<div class="phx-topic abstract-wrapper">An expected 20 percent increase in exports, reaching $37 billion, has not resulted in any sense of e</div>

An expected 20 percent increase in exports, reaching $37 billion, has not resulted in any sense of e

<div>An expected 20 percent increase in exports, reaching $37 billion, has not resulted in any sense of exhilaration here.Instead, businessmen and government officials are nervously watching what the growth in protectionist sentiment in the advanced countries may bode for Taiwan's future trade potential. Particularly worrisome is the large bloc of votes in the U.S. Congress favoring restrictions on imports, since the U.S. market traditionally absorbs nearly half of the exports out of Taiwan.Taiwan made numerous concessions during a series of eight rounds of bilateral trade talks in an effort to reduce protectionist pressures on Capitol Hill. But many observers believe...

An expected 20 percent increase in exports, reaching $37 billion, has not resulted in any sense of exhilaration here. Instead, businessmen and government officials are nervously watching what the growth in protectionist sentiment in the advanced countries may bode for Taiwan's future trade potential. Particularly worrisome is the large bloc of votes in the U.S. Congress favoring restrictions on imports, since the U.S. market traditionally absorbs nearly half of the exports out of Taiwan.Taiwan made numerous concessions during a series of eight rounds of bilateral trade talks in an effort to reduce protectionist pressures on Capitol Hill. But many observers believe even larger and more dramatic steps would be needed to change minds among members of Congress, especially when the overall U.S. trade deficit and budget deficit continue to widen. Another factor that caused apprehension among Taiwan's export companies recently was the steady appreciation of the New Taiwan dollar against the U.S. dollar, increasing the price of Taiwan-made goods in the U.S. market. The pressure on the NT dollar is the natural result of Taiwan's continuing trade surplus, expected to reach a record $14 billion for the whole of 1986, plus the country's accumulation of more than $30 billion in foreign exchange reserves. From October 1985 to July, the NT dollar rose 5 percent against the U.S. dollar, and in August alone it went up by about 3 percent from the previous month's level. The central bank has been attempting to hold the appreciation at a gradual pace to give traders time to make adjustments, but by the end of the year the exchange rate is expected to reach NT$36 to US$1, stronger than NT$40 to US$1 a year and a half ago. So far the currency revaluation has had no appreciable impact on Taiwan's trade position. One reason is that the Japanese yen has risen in value so much more sharply than the NT dollar, causing many buyers in the international market to shift sources of supply from Japan to Taiwan. Another element is that the NT currency, because it is pegged to the U.S. dollar to a large degree, has actually been depreciating against the major European currencies. The result has been a boom in Taiwan's exports to Europe. In the first half of this year, sales were up 40 percent over the same period of 1985. The trend may further Taiwan's long-term goal of decreasing its dependency on the U.S. market, a goal that previously was difficult to attain. On the import side, Taiwan expects to see 14.5 percent growth this year, after several years of stagnation, to reach a total of $23 billion worth. The increase, mainly in capital goods and consumer goods, is particularly significant considering that Taiwan is spending about one-third less this year for crude oil, one of its major import items, due to the fall in international petroleum prices. The resulting trade surplus of $14 billion, up from 1985's $10.6 billion, would be the largest Taiwan has ever registered. The surplus with the United States alone is projected to reach a minimum of $13 billion, adding fuel to the protectionist cause. The prospect of a new international round of trade negotiations under the General Agreement on Tariffs and Trade is welcomed by Taiwan, although it is not a GATT member, as a means of reviving a healthy free trade environment. But the success of the GATT effort is not regarded as assured by any means. "It all depends on the attitude of the U.S.A.," said Vincent C. Siew, director-general of Taiwan's Board of Foreign Trade. "If the U.S. Congress and U.S. people believe in and support GATT, then I'm sure that the new round will become a very important tool to resist the protectionist tide. "But if the U.S. Congress is reluctant to support the GATT cause, then I don't have any optimism at all about the GATT talks." Some of the main areas covered in the extensive trade talks with the United States this year were: Textile quotas. The United States asked for renegotiations with Taiwan (and other leading producers) and won Taiwan's acceptance of a lower growth rate - only 0.5 percent a year - in its allotment. But that result was considered far preferable to passage by Congress of the Jenkins Bill, which would have slashed Taiwan's quota by over 40 percent in three years. "I think our agreement was very helpful in influencing Congress not to override the president's veto of the bill," said Mr. Siew. Tariffs. Taiwan pledged to reduce its maximum duty from 67.5 percent to 57.5 percent, to cut tariffs by an average 25 percent on 58 commodities of special interest to U.S. exporters, and to calculate duties on transaction value only. In the past some valuations were based on government-set prices, listed on duty-paying tables. Opening the Taiwan market to U.S. beer, wine and cigarettes. This step was promised a year ago, but long and hard negotiations were needed on specifics of pricing, distribution and promotion. Service sector. Taiwan has agreed to allow U.S. insurance companies to enter its market and to permit foreign banks to maintain more than one branch within the country. Non-tariff barriers. Taiwan will revise its automotive industry regulations to eliminate a requirement that foreign-invested operations export a certain percentage of their output. Intellectual property protection. The U.S. side congratulated Taiwan on the significant progress made in the past three years in strengthening its trademark, copyright and patent protection and in cracking down on commercial counterfeiting. With the American Chamber of Commerce in Taiwan as their vehicle, U.S. businessmen have been pressing for even more market-opening measures in Taiwan than have yet been agreed upon. One of the Chamber's major targets is the law that extends rights of profit repatriation to foreign companies only if their investments are in certain approved categories.

