<div class="phx-topic abstract-wrapper">Gulftainer has tapped Flemming Dalgaard, head of company’s international operations, to take the helm of the company's international operations as CEO of the independent port operator.
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Gulftainer has tapped Flemming Dalgaard, head of company’s international operations, to take the helm of the company's international operations as CEO of the independent port operator.

<div><div><img>l</div><a>Gulftainer</a> has tapped Flemming Dalgaard, head of company’s international operations, to take the helm of the company's international operations as CEO of the independent port operator.Former CEO Peter Richards will now serve on the United Arab Emirates-based company’s executive board and lead the expansion of the company’s footprint in the U.S. as CEO of Gulftainer USA.Dalgaard, a former <a>Maersk Line</a> and <a>DP World</a> executive, was named CEO of GT International, Gulftainer’s international operations division, in <a>August of last year</a>. He spent 22 years with Maersk in various positions before joining DP World as senior vice president and managing director for...

l Gulftainer has tapped Flemming Dalgaard, head of company’s international operations, to take the helm of the company's international operations as CEO of the independent port operator. Former CEO Peter Richards will now serve on the United Arab Emirates-based company’s executive board and lead the expansion of the company’s footprint in the U.S. as CEO of Gulftainer USA. Dalgaard, a former Maersk Line and DP World executive, was named CEO of GT International, Gulftainer’s international operations division, in August of last year . He spent 22 years with Maersk in various positions before joining DP World as senior vice president and managing director for Europe and Russia seven years ago. He was later promoted to senior vice president of strategy at the company. In his new role as CEO, Dalgaard will oversee the strategic growth of the company, which currently operates and manages ports and logistics businesses in the United Arab Emirates and internationally across Iraq, Brazil, Lebanon, Saudi Arabia and the U.S. “As Gulftainer’s CEO for International Operations, Flemming Dalgaard brings a wealth of industry experience to his new role as CEO of the Gulftainer Group,” Richards said of his successor in a statement. Richards said Dalgaard’s industry knowledge will play a significant role in Gulftainer’s goals to expand worldwide. Aggressive investment over the past decade has yielded significant growth for Gulftainer. The company has recorded consistent growth year-over-year over the past ten years, averaging more than 12 percent, compared to global market growth of 8.6 percent during the same period, according to Gulftainer. In the U.S., where Richards’ business strategy will now be focused, Gulftainer is developing Port Canaveral ’s container terminal under a 35-year lease. The goal is to develop the port into a container port that could eventually handle 3 million to 4 million 20-foot-equivalent units a year. In January, Seatrade Group’s StreamLines, N.V . said it plans to add a call at Canaveral to its weekly Blue Stream container ship service between the Caribbean and Central America and Europe, giving the Florida port its first regular container service. Contact Reynolds Hutchins at reynolds.hutchins@ihs.com and follow him on Twitter: @Hutchins_JOC .

Marine terminals

Gulftainer appoints Dalgaard as CEO

<div class="phx-topic abstract-wrapper">Changing market dynamics offer an opportunity for motor carriers to raise rates, but also for intermodal providers to win business from cost-conscious shippers looking to shift modes.</div>

Changing market dynamics offer an opportunity for motor carriers to raise rates, but also for intermodal providers to win business from cost-conscious shippers looking to shift modes.

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<div class="phx-topic">The tightening of truckload capacity and a sharp rise in diesel prices are beginning to reset surface transportation rates in the US, giving carriers renewed leverage while opening a potential growth opportunity for intermodal rail. Crackdowns on <a href="https://www.joc.com/article/impact-of-non-domiciled-cdl-enforcement-splits-us-trucking-sector-6135184">non-domiciled commercial drivers</a> and stricter English-language enforcement are constraining truckload capacity after a four-year freight recession. Meanwhile, diesel prices have surged to their highest level since late 2022 amid the war with Iran, lifting transportation costs for all and forcing shippers to reassess their budgets. It has started a cascading effect across domestic US transportation. Brokers and asset-based truckload carriers are rejecting freight and insisting on renegotiating contract rates, while shippers facing blown transportation budgets consider cheaper options such as intermodal rail. Early signs of that repricing are already evident. Spot truckload rates are up between 15% and 20% from a year ago, according to DAT Freight &amp; Analytics, even as freight demand remains muted amid elevated interest rates, a lackluster housing market, and mixed signals from the US industrial sector. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="13499d91-a088-4824-b1c4-db0f2c552702"></dynamic-object></div>“Not only are you seeing elevated rates across other modalities such as flatbed, but in the overall dry-van market, you're seeing 14%, 15% tender rejections coming out of the slowest freight month of the year,” said Jared Weisfeld, chief strategy officer for RXO, a non-asset broker, speaking at the J.P. Morgan Industrials Conference on Tuesday. As recently as last year, tender rejections were at or less than 5%, according to Weisfeld. <h3>Regulatory tightening reinforces supply constraint </h3>The supply side could tighten further as new federal regulations take hold. The Federal Motor Carrier Safety Administration (FCMSA) enacted a rule earlier this week restricting non-domiciled commercial driver’s licenses (CDLs), a move the agency estimates could remove up to 194,000 drivers over five years. On Wednesday, the US House of Representatives advanced “Delilah’s Law,” which would accelerate enforcement over non-domiciled CDLs by retroactively invalidating certain licenses, rather than waiting for a non-domiciled CDL holder to interact with state licensing agencies. Despite higher rates, fleets have been cautious about adding capacity, even though stricter emissions regulations in 2027 will increase the purchase price of a new truck. “Our customers are more middle- to smaller-sized [carriers], and I think there's still a lot of hesitation on that side to make the decisions,” said Cristina Gallo-Aquino, CFO of Ryder Systems, speaking at the J.P. Morgan event. “We are pointing it all out to them to show them how much of a price increase could be coming…but we haven't really seen the shift to make a decision and preorder.” <h3>Fuel surge amplifies pricing pressure </h3>Diesel prices averaged $5.07 per gallon last week, according to the US Energy Information Administration, the highest since November 2022 and adding another layer of cost pressure across the truckload market. On the spot market, where rates are often negotiated on an all-in basis, the increase is squeezing owner-operators and smaller carriers that cannot pass through fuel costs. That dynamic may cause more capacity to exit the truckload sector. In the contract market, larger asset-based carriers pass through higher fuel costs via surcharges. Since March 1, the average surcharge has risen roughly 20 cents per mile, though methodologies vary. For shippers, the result is sticker shock on invoices and a renewed focus on lower-cost alternatives such as rail. “For the intermodal space, it starts to put pressure on truck rates, which is a pretty good thing for us,” Mark George, CEO of Norfolk Southern, said at the J.P. Morgan event. “We’ve been pretty depressed (price-wise) for a while. We’d love to see some evacuation of capacity in trucking.” Intermodal providers are already prepared for that shift. Darren Field, president of intermodal at J.B. Hunt Transport Services, said the company is actively engaging with shippers looking to manage rising transportation costs. “How can we convert business from the highway back to intermodal, or to intermodal for the first time to hopefully save you a little money and prepare your budget for a year where truckload capacity and prices could get difficult for you,” Field said at the J.P. Morgan conference. “How can you hedge against the potential for a cost increase coming at your budget as a shipper by utilizing more intermodal.” But capturing that opportunity will depend on execution. Railroads must maintain service reliability even as volumes rise, a lesson of the pandemic when congestion and labor shortages left intermodal with a lingering stigma among some shippers. Service metrics suggest the industry has made progress. In a Journal of Commerce survey conducted late last year, 91.3% of respondents said they were satisfied with domestic intermodal service, up from 45.3% in spring of 2023. Whether that improvement holds under renewed demand may determine how much freight ultimately shifts modes. Shippers, having experienced pandemic-era disruptions, are unlikely to tolerate a repeat. Contact Ari Ashe at <a href="mailto:ari.ashe@spglobal.com">ari.ashe@spglobal.com</a></div>

