noted the shift to manufacturing continues to be a long-term pattern, with those investments taking as much as five years to come to fruition in some cases, said JLL. Contact Laura Robb at laura.robb@spglobal.com . 

Industrial Real Estate News

Supply chain

Retailers cut back on warehouse space as supply chain hurdles fuel 3PL growth

<div class="phx-topic abstract-wrapper">The latest Intermodal Service Scorecard from the Journal of Commerce marks a major boost in confidence that railroads can deliver reliable intermodal service only a few years after historic disruption gridlocked rail networks across North America amid pandemic-linked chaos.</div>

The latest Intermodal Service Scorecard from the Journal of Commerce marks a major boost in confidence that railroads can deliver reliable intermodal service only a few years after historic disruption gridlocked rail networks across North America amid pandemic-linked chaos.

<div class="phx-topic">Less than five years after one of the worst congestion crises ever in the US supply chain, domestic intermodal shippers are reporting record satisfaction with rail service. In the first half of 2025, 93.9% of shippers were “satisfied” with rail service, the highest mark in the history of the Journal of Commerce <a href="https://www.joc.com/resources/special-reports/domestic-intermodal-service-scorecard">Intermodal Service Scorecard</a>. Some 87.1% of asset-based and non-asset-based intermodal marketing companies (IMCs) were also satisfied with rail performance during the period, according to the ISS, a Journal of Commerce survey of more than 300 shippers and IMCs conducted between May 1 and June 30. The survey is conducted twice each year. The results mark a major boost in confidence that railroads can deliver reliable intermodal service only a few years after historic disruption gridlocked rail networks across North America amid pandemic-linked disruptions. Union Pacific Railroad received the most votes for best domestic intermodal railroad among the six North American Class I railroads and Mexico’s Ferromex, with 38.2% in the latest ISS. In the inaugural survey conducted in early 2023 during the tenure of former CEO Lance Fritz, 52.9% of respondents voted UP the worst railroad. Two years later, UP’s current CEO Jim Vena has transformed the railroad and its intermodal business as it seeks approval from US federal regulators to create <a href="https://www.joc.com/article/up-looks-to-create-first-coast-to-coast-railroad-with-85-billion-ns-deal-6052288">the first transcontinental US railroad</a>. “We have a strong engagement strategy, and the most important part of that engagement strategy is just listening and then taking that feedback into action,” Kenny Rocker, UP’s executive vice president of marketing and sales, told the Journal of Commerce. “A transit schedule is different than execution, and when you're executing like we are, you can win more. You can put anything down on paper, but at the end of the day, you must execute to win.” <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="45ab49e4-37e7-4f99-9e19-e7928966c752"></dynamic-object></div>The improvement is even more striking given that the IMCs grading the railroads rarely change, so many who were critical of UP in early 2023 are the same ones praising it today. The shippers showed very little change in preferences. J.B. Hunt Transport Services received 41.5% of the vote for best provider. Hub Group and “other” IMCs, which include asset-light and non-asset-based brokers, ranked second and third, respectively. Asset-light provider Alliance Shippers earned high marks for the second consecutive survey, with customers citing its ability to deliver exceptional service even if it isn’t the cheapest option. “Understandably, Alliance’s pricing comes at a premium relative to the large asset providers,” one shipper wrote. “[But] accounting for the costly errors they regularly help us avoid — that the asset players previously had not — unequivocally it’s a net savings.” Non-asset brokers Cornerstone Systems, Mode Transportation and Uber Freight received similar praise. <h3>All rails except CPKC get strong scores </h3>When asked to grade railroads from 1 to 5, with five as the highest, all four US railroads scored between 3.7 and 4.2. BNSF Railway trailed UP, ranking second. CSX Transportation received a score of 3.9, unchanged from a year ago, as customers said the eastern railroad effectively communicated longer transit times caused by <a href="https://www.joc.com/article/csx-q1-service-metrics-take-hit-amid-storm-recovery-tunnel-project-5978828">two construction projects</a>, allowing them to adjust delivery schedules. CPKC received the lowest marks, with 52.3% of respondents saying it was the worst-performing railroad between Jan. 1 and June 30, reflecting winter weather and an <a href="https://www.joc.com/article/cpkc-disruptions-in-gulf-states-now-impacting-carload-intermodal-traffic-6033092">IT snafu</a> during its migration from Kansas City Southern Railway operating systems. “[We] lost business to trucking due to the inability to perform at the terminal level in Kansas City and Bensenville (Chicago),” one CPKC customer wrote. <h3>Major IMC scores </h3>Like prior surveys, J.B. Hunt scored at least 4 out of 5 on all key performance indicators. More than eight in 10 shippers were satisfied, whether J.B. Hunt handled most of their freight or served as a backup to other providers like Hub Group or Schneider National. It remains to be seen whether J.B. Hunt’s decision to apply <a href="https://www.joc.com/article/jb-hunt-says-surcharges-necessary-to-maintain-peak-season-service-6044880">a surcharge in Southern California</a> will impact scores in the next survey, though a similar move last year had no impact. Hub Group saw the largest score gain, rising to 4.1 from 3.2 year over year. Fewer customers complained about its outsourced drayage, which hurt on-time pickup and delivery scores in prior surveys. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="e941362d-3ba1-4d80-b80f-ecee796d4fdc"></dynamic-object></div>One shipper said he recently used Hub Group on a short-term basis and was pleasantly surprised how good the service was compared with a poor experience a few years earlier. But the proportion of “core customers” — i.e. those giving Hub Group most of their freight — was significantly higher than in prior surveys, skewing results. Core customers gave Hub Group a 98% satisfaction score, but customers who use Hub Group as a second or third option only gave the carrier a 46.9% score. Other metrics also showed strong support among Hub’s core customers but underperformance elsewhere. The survey shows Hub Group has made strides but still needs to improve with shippers who use it as a second or third option. Contact Ari Ashe at <a href="mailto:ari.ashe@spglobal.com">ari.ashe@spglobal.com</a>. </div>