Maritime

PROTECTIONISM WORRIES PROSPERING TAIWAN

<div class="phx-topic abstract-wrapper">US ports want the federal government to increase the amount set aside for infrastructure grants in the DOT’s next budget, saying ports are an integral part of the nation’s road and rail network. </div>

US ports want the federal government to increase the amount set aside for infrastructure grants in the DOT’s next budget, saying ports are an integral part of the nation’s road and rail network.

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<div class="phx-topic">US ports are asking to be included in funding as Congress starts its review of spending priorities for roads and rail, with a request that the amount of federal funding set aside for port infrastructure projects be more than quadrupled from its previous level. Department of Transportation (DOT) Secretary Sean Duffy announced in July his agency is working with Congress on the next surface transportation reauthorization (STR) bill, the multi-year budget plan for the DOT’s various subagencies to fund long-term projects. The Biden administration last set aside $1.2 trillion in 2021’s Infrastructure Investment and Jobs Act for the last STR, with that funding set to expire in September 2026.While projects dealing with highways, truckers, railroads and pipelines are regularly included in the STR, ports are usually not, the American Association of Port Authorities (AAPA) said in a letter sent Tuesday to the DOT. Specifically, the AAPA wants the next STR to set aside $10.9 billion for the Port Infrastructure Development Program (PIDP), which received $2.25 billion in the 2021 law. Prior to the 2021 funding, PIDP grants were issued from the block grants given to states by the DOT. AAPA said the new higher amount reflects actual demand for PIDP funding. The program has received $12 billion in requests for project funding, but has only issued $2.7 billion in grants since 2019. Providing more funds for the program would also unleash more money from states and other sources, the AAPA said, since PIDP grants typically cover 50% of a project’s cost. “Ports are international gateways to the nation’s highways, railroads, and pipelines,” the AAPA letter said. “To fund and regulate these critical freight corridors while excluding the ports that make them run is an unfortunate oversight. AAPA calls on Congress and DOT to provide equal weight to the port industry alongside other modes of transportation in STR.”The AAPA also requested that multi-modal grant programs for which ports are eligible also receive more funding under the next STR bill. And it urged the DOT to make ports eligible for grants issued under the National Highway Freight Program, which typically goes to long-haul truck routes but does nothing for roads outside of ports.The request for PIDP funding nearly matches the $13 billion funding gap that inland waterways and ports will face through 2033, according to an April report from the American Society of Civil Engineers (ASCE). Its 2025 report card on America’s infrastructure gave ports a “B” grade, making ports the highest scorer. Railroads received a B-, while roads and aviation received D+ grades. Contact Michael Angell at <a href="mailto: michael.angell@spglobal.com">michael.angell@spglobal.com</a> </div>