The tightening of truckload capacity and a sharp rise in diesel prices are beginning to reset surface transportation rates in the US, giving carriers renewed leverage while opening a potential growth opportunity for intermodal rail. Crackdowns on non-domiciled commercial drivers and stricter English-language enforcement are constraining truckload capacity after a four-year freight recession. Meanwhile, diesel prices have surged to their highest level since late 2022 amid the war with Iran, lifting transportation costs for all and forcing shippers to reassess their budgets. It has started a cascading effect across domestic US transportation. Brokers and asset-based truckload carriers are rejecting freight and insisting on renegotiating contract rates, while shippers facing blown transportation budgets consider cheaper options such as intermodal rail. Early signs of that repricing are already evident. Spot truckload rates are up between 15% and 20% from a year ago, according to DAT Freight & Analytics, even as freight demand remains muted amid elevated interest rates, a lackluster housing market, and mixed signals from the US industrial sector. “Not only are you seeing elevated rates across other modalities such as flatbed, but in the overall dry-van market, you're seeing 14%, 15% tender rejections coming out of the slowest freight month of the year,” said Jared Weisfeld, chief strategy officer for RXO, a non-asset broker, speaking at the J.P. Morgan Industrials Conference on Tuesday. As recently as last year, tender rejections were at or less than 5%, according to Weisfeld. Regulatory tightening reinforces supply constraint The supply side could tighten further as new federal regulations take hold. The Federal Motor Carrier Safety Administration (FCMSA) enacted a rule earlier this week restricting non-domiciled commercial driver’s licenses (CDLs), a move the agency estimates could remove up to 194,000 drivers over five years. On Wednesday, the US House of Representatives advanced “Delilah’s Law,” which would accelerate enforcement over non-domiciled CDLs by retroactively invalidating certain licenses, rather than waiting for a non-domiciled CDL holder to interact with state licensing agencies. Despite higher rates, fleets have been cautious about adding capacity, even though stricter emissions regulations in 2027 will increase the purchase price of a new truck. “Our customers are more middle- to smaller-sized [carriers], and I think there's still a lot of hesitation on that side to make the decisions,” said Cristina Gallo-Aquino, CFO of Ryder Systems, speaking at the J.P. Morgan event. “We are pointing it all out to them to show them how much of a price increase could be coming…but we haven't really seen the shift to make a decision and preorder.” Fuel surge amplifies pricing pressure Diesel prices averaged $5.07 per gallon last week, according to the US Energy Information Administration, the highest since November 2022 and adding another layer of cost pressure across the truckload market. On the spot market, where rates are often negotiated on an all-in basis, the increase is squeezing owner-operators and smaller carriers that cannot pass through fuel costs. That dynamic may cause more capacity to exit the truckload sector. In the contract market, larger asset-based carriers pass through higher fuel costs via surcharges. Since March 1, the average surcharge has risen roughly 20 cents per mile, though methodologies vary. For shippers, the result is sticker shock on invoices and a renewed focus on lower-cost alternatives such as rail. “For the intermodal space, it starts to put pressure on truck rates, which is a pretty good thing for us,” Mark George, CEO of Norfolk Southern, said at the J.P. Morgan event. “We’ve been pretty depressed (price-wise) for a while. We’d love to see some evacuation of capacity in trucking.” Intermodal providers are already prepared for that shift. Darren Field, president of intermodal at J.B. Hunt Transport Services, said the company is actively engaging with shippers looking to manage rising transportation costs. “How can we convert business from the highway back to intermodal, or to intermodal for the first time to hopefully save you a little money and prepare your budget for a year where truckload capacity and prices could get difficult for you,” Field said at the J.P. Morgan conference. “How can you hedge against the potential for a cost increase coming at your budget as a shipper by utilizing more intermodal.” But capturing that opportunity will depend on execution. Railroads must maintain service reliability even as volumes rise, a lesson of the pandemic when congestion and labor shortages left intermodal with a lingering stigma among some shippers. Service metrics suggest the industry has made progress. In a Journal of Commerce survey conducted late last year, 91.3% of respondents said they were satisfied with domestic intermodal service, up from 45.3% in spring of 2023. Whether that improvement holds under renewed demand may determine how much freight ultimately shifts modes. Shippers, having experienced pandemic-era disruptions, are unlikely to tolerate a repeat. Contact Ari Ashe at ari.ashe@spglobal.com

Trucking News

Rail News

Truckload

Capacity cuts, fuel shocks provide openings for trucking and rail

<div class="phx-topic abstract-wrapper">The most disruptive energy shock in modern history has reawakened the debate over whether emergency fuel surcharges are a fair way for ocean carriers to recoup unexpected costs or blatant “double-dipping” that angers shippers.</div>

The most disruptive energy shock in modern history has reawakened the debate over whether emergency fuel surcharges are a fair way for ocean carriers to recoup unexpected costs or blatant “double-dipping” that angers shippers.

