<div class="phx-topic abstract-wrapper">New complaints to the US Federal Maritime Commission over the alleged failure of carriers to move volumes committed in ocean freight contracts suggests shipper frustration with capacity availability and rates remains high.</div>

New complaints to the US Federal Maritime Commission over the alleged failure of carriers to move volumes committed in ocean freight contracts suggests shipper frustration with capacity availability and rates remains high.

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<div>Shippers are increasingly turning to the US Federal Maritime Commission (FMC) to seek relief in disputes with container lines and marine terminals, with three more formal complaints filed this month. Two container lines intentionally refused contract rate bookings to chase higher spot market rates, according to allegations made in complaints filed March 8 and 18, respectively. A third complaint, filed March 21, alleges a Port of Long Beach container terminal assessed excessive demurrage fees on a shipment in the fall of 2020. The latest complaints reflect a frustrated shipper community increasingly more willing to take their disputes to regulators. <a>A...

Shippers are increasingly turning to the US Federal Maritime Commission (FMC) to seek relief in disputes with container lines and marine terminals, with three more formal complaints filed this month. Two container lines intentionally refused contract rate bookings to chase higher spot market rates, according to allegations made in complaints filed March 8 and 18, respectively. A third complaint, filed March 21, alleges a Port of Long Beach container terminal assessed excessive demurrage fees on a shipment in the fall of 2020. The latest complaints reflect a frustrated shipper community increasingly more willing to take their disputes to regulators. A July complaint by a Pennsylvania-based home goods importer was the first formal complaint accusing container lines of taking advantage of pandemic-driven disruption in ways that violate the US Shipping Act. The sides eventually settled, but more shippers have since filed complaints. A March 18 filing by New Jersey-based Foreign Tire Sales (FTS) against Evergreen Shipping Agency demonstrates that growing frustration. “Evergreen advised FTS and its vendors that there was no space in ships bound for the USA and then turned around and gave the space that should have been given to FTS to non-vessel operators (NVOs) at much higher rates than the rates promised in the contract between FTS and Evergreen,” the shipper said in its complaint. The impact of Evergreen not honoring its contract was higher ocean freight costs for FTS, with the shipper needing to turn to NVOs to secure capacity for its goods, it said. “The difference between the rates that Evergreen agreed to are up to $15,000 per container less than rates charged by NVOs,” FTS said in the complaint. In the first case , submitted March 8, Houston-based importer Royal White Cement (RWC) said CMA CGM refused to honor bookings made under a contract, signed May 11, 2021, for service between the Egyptian ports of Said and Damietta and the US through April 30, 2022. The shipper alleges CMA CGM did so in order to sell that capacity on the more lucrative spot market. The contract committed RWC to move 1,000 containers during the year, but it alleges CMA CGM stopped accepting bookings attached to its contract rate after 10 containers. It moved 2,843 containers in its previous annual contract, 1,343 more than its minimum quantity commitment (MQC) specified, the filing said. Seeking relief from FMC The cases are the first to be filed with the FMC since Jan. 19, reigniting complaints from shippers seeking help from the FMC to resolve cases where shippers allege container lines are not fulfilling the annual MQCs to which they contractually agreed. The FMC in December invited shippers to submit complaints as part of a stronger remit to regulate the market as ocean freight rates skyrocketed in 2021. Prior to that, the Commission agreed on a policy to prohibit carrier retaliation against shippers that filed complaints. The FMC has also taken a harder line on carrier and terminal assessment of detention and demurrage. The demurrage complaint , filed by California-based ACME Freight Services against Total Terminals International, alleges that a shipment of several boxes that were part of a consignment of 20 containers of medical gloves incurred more than $185,000 worth of demurrage due to a hold by US Customs and Border Protection (CBP). The logistics provider contends it was not responsible for the customs hold, which was related to another logistics company and different container line, and therefore should not be held responsible for demurrage related to the hold. Contact Eric Johnson at eric.johnson@ihsmarkit.com and follow him on Twitter: @LogTechEric .

Container lines

Transport, Trade and Regulation News

Shippers resume complaints to FMC over unfulfilled contract space

<div class="phx-topic abstract-wrapper">LTL carriers are reining in capital spending on property, holding new terminals and doors in reserve as they await a hoped-for turnaround in freight demand in 2026. </div>

LTL carriers are reining in capital spending on property, holding new terminals and doors in reserve as they await a hoped-for turnaround in freight demand in 2026.