US ports are asking to be included in funding as Congress starts its review of spending priorities for roads and rail, with a request that the amount of federal funding set aside for port infrastructure projects be more than quadrupled from its previous level. Department of Transportation (DOT) Secretary Sean Duffy announced in July his agency is working with Congress on the next surface transportation reauthorization (STR) bill, the multi-year budget plan for the DOT’s various subagencies to fund long-term projects. The Biden administration last set aside $1.2 trillion in 2021’s Infrastructure Investment and Jobs Act for the last STR, with that funding set to expire in September 2026. While projects dealing with highways, truckers, railroads and pipelines are regularly included in the STR, ports are usually not, the American Association of Port Authorities (AAPA) said in a letter sent Tuesday to the DOT. Specifically, the AAPA wants the next STR to set aside $10.9 billion for the Port Infrastructure Development Program (PIDP), which received $2.25 billion in the 2021 law. Prior to the 2021 funding, PIDP grants were issued from the block grants given to states by the DOT. AAPA said the new higher amount reflects actual demand for PIDP funding. The program has received $12 billion in requests for project funding, but has only issued $2.7 billion in grants since 2019. Providing more funds for the program would also unleash more money from states and other sources, the AAPA said, since PIDP grants typically cover 50% of a project’s cost. “Ports are international gateways to the nation’s highways, railroads, and pipelines,” the AAPA letter said. “To fund and regulate these critical freight corridors while excluding the ports that make them run is an unfortunate oversight. AAPA calls on Congress and DOT to provide equal weight to the port industry alongside other modes of transportation in STR.” The AAPA also requested that multi-modal grant programs for which ports are eligible also receive more funding under the next STR bill. And it urged the DOT to make ports eligible for grants issued under the National Highway Freight Program, which typically goes to long-haul truck routes but does nothing for roads outside of ports. The request for PIDP funding nearly matches the $13 billion funding gap that inland waterways and ports will face through 2033, according to an April report from the American Society of Civil Engineers (ASCE). Its 2025 report card on America’s infrastructure gave ports a “B” grade, making ports the highest scorer. Railroads received a B-, while roads and aviation received D+ grades. Contact Michael Angell at michael.angell@spglobal.com

Port infrastructure

North American ports

US ports look to DOT to close big funding gap for project grants

<div class="phx-topic abstract-wrapper">New carrier services improved connections between Hamburg and the Mediterranean, Middle East, Asia and India, while hinterland traffic has continued to develop.</div>

New carrier services improved connections between Hamburg and the Mediterranean, Middle East, Asia and India, while hinterland traffic has continued to develop.