<div class="phx-topic">The speed and severity of the jump in global oil prices amid the war in the Middle East has reignited long-standing suspicions by cargo owners that fuel surcharges levied by ocean carriers are used as a revenue stream rather than a cost recovery mechanism. Container lines defend the fees, ranging from $30 to $300 per TEU depending on the trade lane, arguing that what’s widely seen as the most significant energy shock in history has forced them to recoup costs with fees beyond the lagging quarterly bunker adjustment factor (BAF). Bunker fuel prices roughly contribute 15% to 30% of operating costs, depending on the year, according to various container line financial reports.And while the traditional linkage between fuel costs and BAFs has fractured due to the rapid escalation of the war and the effective closure of the Strait of Hormuz, according to a Vizion analysis, shippers nonetheless are retaining a cynical view of the emergency fuel surcharges. “Shipping lines always seem to manage to turn a crisis into a cash-grab,” was the blunt message from James Hookham, director of the Global Shippers Forum. “This apparent ‘double-dipping’ brings the whole sordid practice of surcharging into further disrepute.” Emergency bunker adjustment factor (EBAFs) on top of quarterly fuel price adjustments to recover costs in what is a core operational expense were acceptable for the current contract period ended March 26, said Antonios Rigalos, managing partner of shipper network ShiftX. But going forward, increased bunker costs should be recovered by the quarterly BAF review, he noted.“The BAF reviews executed for Q3 will reflect the higher bunker costs for the previous quarter (March/April/May), and an EBAF plus BAF review would create a double charging of customers,” Rigalos said. “While we understand the situation of carriers and that increased bunker costs have a big impact that somehow needs to be recovered, it needs to be carried out in a fair way and not by double charging BCOs and clients.” Several carriers have announced emergency bunker fuel surcharges (EBAF) on top of quarterly fuel price adjustments to recover costs in what is a core operational expense, but the moves have sparked growing concern from shippers. An Asia-Europe shipper based in Hong Kong said he negotiated contracts based on the the Shanghai Containerized Freight Index (SCFI) that covers both BAF and EBAF surcharges. “We adjust the bunker fuel surcharge bi-monthly and as far as we are concerned, we will fight any additional emergency fuel surcharge from the carriers,” the source said. <h3>Long hauls hit with surcharges </h3>CMA CGM this week announced an upwards review of its “emergency fuel surcharge” imposed on March 16 that will increase from $150 per TEU to $265/TEU on all long-haul trade lanes. OOCL said it will impose a temporary emergency bunker surcharge (EBS) from March 23 to manage global challenges to fuel availability because the increased costs are “beyond the scope of existing fuel cost recovery and low sulfur adjustment mechanisms.” Cosco Shipping has also announced emergency bunker surcharges on various trades between Europe, South America and Africa, while Mediterranean Shipping Co. MSC) introduced a temporary emergency bunker surcharge on March 16 that varies from $30 to $300/TEU depending on the trade lane. Maersk on March 10 announced it would implement an emergency bunker surcharge of $200/TEU on all long hauls “to safeguard cargo integrity and maintain the stability of our network.” “This surcharge covers the impact of fuel availability, cost and mix outside of what is covered in our fossil fuel fee (FFF),” the carrier said in a statement. “This means we are better positioned to have the necessary access to fuel and the ability to move it to necessary locations.” Maersk CCO Karsten Kildahl said the carrier was being forced to take the unprecedented step of <a href="https://www.joc.com/article/maersk-forced-to-ship-fuel-from-us-europe-as-asia-bunkers-start-to-run-dry-6184651">filling ships with fuel in the US and Europe and transferring the bunkers to vessels in Asia as supplies at bunkering hubs dried up</a>. Most of the emergency fuel surcharges will be reviewed by carriers every two weeks, but with the Strait of Hormuz — through which about 20% of global oil and liquefied natural gas supplies move each day — out of bounds to commercial shipping, there is little chance the EBAF will be dropped anytime soon. The speed with which the fuel surcharges were imposed by carriers made it “nigh impossible” for shippers to recover costs from their own customers or suppliers, Hookham told the Journal of Commerce. “For smaller businesses, that cash flow hit can be fatal when payments are likely to be late due to late or non-delivery of cargo,” he said, noting that the number of surcharges being introduced made it difficult for shippers to track which ones applied to their shipments. “The US got it right when the (Federal Maritime Commission) <a href="https://www.joc.com/article/fmc-says-closely-monitoring-carrier-rate-moves-tied-to-middle-east-war-6184781">required 30-day notice periods</a> before surcharges could take effect on US services,” Hookham said. “The current surcharging behavior will only hasten demands for similar notice periods to become mandatory worldwide.” <h3>Fractured fuel links </h3>While carriers roll out their fuel surcharges to try to recover rising costs, freight tracking platform Vizion believes the traditional linkage between fuel costs and BAFs has fractured due to the rapid escalation of the war and the effective closure of the Strait of Hormuz. In a recent review of bunker surcharges, Vizion noted that average very low sulfur fuel oil (VLSFO) prices of $535 per metric ton in 2025 were down 14.4% year over year, the lowest since 2020, with BAF contributing just 10% to 20% to total freight costs. The launch of US and Israeli strikes on Iran on Feb. 28 triggered a 73% fuel price spike to $939/mt in under two weeks, and carriers within days responded with emergency surcharges of $60 to $190/TEU, far faster than standard quarterly BAF adjustments. That shows the traditional BAF-fuel price correlation has weakened as carriers shift to emergency mechanisms to manage extreme volatility, according to Vizion. But Vizion said a deeper trend was emerging with a market fracture in progress as carriers divided into two camps: immediate risk transfer vs. contract stability. Carriers such as Maersk initially absorbed the volatility to protect long-term contract relationships, although the carrier has subsequently announced an emergency fuel surcharge. A more aggressive strategy was taken by MSC and CMA CGM, with both adopting a rapid pass-through of fuel spikes to protect their margins immediately. Shippers with locked-in rates will enjoy a short-term cost advantage, but it will be a temporary relief before fuel adjustments hit. Vizion warned that over the next three to six months, shippers can expect aggressive Q2 BAF corrections to capture the remaining fuel cost delta. Chantal McRoberts, director and head of advisory at Drewry Supply Chain Advisors, said shippers understand they will pay an increased fuel cost in the third quarter as that is part of the BAF policy that enables carriers to recover fuel costs over time. “The concern around the introduction of EBAF is the potential for double recovery,” McRoberts told the Journal of Commerce. “In practice, a shipper may pay an EBAF during Q2 to reflect higher fuel prices and then see its underlying BAF increase in Q3 as the formula catches up with those same Q2 fuel costs. At that point, the EBAF risks becoming revenue‑generating rather than purely cost‑recovering. “This is the dilemma currently facing shippers,” she added. “As a result, those operating under transparent, formula‑based BAF mechanisms are, in many cases, pushing back on EBAF charges.” Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