Less than five years after one of the worst congestion crises ever in the US supply chain, domestic intermodal shippers are reporting record satisfaction with rail service. In the first half of 2025, 93.9% of shippers were “satisfied” with rail service, the highest mark in the history of the Journal of Commerce Intermodal Service Scorecard . Some 87.1% of asset-based and non-asset-based intermodal marketing companies (IMCs) were also satisfied with rail performance during the period, according to the ISS, a Journal of Commerce survey of more than 300 shippers and IMCs conducted between May 1 and June 30. The survey is conducted twice each year. The results mark a major boost in confidence that railroads can deliver reliable intermodal service only a few years after historic disruption gridlocked rail networks across North America amid pandemic-linked disruptions. Union Pacific Railroad received the most votes for best domestic intermodal railroad among the six North American Class I railroads and Mexico’s Ferromex, with 38.2% in the latest ISS. In the inaugural survey conducted in early 2023 during the tenure of former CEO Lance Fritz, 52.9% of respondents voted UP the worst railroad. Two years later, UP’s current CEO Jim Vena has transformed the railroad and its intermodal business as it seeks approval from US federal regulators to create the first transcontinental US railroad . “We have a strong engagement strategy, and the most important part of that engagement strategy is just listening and then taking that feedback into action,” Kenny Rocker, UP’s executive vice president of marketing and sales, told the Journal of Commerce. “A transit schedule is different than execution, and when you're executing like we are, you can win more. You can put anything down on paper, but at the end of the day, you must execute to win.” The improvement is even more striking given that the IMCs grading the railroads rarely change, so many who were critical of UP in early 2023 are the same ones praising it today. The shippers showed very little change in preferences. J.B. Hunt Transport Services received 41.5% of the vote for best provider. Hub Group and “other” IMCs, which include asset-light and non-asset-based brokers, ranked second and third, respectively. Asset-light provider Alliance Shippers earned high marks for the second consecutive survey, with customers citing its ability to deliver exceptional service even if it isn’t the cheapest option. “Understandably, Alliance’s pricing comes at a premium relative to the large asset providers,” one shipper wrote. “[But] accounting for the costly errors they regularly help us avoid — that the asset players previously had not — unequivocally it’s a net savings.” Non-asset brokers Cornerstone Systems, Mode Transportation and Uber Freight received similar praise. All rails except CPKC get strong scores When asked to grade railroads from 1 to 5, with five as the highest, all four US railroads scored between 3.7 and 4.2. BNSF Railway trailed UP, ranking second. CSX Transportation received a score of 3.9, unchanged from a year ago, as customers said the eastern railroad effectively communicated longer transit times caused by two construction projects , allowing them to adjust delivery schedules. CPKC received the lowest marks, with 52.3% of respondents saying it was the worst-performing railroad between Jan. 1 and June 30, reflecting winter weather and an IT snafu during its migration from Kansas City Southern Railway operating systems. “[We] lost business to trucking due to the inability to perform at the terminal level in Kansas City and Bensenville (Chicago),” one CPKC customer wrote. Major IMC scores Like prior surveys, J.B. Hunt scored at least 4 out of 5 on all key performance indicators. More than eight in 10 shippers were satisfied, whether J.B. Hunt handled most of their freight or served as a backup to other providers like Hub Group or Schneider National. It remains to be seen whether J.B. Hunt’s decision to apply a surcharge in Southern California will impact scores in the next survey, though a similar move last year had no impact. Hub Group saw the largest score gain, rising to 4.1 from 3.2 year over year. Fewer customers complained about its outsourced drayage, which hurt on-time pickup and delivery scores in prior surveys. One shipper said he recently used Hub Group on a short-term basis and was pleasantly surprised how good the service was compared with a poor experience a few years earlier. But the proportion of “core customers” — i.e. those giving Hub Group most of their freight — was significantly higher than in prior surveys, skewing results. Core customers gave Hub Group a 98% satisfaction score, but customers who use Hub Group as a second or third option only gave the carrier a 46.9% score. Other metrics also showed strong support among Hub’s core customers but underperformance elsewhere. The survey shows Hub Group has made strides but still needs to improve with shippers who use it as a second or third option. Contact Ari Ashe at ari.ashe@spglobal.com .