<div class="phx-topic">Germany’s Port of Hamburg has reported a 9.3% increase in first-half container volume as increasing trade with Asia and the Baltic states was supported by new services from reshuffled carrier alliances and a rise in calls by larger vessels. Europe’s third-busiest container port handled 4.2 million TEUs between January and June, with imports rising 11.6% year over year and exports up 6.9%. ”...[T]he Port of Hamburg is able to benefit to this extent from new liner services and the restructuring of the shipping companies,” Axel Mattern, CEO of Port of Hamburg Marketing, said in a statement Tuesday. New carrier services improved connections between Hamburg and the Mediterranean, Middle East, Asia and India. Mattern said on top of the new services, hinterland traffic has continued to develop, with transshipment traffic also recording a strong half-year performance. Stefan Verberckmoes, senior shipping analyst at Alphaliner, said the changes to carrier alliances, particularly the Gemini Cooperation between Maersk and Hapag-Lloyd as well as Mediterranean Shipping Co. (MSC) going it alone, were a contributing factor to Hamburg’s rise in throughput. “Maersk has partnered (with) a Hamburg-based carrier and...MSC is favoring Hamburg in its standalone network, whereas the former 2M (alliance) was mainly using Bremerhaven,” Verberckmoes told the Journal of Commerce Wednesday. Still, Hamburg remains far behind Europe’s largest container port of Rotterdam that handled 9 million TEUs in the first half, and second-place Antwerp-Bruges with 6.91 million TEUs. Hamburg’s growth in container throughput was primarily generated by trade with Asia, up 10.7% year over year to 1.8 million TEUs, and trade with Baltic Sea states that grew 20.8% to 734,000 TEUs. China led the Asian trade, with volume growing 10.5% in the first half to 1.2 million TEUs. Malaysia benefited from changes in transshipment routes with a 93.2% increase in volume to 169,000 TEUs, while India throughput was up 41.6% at 137,000 TEUs. Baltic countries saw a significant increase in container throughput, with Denmark up 36% at 98,000 TEUs, Finland 20.1% higher at 125,000 TEUs and Poland volume increasing 28.8% to 182,000 TEUs. Unlike its North Europe port rivals that were able to grow US trade, Hamburg reported a 19.3% decline in US volume to 275,000 TEUs that the port attributed to “upheavals caused by the US administration’s trade policy.” <h3>Megaship calls continue to rise </h3>Supporting the growth in volume was a rise in the size of ships calling at Hamburg in the first half. The number of calls by container ships with capacity for more than 10,000 TEUs rose 51.6% to 285, while calls by ships with capacities exceeding 24,000 TEUs was up 29.6 % at 127 vessels. Hamburg’s hinterland container transport increased 2.2% year over year to 2.6 million TEUs, half of which were moved by rail. Transhipment volume was up 23.8% at 1.6 million TEUs. Ports across Europe are facing significant infrastructure shortcomings that are being exposed by the growing trade volume with persistent bottlenecks impacting some of the region’s largest gateways. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="9a83258d-dd54-4110-815c-666405d1115d"></dynamic-object></div>Hamburg is not immune to the congestion, but much of the disruption is a result of inland rail transport woes caused by full closures and railway maintenance projects. Kuehne + Nagel’s visibility tool SeaExplorer is reporting rail delays are around 13 hours at HHLA’s Container Terminal Altenwerder (CTA) this week and six hours at Eurokombi rail terminals. CTA yard utilization is at a high 75% to 80%. Friedrich Stuhrmann, CCO at Hamburg Port Authority, outlined some of the measures the port was taking to improve handling as container volumes and ship sizes increased. Stuhrmann said in the results statement the port has widened ship-passing areas and has begun expanding ship-turning spaces to accommodate larger vessels calling at the port, “sending important signals to ensure that these developments continue in the future.” Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

Germany’s Port of Hamburg has reported a 9.3% increase in first-half container volume as increasing trade with Asia and the Baltic states was supported by new services from reshuffled carrier alliances and a rise in calls by larger vessels. Europe’s third-busiest container port handled 4.2 million TEUs between January and June, with imports rising 11.6% year over year and exports up 6.9%. ”...[T]he Port of Hamburg is able to benefit to this extent from new liner services and the restructuring of the shipping companies,” Axel Mattern, CEO of Port of Hamburg Marketing, said in a statement Tuesday. New carrier services improved connections between Hamburg and the Mediterranean, Middle East, Asia and India. Mattern said on top of the new services, hinterland traffic has continued to develop, with transshipment traffic also recording a strong half-year performance. Stefan Verberckmoes, senior shipping analyst at Alphaliner, said the changes to carrier alliances, particularly the Gemini Cooperation between Maersk and Hapag-Lloyd as well as Mediterranean Shipping Co. (MSC) going it alone, were a contributing factor to Hamburg’s rise in throughput. “Maersk has partnered (with) a Hamburg-based carrier and...MSC is favoring Hamburg in its standalone network, whereas the former 2M (alliance) was mainly using Bremerhaven,” Verberckmoes told the Journal of Commerce Wednesday. Still, Hamburg remains far behind Europe’s largest container port of Rotterdam that handled 9 million TEUs in the first half, and second-place Antwerp-Bruges with 6.91 million TEUs. Hamburg’s growth in container throughput was primarily generated by trade with Asia, up 10.7% year over year to 1.8 million TEUs, and trade with Baltic Sea states that grew 20.8% to 734,000 TEUs. China led the Asian trade, with volume growing 10.5% in the first half to 1.2 million TEUs. Malaysia benefited from changes in transshipment routes with a 93.2% increase in volume to 169,000 TEUs, while India throughput was up 41.6% at 137,000 TEUs. Baltic countries saw a significant increase in container throughput, with Denmark up 36% at 98,000 TEUs, Finland 20.1% higher at 125,000 TEUs and Poland volume increasing 28.8% to 182,000 TEUs. Unlike its North Europe port rivals that were able to grow US trade, Hamburg reported a 19.3% decline in US volume to 275,000 TEUs that the port attributed to “upheavals caused by the US administration’s trade policy.” Megaship calls continue to rise Supporting the growth in volume was a rise in the size of ships calling at Hamburg in the first half. The number of calls by container ships with capacity for more than 10,000 TEUs rose 51.6% to 285, while calls by ships with capacities exceeding 24,000 TEUs was up 29.6 % at 127 vessels. Hamburg’s hinterland container transport increased 2.2% year over year to 2.6 million TEUs, half of which were moved by rail. Transhipment volume was up 23.8% at 1.6 million TEUs. Ports across Europe are facing significant infrastructure shortcomings that are being exposed by the growing trade volume with persistent bottlenecks impacting some of the region’s largest gateways. Hamburg is not immune to the congestion, but much of the disruption is a result of inland rail transport woes caused by full closures and railway maintenance projects. Kuehne + Nagel’s visibility tool SeaExplorer is reporting rail delays are around 13 hours at HHLA’s Container Terminal Altenwerder (CTA) this week and six hours at Eurokombi rail terminals. CTA yard utilization is at a high 75% to 80%. Friedrich Stuhrmann, CCO at Hamburg Port Authority, outlined some of the measures the port was taking to improve handling as container volumes and ship sizes increased. Stuhrmann said in the results statement the port has widened ship-passing areas and has begun expanding ship-turning spaces to accommodate larger vessels calling at the port, “sending important signals to ensure that these developments continue in the future.” Contact Greg Knowler at greg.knowler@spglobal.com .