The speed and severity of the jump in global oil prices amid the war in the Middle East has reignited long-standing suspicions by cargo owners that fuel surcharges levied by ocean carriers are used as a revenue stream rather than a cost recovery mechanism. Container lines defend the fees, ranging from $30 to $300 per TEU depending on the trade lane, arguing that what’s widely seen as the most significant energy shock in history has forced them to recoup costs with fees beyond the lagging quarterly bunker adjustment factor (BAF). Bunker fuel prices roughly contribute 15% to 30% of operating costs, depending on the year, according to various container line financial reports. And while the traditional linkage between fuel costs and BAFs has fractured due to the rapid escalation of the war and the effective closure of the Strait of Hormuz, according to a Vizion analysis, shippers nonetheless are retaining a cynical view of the emergency fuel surcharges. “Shipping lines always seem to manage to turn a crisis into a cash-grab,” was the blunt message from James Hookham, director of the Global Shippers Forum. “This apparent ‘double-dipping’ brings the whole sordid practice of surcharging into further disrepute.” Emergency bunker adjustment factor (EBAFs) on top of quarterly fuel price adjustments to recover costs in what is a core operational expense were acceptable for the current contract period ended March 26, said Antonios Rigalos, managing partner of shipper network ShiftX. But going forward, increased bunker costs should be recovered by the quarterly BAF review, he noted. “The BAF reviews executed for Q3 will reflect the higher bunker costs for the previous quarter (March/April/May), and an EBAF plus BAF review would create a double charging of customers,” Rigalos said. “While we understand the situation of carriers and that increased bunker costs have a big impact that somehow needs to be recovered, it needs to be carried out in a fair way and not by double charging BCOs and clients.” Several carriers have announced emergency bunker fuel surcharges (EBAF) on top of quarterly fuel price adjustments to recover costs in what is a core operational expense, but the moves have sparked growing concern from shippers. An Asia-Europe shipper based in Hong Kong said he negotiated contracts based on the the Shanghai Containerized Freight Index (SCFI) that covers both BAF and EBAF surcharges. “We adjust the bunker fuel surcharge bi-monthly and as far as we are concerned, we will fight any additional emergency fuel surcharge from the carriers,” the source said. Long hauls hit with surcharges CMA CGM this week announced an upwards review of its “emergency fuel surcharge” imposed on March 16 that will increase from $150 per TEU to $265/TEU on all long-haul trade lanes. OOCL said it will impose a temporary emergency bunker surcharge (EBS) from March 23 to manage global challenges to fuel availability because the increased costs are “beyond the scope of existing fuel cost recovery and low sulfur adjustment mechanisms.” Cosco Shipping has also announced emergency bunker surcharges on various trades between Europe, South America and Africa, while Mediterranean Shipping Co. MSC) introduced a temporary emergency bunker surcharge on March 16 that varies from $30 to $300/TEU depending on the trade lane. Maersk on March 10 announced it would implement an emergency bunker surcharge of $200/TEU on all long hauls “to safeguard cargo integrity and maintain the stability of our network.” “This surcharge covers the impact of fuel availability, cost and mix outside of what is covered in our fossil fuel fee (FFF),” the carrier said in a statement. “This means we are better positioned to have the necessary access to fuel and the ability to move it to necessary locations.” Maersk CCO Karsten Kildahl said the carrier was being forced to take the unprecedented step of filling ships with fuel in the US and Europe and transferring the bunkers to vessels in Asia as supplies at bunkering hubs dried up . Most of the emergency fuel surcharges will be reviewed by carriers every two weeks, but with the Strait of Hormuz — through which about 20% of global oil and liquefied natural gas supplies move each day — out of bounds to commercial shipping, there is little chance the EBAF will be dropped anytime soon. The speed with which the fuel surcharges were imposed by carriers made it “nigh impossible” for shippers to recover costs from their own customers or suppliers, Hookham told the Journal of Commerce. “For smaller businesses, that cash flow hit can be fatal when payments are likely to be late due to late or non-delivery of cargo,” he said, noting that the number of surcharges being introduced made it difficult for shippers to track which ones applied to their shipments. “The US got it right when the (Federal Maritime Commission) required 30-day notice periods before surcharges could take effect on US services,” Hookham said. “The current surcharging behavior will only hasten demands for similar notice periods to become mandatory worldwide.” Fractured fuel links While carriers roll out their fuel surcharges to try to recover rising costs, freight tracking platform Vizion believes the traditional linkage between fuel costs and BAFs has fractured due to the rapid escalation of the war and the effective closure of the Strait of Hormuz. In a recent review of bunker surcharges, Vizion noted that average very low sulfur fuel oil (VLSFO) prices of $535 per metric ton in 2025 were down 14.4% year over year, the lowest since 2020, with BAF contributing just 10% to 20% to total freight costs. The launch of US and Israeli strikes on Iran on Feb. 28 triggered a 73% fuel price spike to $939/mt in under two weeks, and carriers within days responded with emergency surcharges of $60 to $190/TEU, far faster than standard quarterly BAF adjustments. That shows the traditional BAF-fuel price correlation has weakened as carriers shift to emergency mechanisms to manage extreme volatility, according to Vizion. But Vizion said a deeper trend was emerging with a market fracture in progress as carriers divided into two camps: immediate risk transfer vs. contract stability. Carriers such as Maersk initially absorbed the volatility to protect long-term contract relationships, although the carrier has subsequently announced an emergency fuel surcharge. A more aggressive strategy was taken by MSC and CMA CGM, with both adopting a rapid pass-through of fuel spikes to protect their margins immediately. Shippers with locked-in rates will enjoy a short-term cost advantage, but it will be a temporary relief before fuel adjustments hit. Vizion warned that over the next three to six months, shippers can expect aggressive Q2 BAF corrections to capture the remaining fuel cost delta. Chantal McRoberts, director and head of advisory at Drewry Supply Chain Advisors, said shippers understand they will pay an increased fuel cost in the third quarter as that is part of the BAF policy that enables carriers to recover fuel costs over time. “The concern around the introduction of EBAF is the potential for double recovery,” McRoberts told the Journal of Commerce. “In practice, a shipper may pay an EBAF during Q2 to reflect higher fuel prices and then see its underlying BAF increase in Q3 as the formula catches up with those same Q2 fuel costs. At that point, the EBAF risks becoming revenue‑generating rather than purely cost‑recovering. “This is the dilemma currently facing shippers,” she added. “As a result, those operating under transparent, formula‑based BAF mechanisms are, in many cases, pushing back on EBAF charges.” Contact Greg Knowler at greg.knowler@spglobal.com .