Surface

Rail News

North-American rail

Intermodal providers

Shippers, logistics providers satisfied with H1 rail performance

<div class="phx-topic abstract-wrapper">Containerized imports into the US last month set an all-time high, according to PIERS data, reflecting what is likely a peak in 2025 imports as shippers tried to get ahead of tariffs.</div>

Containerized imports into the US last month set an all-time high, according to PIERS data, reflecting what is likely a peak in 2025 imports as shippers tried to get ahead of tariffs.

<div class="phx-topic">Tariff-driven frontloading pushed US containerized imports to an all-time high in July, with most ports seeing double-digit volume growth over June’s numbers. While China remained the top source for overseas goods, US shippers appeared more eager to move freight from other tariff targets in southern Europe and Southeast Asia. Total US container volumes last month reached 2.609 million TEUs, the most ever recorded for a single month by PIERS, a sister company of the Journal of Commerce within S&amp;P Global. July’s volume was a 17.5% gain from June. The Trump administration’s implementation of wide-ranging tariffs against US trading partners this spring — and subsequent 90-day reprieves — were the obvious reasons for the July surge. The month’s numbers followed a 5% year-over-year decline in May volumes as <a href="https://www.joc.com/article/hapag-lloyd-saw-china-bookings-drop-hard-after-us-enacted-tariffs-5990185">freight bookings fell after Trump issued his reciprocal tariff plans</a>, and a smaller 3% decline in June as <a href="https://www.joc.com/article/trans-pacific-spot-rates-falling-as-tariff-linked-demand-surge-loses-steam-6027420">shippers started returning to the market</a> when the administration began pausing its various tariff plans. The month-to-month volatility, though, masks more normal growth in the container trade and the likelihood of a down year. US import volumes year to date through July are up 5.4%, PIERS data shows. The second half of 2025 is not likely to match those numbers, according to the National Retail Federation. <a href="https://www.joc.com/article/us-retailers-project-big-year-over-year-import-declines-to-close-out-2025-6060323">It forecasts a 5.6% decline in total container imports</a> due to the uncertain effect tariffs will have on inflation, consumer spending and the overall US economy. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="9a6fd2cc-4064-49a6-af1b-2d581edf5eb5"></dynamic-object></div><h3>China down, but not out </h3>After two consecutive months of 20% or higher declines, containerized imports from China, the biggest tariff target, rebounded in July, reaching 1.228 million TEUs, a 36% increase from June, according to PIERS. But July’s volume from China was still down 8% from a year earlier, likely reflecting the longer-term US sourcing shift away from that country. With countries such as Vietnam, Thailand and Cambodia also receiving a reprieve from tariffs, imports from that region led July’s growth. Container imports from Southeast Asia saw a 24% year-over-year gain last month, reaching a record for any month, of 581,803 TEUs. July’s volume bested the previous record of 542,414 TEUs set just in June. Imports from countries in the Indian subcontinent also reached a record high last month. PIERS data for July shows container volumes from that region totaled 152,630 TEUs, a 21% gain from a year earlier. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="cc01c87a-ccc1-4d28-8673-5c101f0b7bc8"></dynamic-object></div>Imports from Southern Europe, meanwhile, rose 7% from a year earlier to 155,587 TEUs, while July’s imports from Northern Europe were essentially flat. <h3>LA, Houston volumes stand out </h3>As the first call for most container services from Asia, the Port of Los Angeles saw strong growth in July. Containerized import volumes there reached 542,940 TEUs, PIERS data shows, a 10% increase from a year earlier and the highest monthly total for the port since August 2024. Following similarly strong volumes in June, Port of Los Angeles Executive Director Gene Seroka said last month that he expects July may represent the year’s peak season due to the tariff-driven whipsaw in volumes. “Some importers are bringing in year-end holiday cargo now ahead of potential higher tariffs later in the year,” Seroka said in a statement. “July may be our peak season month as retailers and manufacturers bring orders in earlier than usual, then brace for trade uncertainty.” Among big US ports, Houston saw the strongest year-over-year import growth, with July volumes reaching 184,418 TEUs, representing an 18.5% gain from a year earlier. The jump was largely attributable to imports from Southeast Asia, which grew 63% from a year earlier, and China, which rose 9.8%. Contact Michael Angell at <a href="mailto:michael.angell@spglobal.com">michael.angell@spglobal.com</a>. </div>