Port News

International ports

Sharp rise in Hamburg first-half volume driven by growth in Asian, Baltic trade

<div class="phx-topic abstract-wrapper">The focus on incorporating returns technology for retailers is driven by data showing that the cost for them to acquire new customers far exceeds the cost of retaining existing customers.</div>

The focus on incorporating returns technology for retailers is driven by data showing that the cost for them to acquire new customers far exceeds the cost of retaining existing customers.

<div class="phx-topic">Blue Yonder’s acquisition of returns management platform Optoro continues a string of acquisitions by supply chain providers since 2023 to help retailers manage and offset the cost of online and in-store returns. Interest in returns management solutions is growing as third-party logistics providers (3PLs) and supply chain management software vendors extend their end-to-end solutions to include returns and other reverse logistics tools. For retailers, capabilities such as streamlining returns processes, understanding why items are returned, and automating front-end processes to allow customers to manage their returns through returns portals are helping to extend customer loyalty to the retailer. The focus on incorporating returns technology for retailers is driven by data showing that the cost for them to acquire new customers far exceeds the cost of retaining existing customers. According to the consulting firm Bain &amp; Company, companies that excel in customer experience retention see 10% to 15% more revenue and 25% to 30% higher profit margins. “With e-commerce sales continuing to grow, retailers need to be prepared when it comes to returns, which were projected to hit $890 billion last year, representing 16.9% of annual retail sales and is more than double the return rate from 2019,” Tim Robinson, Blue Yonder’s corporate vice president of returns, said in a statement Tuesday announcing the Optoro deal. Optoro is a returns management system (RMS) for retailers and third-party logistics providers (3PLs) to manage and optimize the returns process. Optoro’s platform includes a returns portal for retailers’ or 3PL customers to initiate returns, returns processing software, and secondary market channels for reselling returned items. Blue Yonder’s acquisition of Optoro is its second returns management acquisition in recent years, having acquired UK-based Doddle in 2023. Doddle offers self-service return kiosks and pick-up, drop-off (PUDO) networks. “With the addition of Optoro, Blue Yonder will be able to provide more expanded capabilities that address the complexities of the returns lifecycle,” Jordan K. Speer, research director at IDC Retail Insights, said in the statement. “This move not only opens new opportunities to enhance operational efficiency, but also aligns with the growing demand for sustainable practices.” <h3>Returns feed into customer experience </h3>According to a 2024 report from the National Retail Federation (NRF) in collaboration with returns provider Happy Returns, 67% of consumers said a negative returns experience would discourage them from shopping with a retailer again. Earlier this year, DHL Supply Chain acquired Inmar Supply Chain to not only offer returns capabilities, but also offer product remarketing, recall management and supply chain performance analytics. Accenture and UPS also acquired returns management companies in 2023. Accenture acquired OnProcessing, a provider of after-sales solutions, including reverse logistics and warranty management, for manufacturers and retailers. UPS, an early investor in Optoro, was rumored for years to be interested in acquiring the company, but instead acquired Happy Returns in late 2023. Happy Returns initially focused on offering “returns bars” in shopping malls before the pandemic. But as foot traffic at shopping malls slowed, the company shifted its focus toward enabling box-free, label-free returns at participating locations, including The UPS Store and other retailers. Contact Cathy Morrow Roberson at <a href="mailto:cathy.morrowroberso@spglobal.com">cathy.morrowroberso@spglobal.com.</a></div>