Container lines

Container Shipping News

Maritime

War reignites tussle between ocean carriers, cargo owners over fuel surcharges

<div class="phx-topic abstract-wrapper">Signs of stress are emerging as boxes pour into a land transport network crucial for the flow of cargo across the war-torn region. </div>

Signs of stress are emerging as boxes pour into a land transport network crucial for the flow of cargo across the war-torn region.

<div class="phx-topic">The injection of containerized cargo by ocean carriers into a land-based transport network not set up to handle such volume is placing road and rail options in the Middle East under increasing pressure. CMA CGM is the latest ocean carrier to deploy road, rail and feeder solutions to shippers with cargo stranded in the war-torn Middle East, joining carriers such as Hapag-Lloyd, Maersk, Ocean Network Express and Zim Integrated Shipping Services. “The infrastructure was not originally designed to accommodate such a high level of incremental trucking demand, particularly given the longer distances resulting from cross-country movements,” a spokesman for Hapag-Lloyd told the Journal of Commerce. “We are partnering closely with our logistics partners to ensure reliable service for our customers in the United Arab Emirates [UAE],” he added. Crane Worldwide Logistics said in a Middle East update Tuesday that road freight was largely operational but faced growing customs delays and capacity pressure as air and sea cargo shifted to land. “A trucking capacity shortage is growing across the Oman, Fujairah and Saudi corridors with the scarcity compressing resolution timelines for stranded and in-transit cargo looking for alternatives to air and ocean,” the update noted. DHL Global Forwarding is also reporting rising congestion across ports and road networks with ships calling at Khor Fakkan in the UAE facing 10-plus day delays and long truck queues, and high demand for road freight driving up transit times and costs. Commercial shipping remains unable to pass through the Strait of Hormuz as the US-Iran war enters its third week and container traffic destined for the Middle East is being offloaded at strategic entry points outside the Persian Gulf, such as Khor Fakkan and Fujairah in the UAE and Sohar in Oman. <h3>Alternative transport solutions </h3>Countries in the Persian Gulf import more than 90% of their products and the disabling of ocean access represents a significant threat. Trucking is the next best option and CMA CGM is offering shippers alternative transport solutions connecting the UAE, Saudi Arabia, Oman, Iraq, Qatar, Bahrain, Kuwait and Jordan via the ports of Khor Fakkan, Fujairah, Sohar and Jeddah in Saudi Arabia. The carrier is using logistics corridors to serve the main hubs in the UAE (Khalifa, Jebel Ali and Sharjah) and other countries bordering the Arabian Gulf via a combination of regional road and maritime transport. From the Red Sea port of Jeddah, CMA CGM has established road corridors, with or without maritime connections, for onward delivery to Saudi Arabia (Dammam), the UAE, Qatar, Bahrain, Kuwait and Iraq. This setup also allows flows to connect to the Mediterranean and Asia without exposure to the Strait of Hormuz. A third option is via the Omani ports with road and feeder connections to the UAE and northern Gulf countries. Before the war started, most of the container lines were offering carrier or merchant haulage across the Middle East but in the past two weeks have had to adapt their land-based services to handle the disruption caused by the war. For general and non-urgent cargo, MSC, CMA CGM and Yang Ming are among the carriers that have declared “end of voyage” for Persian Gulf-bound containers already onboard vessels when the war started. That cargo status means the carriers are unable to fulfil obligations on a bill of lading, and when the containers are offloaded at a port, they become the responsibility of the cargo owner. <a href="https://www.joc.com/article/maersk-forced-to-ship-fuel-from-us-europe-as-asia-bunkers-start-to-run-dry-6184651">Maersk has taken a different approach</a>, offering shippers three options: keeping the cargo in temporary storage, having it returned to the port of departure, or delivering it to another destination for onward transport by another mode. “We are using Salalah and Khor Fakkan for cargo that comes from the east and are securing trucking capacity to take it into the Gulf,” Maersk CCO Karsten Kildahl told the Journal of Commerce in an interview last week. “For cargo that comes from Europe, we focus mainly on Jeddah and are deploying trucks to take the cargo across the Arabian Peninsula through the desert,” he added. Many of the global forwarders, such as Kuehne + Nagel, DHL Global Forwarding, Crane and DSV are actively using road freight to move cargo between consumer markets in the Middle East. Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