Tariff-driven frontloading pushed US containerized imports to an all-time high in July, with most ports seeing double-digit volume growth over June’s numbers. While China remained the top source for overseas goods, US shippers appeared more eager to move freight from other tariff targets in southern Europe and Southeast Asia. Total US container volumes last month reached 2.609 million TEUs, the most ever recorded for a single month by PIERS, a sister company of the Journal of Commerce within S&P Global. July’s volume was a 17.5% gain from June. The Trump administration’s implementation of wide-ranging tariffs against US trading partners this spring — and subsequent 90-day reprieves — were the obvious reasons for the July surge. The month’s numbers followed a 5% year-over-year decline in May volumes as freight bookings fell after Trump issued his reciprocal tariff plans , and a smaller 3% decline in June as shippers started returning to the market when the administration began pausing its various tariff plans. The month-to-month volatility, though, masks more normal growth in the container trade and the likelihood of a down year. US import volumes year to date through July are up 5.4%, PIERS data shows. The second half of 2025 is not likely to match those numbers, according to the National Retail Federation. It forecasts a 5.6% decline in total container imports due to the uncertain effect tariffs will have on inflation, consumer spending and the overall US economy. China down, but not out After two consecutive months of 20% or higher declines, containerized imports from China, the biggest tariff target, rebounded in July, reaching 1.228 million TEUs, a 36% increase from June, according to PIERS. But July’s volume from China was still down 8% from a year earlier, likely reflecting the longer-term US sourcing shift away from that country. With countries such as Vietnam, Thailand and Cambodia also receiving a reprieve from tariffs, imports from that region led July’s growth. Container imports from Southeast Asia saw a 24% year-over-year gain last month, reaching a record for any month, of 581,803 TEUs. July’s volume bested the previous record of 542,414 TEUs set just in June. Imports from countries in the Indian subcontinent also reached a record high last month. PIERS data for July shows container volumes from that region totaled 152,630 TEUs, a 21% gain from a year earlier. Imports from Southern Europe, meanwhile, rose 7% from a year earlier to 155,587 TEUs, while July’s imports from Northern Europe were essentially flat. LA, Houston volumes stand out As the first call for most container services from Asia, the Port of Los Angeles saw strong growth in July. Containerized import volumes there reached 542,940 TEUs, PIERS data shows, a 10% increase from a year earlier and the highest monthly total for the port since August 2024. Following similarly strong volumes in June, Port of Los Angeles Executive Director Gene Seroka said last month that he expects July may represent the year’s peak season due to the tariff-driven whipsaw in volumes. “Some importers are bringing in year-end holiday cargo now ahead of potential higher tariffs later in the year,” Seroka said in a statement. “July may be our peak season month as retailers and manufacturers bring orders in earlier than usual, then brace for trade uncertainty.” Among big US ports, Houston saw the strongest year-over-year import growth, with July volumes reaching 184,418 TEUs, representing an 18.5% gain from a year earlier. The jump was largely attributable to imports from Southeast Asia, which grew 63% from a year earlier, and China, which rose 9.8%. Contact Michael Angell at michael.angell@spglobal.com .

Maritime

Container Shipping News

Port News

Asia-Europe

Trans-Pacific

Whipsaw from Trump’s tariffs drove US container import record in July

<div class="phx-topic abstract-wrapper">With only low-capacity increases forecast for the MPV fleet, operators believe they will be able to handle the predicted increases in project cargo.  </div>

With only low-capacity increases forecast for the MPV fleet, operators believe they will be able to handle the predicted increases in project cargo. 