Blue Yonder’s acquisition of returns management platform Optoro continues a string of acquisitions by supply chain providers since 2023 to help retailers manage and offset the cost of online and in-store returns. Interest in returns management solutions is growing as third-party logistics providers (3PLs) and supply chain management software vendors extend their end-to-end solutions to include returns and other reverse logistics tools. For retailers, capabilities such as streamlining returns processes, understanding why items are returned, and automating front-end processes to allow customers to manage their returns through returns portals are helping to extend customer loyalty to the retailer. The focus on incorporating returns technology for retailers is driven by data showing that the cost for them to acquire new customers far exceeds the cost of retaining existing customers. According to the consulting firm Bain & Company, companies that excel in customer experience retention see 10% to 15% more revenue and 25% to 30% higher profit margins. “With e-commerce sales continuing to grow, retailers need to be prepared when it comes to returns, which were projected to hit $890 billion last year, representing 16.9% of annual retail sales and is more than double the return rate from 2019,” Tim Robinson, Blue Yonder’s corporate vice president of returns, said in a statement Tuesday announcing the Optoro deal. Optoro is a returns management system (RMS) for retailers and third-party logistics providers (3PLs) to manage and optimize the returns process. Optoro’s platform includes a returns portal for retailers’ or 3PL customers to initiate returns, returns processing software, and secondary market channels for reselling returned items. Blue Yonder’s acquisition of Optoro is its second returns management acquisition in recent years, having acquired UK-based Doddle in 2023. Doddle offers self-service return kiosks and pick-up, drop-off (PUDO) networks. “With the addition of Optoro, Blue Yonder will be able to provide more expanded capabilities that address the complexities of the returns lifecycle,” Jordan K. Speer, research director at IDC Retail Insights, said in the statement. “This move not only opens new opportunities to enhance operational efficiency, but also aligns with the growing demand for sustainable practices.” Returns feed into customer experience According to a 2024 report from the National Retail Federation (NRF) in collaboration with returns provider Happy Returns, 67% of consumers said a negative returns experience would discourage them from shopping with a retailer again. Earlier this year, DHL Supply Chain acquired Inmar Supply Chain to not only offer returns capabilities, but also offer product remarketing, recall management and supply chain performance analytics. Accenture and UPS also acquired returns management companies in 2023. Accenture acquired OnProcessing, a provider of after-sales solutions, including reverse logistics and warranty management, for manufacturers and retailers. UPS, an early investor in Optoro, was rumored for years to be interested in acquiring the company, but instead acquired Happy Returns in late 2023. Happy Returns initially focused on offering “returns bars” in shopping malls before the pandemic. But as foot traffic at shopping malls slowed, the company shifted its focus toward enabling box-free, label-free returns at participating locations, including The UPS Store and other retailers. Contact Cathy Morrow Roberson at cathy.morrowroberso@spglobal.com.

Logistics Technology News

Supply chain

Blue Yonder’s ‘returns’ tech acquisition highlights growing demand from retailers

<div class="phx-topic abstract-wrapper">The development of the war-damaged Latakia International Container Terminal, which handles 95% of Syria’s containerized trade, is aimed at increasing the port’s handling capacity to 1 million TEUs. </div>

The development of the war-damaged Latakia International Container Terminal, which handles 95% of Syria’s containerized trade, is aimed at increasing the port’s handling capacity to 1 million TEUs.