The injection of containerized cargo by ocean carriers into a land-based transport network not set up to handle such volume is placing road and rail options in the Middle East under increasing pressure. CMA CGM is the latest ocean carrier to deploy road, rail and feeder solutions to shippers with cargo stranded in the war-torn Middle East, joining carriers such as Hapag-Lloyd, Maersk, Ocean Network Express and Zim Integrated Shipping Services. “The infrastructure was not originally designed to accommodate such a high level of incremental trucking demand, particularly given the longer distances resulting from cross-country movements,” a spokesman for Hapag-Lloyd told the Journal of Commerce. “We are partnering closely with our logistics partners to ensure reliable service for our customers in the United Arab Emirates [UAE],” he added. Crane Worldwide Logistics said in a Middle East update Tuesday that road freight was largely operational but faced growing customs delays and capacity pressure as air and sea cargo shifted to land. “A trucking capacity shortage is growing across the Oman, Fujairah and Saudi corridors with the scarcity compressing resolution timelines for stranded and in-transit cargo looking for alternatives to air and ocean,” the update noted. DHL Global Forwarding is also reporting rising congestion across ports and road networks with ships calling at Khor Fakkan in the UAE facing 10-plus day delays and long truck queues, and high demand for road freight driving up transit times and costs. Commercial shipping remains unable to pass through the Strait of Hormuz as the US-Iran war enters its third week and container traffic destined for the Middle East is being offloaded at strategic entry points outside the Persian Gulf, such as Khor Fakkan and Fujairah in the UAE and Sohar in Oman. Alternative transport solutions Countries in the Persian Gulf import more than 90% of their products and the disabling of ocean access represents a significant threat. Trucking is the next best option and CMA CGM is offering shippers alternative transport solutions connecting the UAE, Saudi Arabia, Oman, Iraq, Qatar, Bahrain, Kuwait and Jordan via the ports of Khor Fakkan, Fujairah, Sohar and Jeddah in Saudi Arabia. The carrier is using logistics corridors to serve the main hubs in the UAE (Khalifa, Jebel Ali and Sharjah) and other countries bordering the Arabian Gulf via a combination of regional road and maritime transport. From the Red Sea port of Jeddah, CMA CGM has established road corridors, with or without maritime connections, for onward delivery to Saudi Arabia (Dammam), the UAE, Qatar, Bahrain, Kuwait and Iraq. This setup also allows flows to connect to the Mediterranean and Asia without exposure to the Strait of Hormuz. A third option is via the Omani ports with road and feeder connections to the UAE and northern Gulf countries. Before the war started, most of the container lines were offering carrier or merchant haulage across the Middle East but in the past two weeks have had to adapt their land-based services to handle the disruption caused by the war. For general and non-urgent cargo, MSC, CMA CGM and Yang Ming are among the carriers that have declared “end of voyage” for Persian Gulf-bound containers already onboard vessels when the war started. That cargo status means the carriers are unable to fulfil obligations on a bill of lading, and when the containers are offloaded at a port, they become the responsibility of the cargo owner. Maersk has taken a different approach , offering shippers three options: keeping the cargo in temporary storage, having it returned to the port of departure, or delivering it to another destination for onward transport by another mode. “We are using Salalah and Khor Fakkan for cargo that comes from the east and are securing trucking capacity to take it into the Gulf,” Maersk CCO Karsten Kildahl told the Journal of Commerce in an interview last week. “For cargo that comes from Europe, we focus mainly on Jeddah and are deploying trucks to take the cargo across the Arabian Peninsula through the desert,” he added. Many of the global forwarders, such as Kuehne + Nagel, DHL Global Forwarding, Crane and DSV are actively using road freight to move cargo between consumer markets in the Middle East. Contact Greg Knowler at greg.knowler@spglobal.com .

Surface

Asia-Europe

International ports

Rising road volume puts Middle East land-based options under pressure

<div class="phx-topic abstract-wrapper">The terminal, capable of ultimately handling 5.7 million TEUs annually, will be the global terminal operator’s third in Vietnam. </div>

The terminal, capable of ultimately handling 5.7 million TEUs annually, will be the global terminal operator’s third in Vietnam.

<div class="phx-topic">APM Terminals and its long-standing local partner Hateco Group are set for a 50-year concession to develop the $1.8 billion Lieu Chieu container terminal in the central Vietnam port city of Da Nang. The duo was approved by the People’s Committee of Da Nang on Tuesday — the local government — as the preferred bidder for a terminal with an annual capacity of 5.7 million TEUs. Work is due to start later this year, with the first two berths due to open in 2028 and full completion is expected by 2035. Container lines, supported by record profits from disruption, are investing more in marine terminals to gain better control of landside operations and mitigate port congestion. Maersk’s stakes and investment in marine terminals, such as Tanjung Pelepas in Malaysia, enable the Gemini Cooperation’s hub-and-spoke network with partner Hapag-Lloyd. US tariffs on China have made Vietnam a more attractive origin of US imports, with the latter’s share of laden inbound shipments rising to 12% last year from 9.9% in 2024, according to PIERS, a sister company of the Journal of Commerce. APM Terminals, Hateco Group and Hateco Port Company will build, operate and manage the terminal, which will have eight container berths with a total quay of 9,022 feet capable of handling 18,000-TEU container ships. There will also be a barge berth for vessels up to 5,000 metric tons to support local cargo consolidation and distribution, easing pressure on the regional road network, and reducing transport costs. The facility, midway between the major ports of Haiphong in the north near Hanoi and Ho Chi Minh in the south, is expected to become a key hub for cargo in Vietnam’s central provinces and neighboring Laos as well as transshipment traffic. The facility is the second to be jointly developed by APM Terminals division and Hateco after the two firms won a concession to build and operate the Hateco Haiphong International Container Terminal that opened last July. The two-berth terminal at Haiphong’s Lach Huyen port in northern Vietnam can handle 18,000-TEU-sized ships. Da Nang will be APM Terminals’ third facility in Vietnam — the firm operates the two-berth 2.1-million-TEU capacity Cai Mep International Terminal 31 miles southeast of Ho Chin Minh City. Contact Keith Wallis at <a href="mailto:keithwallis@hotmail.com">keithwallis@hotmail.com</a>. </div>