<div class="phx-topic">Crashing container shipping rates and increasing vessel oversupply have pushed liner operators to increase their exposure to breakbulk opportunities — and with abundant spare capacity they will be competitive, according to sector specialists. Justin Archard, managing partner at One World Shipbrokers, told the Journal of Commerce the year-plus fall in global container rates and newbuild delivery glut come as an increasing number of large and ultra-large multipurpose vessels (MPVs) have been committed to long distance and primary port pairs on liner/semi-liner schedules.  That combination will lead smaller MPVs and project carriers to reduce their exposure to direct volume-based competition by focusing on how they can exploit their core strengths of small port capability and flexible service schedules. “Whilst container operators are sometimes breakbulk predators, they are less willing to handle large unit numbers of loose breakbulk,” Archard said. “This has always and will always be one of MPVs great strengths.” The Market Sentiment Index (MSI) for the MPV and breakbulk industry, developed by Archard, sank to its lowest in 15 months in the August edition. However, at 53.0, the index is still above the 50.0 barrier, denoting optimism rather than pessimism or wariness. The MSI averages the responses from an anonymous group of 20 to 30 MPV owners and operators to a set of breakbulk shipping-related questions. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="1f91d0fb-eb2a-4150-aa07-3afb03099e22"></dynamic-object></div>Those surveyed spoke of increasing, but so far manageable, pressure in the general breakbulk market. “We still maintain a cautious optimistic stance on the long term, driven by the fact that newbuilding orders do not pose yet a big threat on the supply front and demand for renewable energy combined with oil &amp; gas capex planning and infrastructure projects will remain on high levels,” one source said.  Another source commented that the MPV charter market remains “completely illiquid” with any tonnage being brought to the market directed toward long-term charters. <h3>Toepfer index reflects ‘stability’ </h3>Slight downward movement in Toepfer Transport’s Toepfer Multipurpose Index (TMI) illustrates the building pressure. The August reading of $12,818 is down 0.67% from July; consequently, the TMI “maintains its stability,” Toepfer said in its report. The broker also noted a parallel decline in transactions in the secondhand MPV market, “which could potentially impact market pricing.” The TMI is based on expected average rates for six- to 12-month time charters for 12,500-deadweight-ton “F-Type” vessels with safe working loads (SWLs) of 240 to 360 metric tons, as reported to Toepfer by owners and operators. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="ea382181-08cd-4298-912f-87c79836bcf7"></dynamic-object></div>Archard said that with only low-capacity increases forecast for the MPV fleet, operators believe they will be able to handle the predicted increases in project cargo. Also, consolidation of carriers over the past decade has meant the investment decisions about new tonnage are in fewer hands than ever before.  “It is in owners’ interests to engineer and maintain a slight supply deficit wherever possible,” Archard said. “Enzo Ferrari famously once said — ‘I will always deliver one less Ferrari than the market demands,’ and this reticence to increase fleet numbers is starting to show up in the Market Sentiment Index fleet supply readings.”  He noted both short- and longer-term market indicators signal a tightening, which carriers will see as healthy for their business and a vindication of their policies.  “However, as freight rates rise in this tightening scenario, some shippers may be driven to seek alternative ocean transport options,” Archard said. “The balance is fragile and the pendulum is always swinging.” Contact Carly Fields at <a href="mailto:carly.fields@spglobal.com">carly.fields@spglobal.com</a>. </div>

Crashing container shipping rates and increasing vessel oversupply have pushed liner operators to increase their exposure to breakbulk opportunities — and with abundant spare capacity they will be competitive, according to sector specialists. Justin Archard, managing partner at One World Shipbrokers, told the Journal of Commerce the year-plus fall in global container rates and newbuild delivery glut come as an increasing number of large and ultra-large multipurpose vessels (MPVs) have been committed to long distance and primary port pairs on liner/semi-liner schedules.  That combination will lead smaller MPVs and project carriers to reduce their exposure to direct volume-based competition by focusing on how they can exploit their core strengths of small port capability and flexible service schedules. “Whilst container operators are sometimes breakbulk predators, they are less willing to handle large unit numbers of loose breakbulk,” Archard said. “This has always and will always be one of MPVs great strengths.” The Market Sentiment Index (MSI) for the MPV and breakbulk industry, developed by Archard, sank to its lowest in 15 months in the August edition. However, at 53.0, the index is still above the 50.0 barrier, denoting optimism rather than pessimism or wariness. The MSI averages the responses from an anonymous group of 20 to 30 MPV owners and operators to a set of breakbulk shipping-related questions. Those surveyed spoke of increasing, but so far manageable, pressure in the general breakbulk market. “We still maintain a cautious optimistic stance on the long term, driven by the fact that newbuilding orders do not pose yet a big threat on the supply front and demand for renewable energy combined with oil & gas capex planning and infrastructure projects will remain on high levels,” one source said.  Another source commented that the MPV charter market remains “completely illiquid” with any tonnage being brought to the market directed toward long-term charters. Toepfer index reflects ‘stability’ Slight downward movement in Toepfer Transport’s Toepfer Multipurpose Index (TMI) illustrates the building pressure. The August reading of $12,818 is down 0.67% from July; consequently, the TMI “maintains its stability,” Toepfer said in its report. The broker also noted a parallel decline in transactions in the secondhand MPV market, “which could potentially impact market pricing.” The TMI is based on expected average rates for six- to 12-month time charters for 12,500-deadweight-ton “F-Type” vessels with safe working loads (SWLs) of 240 to 360 metric tons, as reported to Toepfer by owners and operators. Archard said that with only low-capacity increases forecast for the MPV fleet, operators believe they will be able to handle the predicted increases in project cargo. Also, consolidation of carriers over the past decade has meant the investment decisions about new tonnage are in fewer hands than ever before.  “It is in owners’ interests to engineer and maintain a slight supply deficit wherever possible,” Archard said. “Enzo Ferrari famously once said — ‘I will always deliver one less Ferrari than the market demands,’ and this reticence to increase fleet numbers is starting to show up in the Market Sentiment Index fleet supply readings.”  He noted both short- and longer-term market indicators signal a tightening, which carriers will see as healthy for their business and a vindication of their policies.  “However, as freight rates rise in this tightening scenario, some shippers may be driven to seek alternative ocean transport options,” Archard said. “The balance is fragile and the pendulum is always swinging.” Contact Carly Fields at carly.fields@spglobal.com .