<div class="phx-topic">CMA CGM is committing an additional €200 million ($232 million) to the development of Syria’s largest container port of Latakia as the carrier launches the second phase of its expansion project at the war-damaged Mediterranean hub. Following a meeting in Damascus with Syrian leaders, CMA CGM chairman and CEO Rodolphe Saadé decided to accelerate the second part of the project, the carrier said in a statement Wednesday. “This new phase will directly complement the initial phase of €30 million investment that is undergoing and represents a strategic commitment of €200 million in the near future,” the statement noted. Under a renewed 30-year concession agreement signed May 1, CMA CGM will continue to manage and redevelop Syria’s Latakia International Container Terminal (LICT) that was damaged by air strikes during the Syrian civil war. LICT plays a vital role in the economic connectivity of the region, handling around 95% of Syria’s containerized imports and exports. With its links by road and rail to Damascus in northern Syria and as a key transit point to Iraq, Jordan, Turkey and the Persian Gulf, the port is a key logistics hub in the Eastern Mediterranean. The €200 million investment will be used to expand LICT to a handling capacity of 1 million TEUs. The funds will also go to modernizing and digitizing port operations, including advanced cargo handling systems and integrated logistics platforms; upgrading infrastructure to allow access to ships with a 16-meter draft; connecting rail and road links to support increasing volume; and launching and operating dry ports throughout Syria. CMA CGM is expanding investment in container terminals to diversify revenue and exert greater control over its supply chains. In July, the carrier announced <a href="https://www.joc.com/article/hmm-cma-cgm-to-expand-key-mediterranean-transshipment-hub-6036824">a €150 million ($177 million) investment in TTI Algeciras</a>, in which CMA CGM holds a 49.9% stake. Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com.</a></div>

CMA CGM is committing an additional €200 million ($232 million) to the development of Syria’s largest container port of Latakia as the carrier launches the second phase of its expansion project at the war-damaged Mediterranean hub. Following a meeting in Damascus with Syrian leaders, CMA CGM chairman and CEO Rodolphe Saadé decided to accelerate the second part of the project, the carrier said in a statement Wednesday. “This new phase will directly complement the initial phase of €30 million investment that is undergoing and represents a strategic commitment of €200 million in the near future,” the statement noted. Under a renewed 30-year concession agreement signed May 1, CMA CGM will continue to manage and redevelop Syria’s Latakia International Container Terminal (LICT) that was damaged by air strikes during the Syrian civil war. LICT plays a vital role in the economic connectivity of the region, handling around 95% of Syria’s containerized imports and exports. With its links by road and rail to Damascus in northern Syria and as a key transit point to Iraq, Jordan, Turkey and the Persian Gulf, the port is a key logistics hub in the Eastern Mediterranean. The €200 million investment will be used to expand LICT to a handling capacity of 1 million TEUs. The funds will also go to modernizing and digitizing port operations, including advanced cargo handling systems and integrated logistics platforms; upgrading infrastructure to allow access to ships with a 16-meter draft; connecting rail and road links to support increasing volume; and launching and operating dry ports throughout Syria. CMA CGM is expanding investment in container terminals to diversify revenue and exert greater control over its supply chains. In July, the carrier announced a €150 million ($177 million) investment in TTI Algeciras , in which CMA CGM holds a 49.9% stake. Contact Greg Knowler at greg.knowler@spglobal.com.

Container Shipping News

Marine terminals

CMA CGM accelerates $232 million Syrian Med port expansion project

<div class="phx-topic abstract-wrapper">The data visibility company has long partnered with transportation management system providers to get broader access to shippers, but will now compete alongside those partners.</div>

The data visibility company has long partnered with transportation management system providers to get broader access to shippers, but will now compete alongside those partners.