APM Terminals and its long-standing local partner Hateco Group are set for a 50-year concession to develop the $1.8 billion Lieu Chieu container terminal in the central Vietnam port city of Da Nang. The duo was approved by the People’s Committee of Da Nang on Tuesday — the local government — as the preferred bidder for a terminal with an annual capacity of 5.7 million TEUs. Work is due to start later this year, with the first two berths due to open in 2028 and full completion is expected by 2035. Container lines, supported by record profits from disruption, are investing more in marine terminals to gain better control of landside operations and mitigate port congestion. Maersk’s stakes and investment in marine terminals, such as Tanjung Pelepas in Malaysia, enable the Gemini Cooperation’s hub-and-spoke network with partner Hapag-Lloyd. US tariffs on China have made Vietnam a more attractive origin of US imports, with the latter’s share of laden inbound shipments rising to 12% last year from 9.9% in 2024, according to PIERS, a sister company of the Journal of Commerce. APM Terminals, Hateco Group and Hateco Port Company will build, operate and manage the terminal, which will have eight container berths with a total quay of 9,022 feet capable of handling 18,000-TEU container ships. There will also be a barge berth for vessels up to 5,000 metric tons to support local cargo consolidation and distribution, easing pressure on the regional road network, and reducing transport costs. The facility, midway between the major ports of Haiphong in the north near Hanoi and Ho Chi Minh in the south, is expected to become a key hub for cargo in Vietnam’s central provinces and neighboring Laos as well as transshipment traffic. The facility is the second to be jointly developed by APM Terminals division and Hateco after the two firms won a concession to build and operate the Hateco Haiphong International Container Terminal that opened last July. The two-berth terminal at Haiphong’s Lach Huyen port in northern Vietnam can handle 18,000-TEU-sized ships. Da Nang will be APM Terminals’ third facility in Vietnam — the firm operates the two-berth 2.1-million-TEU capacity Cai Mep International Terminal 31 miles southeast of Ho Chin Minh City. Contact Keith Wallis at keithwallis@hotmail.com .

Port News

Port infrastructure

APM Terminals to build $1.8 billion terminal in Da Nang

<div class="phx-topic abstract-wrapper">Broad use of Section 301 tariffs, with 60 US trading partners now being scrutinized, provides a window into the administration’s next phase of tariff applications as it seeks to redefine US trade. </div>

Broad use of Section 301 tariffs, with 60 US trading partners now being scrutinized, provides a window into the administration’s next phase of tariff applications as it seeks to redefine US trade.

<div class="phx-topic">Importers buoyed by a February US Supreme Court decision that overturned billions of dollars of tariffs they paid are now coming to grips with a new wave of tariffs that are likely to burden their inventory replenishment and holiday shipping plans. The US Trade Representative (USTR) last week launched two separate Section 301 investigations covering a total of 60 countries: one related to “structural excess capacity and production in manufacturing sectors” and a second aimed at forced labor. Should the investigations result in additional tariffs — widely expected to be the outcome — those duties will heap more cost pressure and customs administrative work on US importers, as well as reduce the appeal of sourcing from countries seen as lower-tariff alternatives to China. <div class="wrapper-narrow float-right-element"><img src="/images/phoenix/6187602_0.1.jpg"></img></div>More immediately, the tariffs could land just as US retailers typically begin peak season ordering ahead of the winter holidays. That will have an impact on containerized US import market share. Vietnam, for example, saw its share of inbound US volumes rise to 12% in 2025 from 9.9% in 2024, mostly at the expense of mainland China, whose share fell to 36% from 40.4% in 2024, according to PIERS, a sister product of the Journal of Commerce within S&amp;P Global. <h3>Expected pivot </h3>The two sets of investigations can be viewed as the Trump administration clearly pivoting from tariffs assessed through executive order, by way of the International Emergency Economic Powers Act (IEEPA), to ones with a more straightforward track record of surviving legal challenges. The Supreme Court on Feb. 20 <a href="https://www.joc.com/article/us-supreme-court-rules-against-trump-in-critical-ieepa-tariff-case-6173568">ruled that the IEEPA tariffs had been levied illegally</a>, and the US Court of International Trade has ordered US Customs and Border Protection to <a href="https://www.joc.com/article/cbp-lays-out-initial-tariff-refund-plan-that-requires-minimal-work-from-importers-6183418">create a process to refund importers more than $160 billion in tariffs</a> they paid, plus interest. Trade experts said they expected the administration to quickly use other tools to progress with its tariff-focused foreign trade policy in the event the IEEPA tariffs were struck down. The structural capacity investigation will look into whether 16 different countries or trading blocs, including China, India, Vietnam, Indonesia and the EU, are imposing policies or practices that “burden or restrict US commerce.” The broader investigation into forced labor covers virtually every major US trading partner and can be seen as the US Trade Representative (USTR) trying to replicate the scale of President Trump’s so-called Liberation Day tariffs that were eventually struck down. In the interim, Trump has used Section 122 of the Trade Act to temporarily assess 10% tariffs on all US imports, outside of goods exempted through existing trade agreements. The pace of the investigations also hints at the administration’s desire for the new tariffs, or at least the threat thereof, to be in place by the time the Section 122 duties expire on July 27. Comments on both investigations are due April 15, with hearings for the forced labor and structural capacity inquiries scheduled for April 28 and May 5, respectively. In announcing the probes, USTR said it has requested consultations with all governments named in the investigations. All the economies named in the structural capacity inquiry are also involved in the forced labor investigations, which means the trade representative will be looking to have conversations with 60 different entities in the coming months, presumably to use the threat of tariffs as leverage. <h3>‘One of the most powerful weapons’</h3>Deborah Elms, head of trade policy at Singapore-based Hinrich Foundation, said the USTR’s use of Section 301 in this context, while likely to be effective in that it will allow the administration to impose new tariffs, runs counter to the initial intent of the statute. During President Trump’s first term, the USTR was able to assess 25% Section 301 tariffs on Chinese goods that have remained despite two changes of power in the executive branch. The scope of the new Section 301 tariffs the USTR is seeking would dwarf those previously implemented, although there has yet to be any formal discussion about the level of tariffs that might result from these investigations “Section 301 was originally intended as a tool to get countries to negotiate and remove barriers to US exports,” she wrote in a March 12 blog. “This administration appears keen to retaliate first and discuss mostly later.” For importers, the intent of Section 301 tariffs matter because they are likely to be more durable and legally defensible than either the IEEPA or Section 122 tariffs. Additionally, unless countries are able to negotiate their way out of prospective Section 301 tariffs by providing market access to US exporters or curtailing domestic production subsidies, importers will find there are fewer avenues to escape an added cost on international trade. Elms described Section 301 as “one of the most powerful weapons in the trade policy arsenal for any US executive branch pursuing aggressive unilateralism,” adding that it provides a range of options under the broad category of “relief from unfair trade practices.” Elms noted the 16 industries under investigation in the “structural capacity” probe range from steel production in China to chemical manufacturing in Germany and currency manipulation in Switzerland. The two investigations are also unlikely to be the last. USTR Jamieson Greer has previously hinted at the potential for cases focused on digital trade and digital services taxes. Contact Eric Johnson at <a href="mailto:eric.johnson@spglobal.com">eric.johnson@spglobal.com</a>. </div>