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Tight MPV supply countered by container rate crash, ship glut

<div class="phx-topic abstract-wrapper">When the proposed agreement is adopted in October, as expected, all international shipping will be bound by the decarbonization regulation, an official at the shipping association pointed out. </div>

When the proposed agreement is adopted in October, as expected, all international shipping will be bound by the decarbonization regulation, an official at the shipping association pointed out.

<div class="phx-topic">The US’ formal rejection of the International Maritime Organization’s (IMO’s) net-zero framework agreement will have little impact on the emissions regulation that, once adopted, will still require compliance from all ships trading internationally, according to shipping association Bimco. The net-zero proposal will be promulgated at the next meeting of the IMO’s Marine Environment Protection Committee (MEPC) in October, where it is expected to pass with the required two-thirds majority. “Even when, or if, the US places reservations that the rule will not apply to them, it will, because all ships of non-US-flag trading internationally are bound by their flag [and] US-flag ships will also be required to comply if they trade internationally,” Lars Robert Pedersen, deputy secretary-general and director of regulatory affairs at Bimco, told the Journal of Commerce Wednesday. Only about 80 merchant ships currently trade internationally under the US flag, according to maritime insurers UK P&amp;I Club. Vowing “to protect the American people and their economic interests,” the White House on Tuesday called on IMO members to reject the agreement and threatened to retaliate against those supporting the proposal. “Our fellow IMO members should be on notice that we will look for their support against this action and not hesitate to retaliate or explore remedies for our citizens should this endeavor fail,” Secretary of State Marco Rubio, Secretary of Commerce Howard Lutnick, Secretary of Energy Chris Wright and Secretary of Transportation Sean Duffy said in a joint statement. <h3>‘A global carbon tax on Americans’ </h3>“Whatever its stated goals, the proposed framework is effectively a global carbon tax on Americans levied by an unaccountable UN organization,” the US statement said, adding that the US would not accept any environmental regulation that “unduly or unfairly burdens the United States or harms the interests of the American people.” Despite the formal rejection by the White House and its ongoing criticism of the UN and its many agencies, the statement drew a diplomatic response from the IMO. “The IMO net-zero framework was approved in April 2025 and represents a collective commitment by member states to deliver on shared goals outlined in the Revised IMO Strategy on the Reduction of GHG emissions that was adopted in 2023,” an IMO spokesperson told the Journal of Commerce. “The upcoming MEPC session in October provides the appropriate platform to address any concerns from member states ahead of the adoption process,” the IMO added. Considering <a href="https://www.joc.com/article/us-pulls-out-of-imo-climate-talks-threatens-retaliation-for-emissions-fees-5980359">the US decision to walk out of the MEPC’s 83rd meeting</a> in April in protest over the decarbonization talks, and with the now-formal rejection of the net-zero framework, it appears unlikely the US will attend the MEPC October meeting to “address any concerns.” The World Shipping Council (WSC), a trade body representing the container shipping and roll-on/roll-off industry, declined to comment, saying the matter has become a political one rather than being about policy. <h3>Shipping faces progressively increasing charges </h3>No universal carbon levy was agreed to at the contentious MEPC meeting in April, but if the framework is adopted in October, shipping’s global carbon emissions will carry progressively increasing charges for the first time. A <a href="https://www.joc.com/article/imo-deal-on-fuel-intensity-pricing-hailed-as-major-step-forward-5986720">key standard in the new regulation</a> will be the fuel intensity used by global shipping, measured on a well-to-wake basis that covers the full lifecycle of the fuel. Starting in 2027, ships must lower their fuel intensity by a certain percentage compared with the baseline set in 2008. But Rico Luman, senior economist for transport and logistics at global bank ING, believes the lack of US participation in the net-zero framework could hamper the adoption of the IMO regulation. “The system, when enforced in 2027, will apply globally and also applies to journeys to and from the US ... if the US doesn’t accept the effectuation, this will complicate the whole system,” Luman said in a statement, adding that the US threat to retaliate could make other IMO members hesitate in their support of the proposal. Luman said there may be a “more climate-friendly” US administration in place in the years after the first reporting of the IMO measure is required in 2028, but any delay will hamper reaching the IMO’s already ambitious shipping decarbonization targets in 2040 and 2050. “There’s not much time left as implementation usually takes years of preparation — also to enable companies to prepare themselves — and CO2 emissions have failed to get on a downward track over the last few years,” Luman said. Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