<div class="phx-topic">project44 on Tuesday released a transportation management system (TMS) product intended to fill regional and modal gaps for its shipper customers. The announcement comes as project44, long a leading provider of transportation visibility data, is evolving its position to more directly target transportation execution and inventory management. It’s part of a strategic shift to grab a larger share of technology investment from the world’s largest companies, the category of potential customers project44 is targeting, CEO Jett McCandless told the Journal of Commerce Tuesday. The new TMS can be an option for companies without a TMS or be used as a layer for enterprises with existing TMSs. “They leave their traditional TMS setup in divisions and [geographies] where it works and add p44’s TMS in the gaps that exist,” McCandless said. project44’s TMS offering represents a shift in sales approach after years of partnering with TMS vendors to spread its reach among shippers. McCandless said project44 will still partner with those TMS vendors, many of which use project44 visibility data. “We co-sell deals,” he said. “We have several in motion at the moment. And we’ve recently closed several. The biggest TMSs that service the [global 2000] shippers have more products than just TMS.” He added that it’s unusual for large shippers to have one TMS set up for all divisions in all geographies. “The p44 TMC can complement the existing TMS and fill in the gap if their existing TMS is not there,” he said. The TMS sits within a broader product suite that project44 calls its “Decision Intelligence Platform” composed of TMS, visibility, yard management and last-mile management. <h3>Product evolution </h3>Over the last year, project44 has gradually morphed its product and sales pitch around that platform, leaning heavily into the use of automation and AI agents that help shippers connect its visibility data with transportation and inventory management actions that can be undertaken in the platform. In that sense, the release of the TMS was more semantic, as project44 has been enabling transportation management decisions for months for its customers if they chose to use it. In particular, the TMS handles core functions such as rate management and booking across modes, carrier selection, procurement, purchase order management and invoice settlement. For ocean freight specifically, the company noted that shippers get native access to port-to-door rate quotes, estimated times of arrival, predictive sailing schedules, and port-level operational insights. “The integration of advanced technology streamlines our processes and increases customer satisfaction, provides essential performance data and measurement, and creates a culture of collaboration and innovation,” Hans Moorlag, director of North America logistics at Suntory Spirits, said in a statement. Contact Eric Johnson at <a href="mailto://eric.johnson@spglobal.com">eric.johnson@spglobal.com</a>. </div>

project44 on Tuesday released a transportation management system (TMS) product intended to fill regional and modal gaps for its shipper customers. The announcement comes as project44, long a leading provider of transportation visibility data, is evolving its position to more directly target transportation execution and inventory management. It’s part of a strategic shift to grab a larger share of technology investment from the world’s largest companies, the category of potential customers project44 is targeting, CEO Jett McCandless told the Journal of Commerce Tuesday. The new TMS can be an option for companies without a TMS or be used as a layer for enterprises with existing TMSs. “They leave their traditional TMS setup in divisions and [geographies] where it works and add p44’s TMS in the gaps that exist,” McCandless said. project44’s TMS offering represents a shift in sales approach after years of partnering with TMS vendors to spread its reach among shippers. McCandless said project44 will still partner with those TMS vendors, many of which use project44 visibility data. “We co-sell deals,” he said. “We have several in motion at the moment. And we’ve recently closed several. The biggest TMSs that service the [global 2000] shippers have more products than just TMS.” He added that it’s unusual for large shippers to have one TMS set up for all divisions in all geographies. “The p44 TMC can complement the existing TMS and fill in the gap if their existing TMS is not there,” he said. The TMS sits within a broader product suite that project44 calls its “Decision Intelligence Platform” composed of TMS, visibility, yard management and last-mile management. Product evolution Over the last year, project44 has gradually morphed its product and sales pitch around that platform, leaning heavily into the use of automation and AI agents that help shippers connect its visibility data with transportation and inventory management actions that can be undertaken in the platform. In that sense, the release of the TMS was more semantic, as project44 has been enabling transportation management decisions for months for its customers if they chose to use it. In particular, the TMS handles core functions such as rate management and booking across modes, carrier selection, procurement, purchase order management and invoice settlement. For ocean freight specifically, the company noted that shippers get native access to port-to-door rate quotes, estimated times of arrival, predictive sailing schedules, and port-level operational insights. “The integration of advanced technology streamlines our processes and increases customer satisfaction, provides essential performance data and measurement, and creates a culture of collaboration and innovation,” Hans Moorlag, director of North America logistics at Suntory Spirits, said in a statement. Contact Eric Johnson at eric.johnson@spglobal.com .

project44 wades into TMS market to fill modal, geographic gaps

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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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