Importers buoyed by a February US Supreme Court decision that overturned billions of dollars of tariffs they paid are now coming to grips with a new wave of tariffs that are likely to burden their inventory replenishment and holiday shipping plans. The US Trade Representative (USTR) last week launched two separate Section 301 investigations covering a total of 60 countries: one related to “structural excess capacity and production in manufacturing sectors” and a second aimed at forced labor. Should the investigations result in additional tariffs — widely expected to be the outcome — those duties will heap more cost pressure and customs administrative work on US importers, as well as reduce the appeal of sourcing from countries seen as lower-tariff alternatives to China. More immediately, the tariffs could land just as US retailers typically begin peak season ordering ahead of the winter holidays. That will have an impact on containerized US import market share. Vietnam, for example, saw its share of inbound US volumes rise to 12% in 2025 from 9.9% in 2024, mostly at the expense of mainland China, whose share fell to 36% from 40.4% in 2024, according to PIERS, a sister product of the Journal of Commerce within S&P Global. Expected pivot The two sets of investigations can be viewed as the Trump administration clearly pivoting from tariffs assessed through executive order, by way of the International Emergency Economic Powers Act (IEEPA), to ones with a more straightforward track record of surviving legal challenges. The Supreme Court on Feb. 20 ruled that the IEEPA tariffs had been levied illegally , and the US Court of International Trade has ordered US Customs and Border Protection to create a process to refund importers more than $160 billion in tariffs they paid, plus interest. Trade experts said they expected the administration to quickly use other tools to progress with its tariff-focused foreign trade policy in the event the IEEPA tariffs were struck down. The structural capacity investigation will look into whether 16 different countries or trading blocs, including China, India, Vietnam, Indonesia and the EU, are imposing policies or practices that “burden or restrict US commerce.” The broader investigation into forced labor covers virtually every major US trading partner and can be seen as the US Trade Representative (USTR) trying to replicate the scale of President Trump’s so-called Liberation Day tariffs that were eventually struck down. In the interim, Trump has used Section 122 of the Trade Act to temporarily assess 10% tariffs on all US imports, outside of goods exempted through existing trade agreements. The pace of the investigations also hints at the administration’s desire for the new tariffs, or at least the threat thereof, to be in place by the time the Section 122 duties expire on July 27. Comments on both investigations are due April 15, with hearings for the forced labor and structural capacity inquiries scheduled for April 28 and May 5, respectively. In announcing the probes, USTR said it has requested consultations with all governments named in the investigations. All the economies named in the structural capacity inquiry are also involved in the forced labor investigations, which means the trade representative will be looking to have conversations with 60 different entities in the coming months, presumably to use the threat of tariffs as leverage. ‘One of the most powerful weapons’ Deborah Elms, head of trade policy at Singapore-based Hinrich Foundation, said the USTR’s use of Section 301 in this context, while likely to be effective in that it will allow the administration to impose new tariffs, runs counter to the initial intent of the statute. During President Trump’s first term, the USTR was able to assess 25% Section 301 tariffs on Chinese goods that have remained despite two changes of power in the executive branch. The scope of the new Section 301 tariffs the USTR is seeking would dwarf those previously implemented, although there has yet to be any formal discussion about the level of tariffs that might result from these investigations “Section 301 was originally intended as a tool to get countries to negotiate and remove barriers to US exports,” she wrote in a March 12 blog. “This administration appears keen to retaliate first and discuss mostly later.” For importers, the intent of Section 301 tariffs matter because they are likely to be more durable and legally defensible than either the IEEPA or Section 122 tariffs. Additionally, unless countries are able to negotiate their way out of prospective Section 301 tariffs by providing market access to US exporters or curtailing domestic production subsidies, importers will find there are fewer avenues to escape an added cost on international trade. Elms described Section 301 as “one of the most powerful weapons in the trade policy arsenal for any US executive branch pursuing aggressive unilateralism,” adding that it provides a range of options under the broad category of “relief from unfair trade practices.” Elms noted the 16 industries under investigation in the “structural capacity” probe range from steel production in China to chemical manufacturing in Germany and currency manipulation in Switzerland. The two investigations are also unlikely to be the last. USTR Jamieson Greer has previously hinted at the potential for cases focused on digital trade and digital services taxes. Contact Eric Johnson at eric.johnson@spglobal.com .

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