The US’ formal rejection of the International Maritime Organization’s (IMO’s) net-zero framework agreement will have little impact on the emissions regulation that, once adopted, will still require compliance from all ships trading internationally, according to shipping association Bimco. The net-zero proposal will be promulgated at the next meeting of the IMO’s Marine Environment Protection Committee (MEPC) in October, where it is expected to pass with the required two-thirds majority. “Even when, or if, the US places reservations that the rule will not apply to them, it will, because all ships of non-US-flag trading internationally are bound by their flag [and] US-flag ships will also be required to comply if they trade internationally,” Lars Robert Pedersen, deputy secretary-general and director of regulatory affairs at Bimco, told the Journal of Commerce Wednesday. Only about 80 merchant ships currently trade internationally under the US flag, according to maritime insurers UK P&I Club. Vowing “to protect the American people and their economic interests,” the White House on Tuesday called on IMO members to reject the agreement and threatened to retaliate against those supporting the proposal. “Our fellow IMO members should be on notice that we will look for their support against this action and not hesitate to retaliate or explore remedies for our citizens should this endeavor fail,” Secretary of State Marco Rubio, Secretary of Commerce Howard Lutnick, Secretary of Energy Chris Wright and Secretary of Transportation Sean Duffy said in a joint statement. ‘A global carbon tax on Americans’ “Whatever its stated goals, the proposed framework is effectively a global carbon tax on Americans levied by an unaccountable UN organization,” the US statement said, adding that the US would not accept any environmental regulation that “unduly or unfairly burdens the United States or harms the interests of the American people.” Despite the formal rejection by the White House and its ongoing criticism of the UN and its many agencies, the statement drew a diplomatic response from the IMO. “The IMO net-zero framework was approved in April 2025 and represents a collective commitment by member states to deliver on shared goals outlined in the Revised IMO Strategy on the Reduction of GHG emissions that was adopted in 2023,” an IMO spokesperson told the Journal of Commerce. “The upcoming MEPC session in October provides the appropriate platform to address any concerns from member states ahead of the adoption process,” the IMO added. Considering the US decision to walk out of the MEPC’s 83rd meeting in April in protest over the decarbonization talks, and with the now-formal rejection of the net-zero framework, it appears unlikely the US will attend the MEPC October meeting to “address any concerns.” The World Shipping Council (WSC), a trade body representing the container shipping and roll-on/roll-off industry, declined to comment, saying the matter has become a political one rather than being about policy. Shipping faces progressively increasing charges No universal carbon levy was agreed to at the contentious MEPC meeting in April, but if the framework is adopted in October, shipping’s global carbon emissions will carry progressively increasing charges for the first time. A key standard in the new regulation will be the fuel intensity used by global shipping, measured on a well-to-wake basis that covers the full lifecycle of the fuel. Starting in 2027, ships must lower their fuel intensity by a certain percentage compared with the baseline set in 2008. But Rico Luman, senior economist for transport and logistics at global bank ING, believes the lack of US participation in the net-zero framework could hamper the adoption of the IMO regulation. “The system, when enforced in 2027, will apply globally and also applies to journeys to and from the US ... if the US doesn’t accept the effectuation, this will complicate the whole system,” Luman said in a statement, adding that the US threat to retaliate could make other IMO members hesitate in their support of the proposal. Luman said there may be a “more climate-friendly” US administration in place in the years after the first reporting of the IMO measure is required in 2028, but any delay will hamper reaching the IMO’s already ambitious shipping decarbonization targets in 2040 and 2050. “There’s not much time left as implementation usually takes years of preparation — also to enable companies to prepare themselves — and CO2 emissions have failed to get on a downward track over the last few years,” Luman said. Contact Greg Knowler at greg.knowler@spglobal.com .

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US rejection of IMO ‘net-zero’ framework won’t change outcome: Bimco

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At SSA Marine Mexico, we firmly believe that business development must go hand in hand with social and environmental well-being. Our vision is not solely focused on operating efficiently, but also on creating a meaningful and positive impact in the communities where we are present. Since 1995, we have reaffirmed this commitment through tangible actions that reflect our core values of responsibility, solidarity, and sustainability. <span class="joc_admin__inline-image joc_admin__inline-image-aspect-ratio-3_2 joc_admin__inline-image-position-left joc_admin__inline-image-size-medium" data-figure-size="medium" data-figure-position="left" data-figure-aspect-ratio="3:2"><img src="/content-assets/1752584535914_Photo%201.jpg" alt="" class="joc_admin__inline-image-inherit"> A Year of Major Achievements Over the past year, we allocated more than $107,000 USD to the implementation of 60 social and environmental projects, positively impacting over 7,800 people across various regions of Mexico. Each initiative was designed with a holistic approach, addressing key areas that contribute to long-term community development. Education: Laying the Foundation for the Future Education is one of the most powerful tools to promote social mobility and equitable development. At SSA Marine Mexico, we support academic initiatives that inspire and empower the next generation of leaders. One of our most impactful partnerships was with the University of Colima, where we sponsored the “Reto Camp” program. This initiative encourages university students to develop innovative solutions in the fields of sustainability, logistics, and port operations, offering them mentorship, tools, and real-world challenges to solve. In addition, we donated microscopes, school supplies, and educational materials to institutions in underserved communities, helping to improve the learning environment and provide students with the resources they need to succeed. Health and Sports: Promoting Wellness We believe that healthy communities are strong communities. We have supported several local sporting events and provided direct assistance to talented athletes, enabling them to pursue their passions and represent their regions with pride. Beyond sports, we also strengthened our collaboration with critical emergency response organizations such as the Mexican Red Cross and Civil Protection. Our contributions helped enhance their readiness and capabilities in times of crisis, ensuring better outcomes for those affected by emergencies. Supporting Vulnerable Groups: Reaching Those Who Need It Most A core part of our social responsibility efforts is directed toward supporting vulnerable populations. We have contributed to a range of initiatives focused on children, migrants, and at-risk families. These efforts included donations to orphanages and shelters, as well as support for the National Institute of Migration and grassroots organizations dedicated to protecting and empowering people facing adversity. By standing with those in need, we reinforce our commitment to inclusion and social justice, values that are central to our identity as a responsible company. <span class="joc_admin__inline-image joc_admin__inline-image-aspect-ratio-3_2 joc_admin__inline-image-position-left joc_admin__inline-image-size-medium" data-figure-size="medium" data-figure-position="left" data-figure-aspect-ratio="3:2"><img src="/content-assets/1752584944645_Photo%202.png" alt="" class="joc_admin__inline-image-inherit">Culture: Strengthening Community Identity Cultural identity is a key element in building resilient and united communities. At SSA Marine Mexico, we actively participate in the organization and sponsorship of cultural events that celebrate local traditions and foster civic pride. Working alongside port authorities and municipal governments, we helped bring music, art, and heritage to the forefront, creating spaces for community engagement and intercultural dialogue. Environment: Investing in the Planet Our commitment to sustainability goes beyond operations—it’s a philosophy that drives every decision we make. We have partnered with environmental institutions to carry out reforestation campaigns, beach cleanups, and conservation efforts. In collaboration with the Institute for the Environment, we supported initiatives aimed at decarbonization, biodiversity protection, and environmental education. By involving our employees and local volunteers in these actions, we also foster a culture of environmental stewardship throughout our organization and our surrounding communities. Innovation for a Sustainable Future Sustainability is not just about doing good—it’s also about doing things better. In 2024, we invested $22 million USD in the acquisition of 11 state-of-the-art E-RTG cranes. These electric rubber-tired gantry cranes represent a significant technological advancement in port equipment. Seven of them are already operating on clean electric energy, resulting in a reduction of nearly 4,000 tons of CO₂ emissions and improving operational efficiency by 7%. The remaining four cranes are fully compatible with future electrification, underscoring our long-term strategy to modernize our operations in an environmentally responsible way. This investment is part of a broader innovation roadmap that includes digitalization, automation, and cleaner energy sources—all designed to ensure that our ports continue to grow without compromising the health of our planet. Building a Better Tomorrow, Together At SSA Marine Mexico, we understand that sustainability is a shared and ongoing responsibility. True impact requires collaboration across sectors, long-term vision, and unwavering commitment. That is why we continue to work hand-in-hand with local authorities, non-profit organizations, universities, and our own employees to create solutions that are both scalable and sustainable. Our journey is far from over. In the years ahead, we will continue to deepen our community engagement, explore cleaner technologies, and strengthen the social fabric of the regions where we operate. Each initiative, no matter the size, is a step toward building a future where business success goes hand-in-hand with human and environmental prosperity. We are proud of what we have achieved in 2024, but we are even more excited about what lies ahead. SSA Marine Mexico — Moving the World, Caring for People and Planet. LINK: https://www.ssamarine.mx/

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