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<div class="phx-topic">The less-than-truckload (LTL) land rush in the US is nearing its end as bankrupt Yellow runs out of terminals to sell and potential buyers run out of freight to fill them. Despite the sale of <a href="https://www.joc.com/article/yellow-terminal-auction-redrawing-us-ltl-map-as-pricing-surge-subsides-5222598">hundreds of properties</a> and the construction of many new terminals over the last two years, the LTL sector still has less capacity than it did before Yellow’s collapse in 2023. That capacity shortfall has supported higher LTL pricing. The US long-distance LTL producer price index, a measure of all-inclusive pricing, was up 10.5% year over year in August, before the US government shutdown. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="b8bff0bb-e602-4052-88a8-7955d25f97d2"></dynamic-object></div>“If you look at pre-Yellow and post-Yellow, the number of doors is down about 6%,” Mario Harik, XPO CEO, told the Journal of Commerce. “The number of terminals is down by a similar amount.” Compared with 2020, however, LTL capacity is down about 10%, Harik said. Demand for LTL freight services, however, is dropping, too, with publicly-owned LTL carriers reporting a year-over-year <a href="https://www.joc.com/article/top-ltl-carriers-maintain-profit-while-planning-paths-to-freight-recovery-6105968">decline in daily shipments</a>. A bleak freight outlook has carriers putting network expansion plans on hold, or at least slowing them down. “We haven’t opened any service centers this year,” Adam Satterfield, CFO of Old Dominion Freight Line (ODFL), told analysts during a third-quarter earnings call last week. That’s a unique statement coming from an LTL executive. ODFL — the second-largest US LTL provider ranked by revenue — was one of the few large LTL carriers to abstain from the rush to buy terminals from bankrupt Yellow in 2023 and 2024. “I think we’ve opened six service centers going back to the end of 2022, so we definitely have built up some capacity,” Satterfield said. In contrast, Saia has opened 39 terminals since 2022 and 17 in the past year, most of them purchased from Yellow. Estes Express Lines purchased 37 owned and leased terminals from Yellow since 2022, and XPO acquired 28 Yellow terminals. Knight-Swift Transportation Holdings, R+L Carriers, ArcBest’s ABF Freight System, Central Transport, Pitt Ohio, A. Duie Pyle and <a href="https://www.joc.com/article/ltl-carriers-expanding-us-networks-despite-low-freight-demand-6053685">Roadrunner</a> all joined the real estate rush. That rush has now slowed to a trickle. Yellow had four carrier subsidiaries with 308 terminals at the end of 2022. Through partnerships with Ducera and CBRE, Yellow reached out to approximately 650 potential buyers and entered nondisclosure agreements with 400 of them, according to court filings. As of October, the company had just eight facilities left, according to bankruptcy court filings, including a 426-door facility in Chicago Heights, Illinois. ArcBest purchased an 18-door Montgomery, Alabama, terminal from Yellow in October for $375,000, and three other facilities were acquired by real estate developers. <h3>Slowing down </h3>Yellow’s bankruptcy was the opportunity of a generation for competitors that had plenty of cash but were hemmed in when it came to property needed to expand. “Our nationwide footprint allows us to build deeper relationships with customers, and we’re seeing the benefit of the investments made in our network,” Saia President and CEO Frederick Holzgrefe said during an earnings call last week. Saia’s new terminals have contributed a proportionally greater share of freight than its existing properties and likely helped Saia limit its year-over-year decline in daily shipment volume to 1.9% in the third quarter. And its expansion isn’t done, CFO Matthew Batteh said during the call. “We still have opportunities and dots we need to put on the map,” he said. But Saia sees slow growth ahead, and that will temper its expectations for expansion. “We’re slowing capital investment ... and making sure we’re in a position to take advantage of the opportunities that will inevitably be there for us,” Holzgrefe said. Knight-Swift, which leaped into the LTL market in 2021 with the <a href="https://www.joc.com/article/knight-swift-combining-ltl-subsidiaries-to-form-one-carrier-under-act-brand-6102388">purchase of AAA Cooper Transportation</a> and purchased more than 25 terminals from Yellow, opened one new service center in the third quarter and replaced two smaller sites with larger facilities. “We still feel very encouraged that we’ll see growth in our existing network that we have without opening many properties here in the near term,” CEO Adam Miller said last week. ODFL is holding some planned terminals and capacity “in reserve,” said Satterfield. “We just think it’s more appropriate to hold them out versus increasing the number of service centers in operation, which increases line-haul expense, weakens your density even further and puts more pressure on the costs,” he told analysts. But Satterfield also believes there is less LTL capacity available today, even with excess capacity running as high as 30% in ODFL’s network. “I think what we know was a capacity-constrained environment in 2022 will be even more capacity constrained when we do eventually get into the upcycle,” he said. Contact William B. Cassidy at <a href="mailto:bill.cassidy@spglobal.com">bill.cassidy@spglobal.com</a>. </div>

The less-than-truckload (LTL) land rush in the US is nearing its end as bankrupt Yellow runs out of terminals to sell and potential buyers run out of freight to fill them. Despite the sale of hundreds of properties and the construction of many new terminals over the last two years, the LTL sector still has less capacity than it did before Yellow’s collapse in 2023. That capacity shortfall has supported higher LTL pricing. The US long-distance LTL producer price index, a measure of all-inclusive pricing, was up 10.5% year over year in August, before the US government shutdown. “If you look at pre-Yellow and post-Yellow, the number of doors is down about 6%,” Mario Harik, XPO CEO, told the Journal of Commerce. “The number of terminals is down by a similar amount.” Compared with 2020, however, LTL capacity is down about 10%, Harik said. Demand for LTL freight services, however, is dropping, too, with publicly-owned LTL carriers reporting a year-over-year decline in daily shipments . A bleak freight outlook has carriers putting network expansion plans on hold, or at least slowing them down. “We haven’t opened any service centers this year,” Adam Satterfield, CFO of Old Dominion Freight Line (ODFL), told analysts during a third-quarter earnings call last week. That’s a unique statement coming from an LTL executive. ODFL — the second-largest US LTL provider ranked by revenue — was one of the few large LTL carriers to abstain from the rush to buy terminals from bankrupt Yellow in 2023 and 2024. “I think we’ve opened six service centers going back to the end of 2022, so we definitely have built up some capacity,” Satterfield said. In contrast, Saia has opened 39 terminals since 2022 and 17 in the past year, most of them purchased from Yellow. Estes Express Lines purchased 37 owned and leased terminals from Yellow since 2022, and XPO acquired 28 Yellow terminals. Knight-Swift Transportation Holdings, R+L Carriers, ArcBest’s ABF Freight System, Central Transport, Pitt Ohio, A. Duie Pyle and Roadrunner all joined the real estate rush. That rush has now slowed to a trickle. Yellow had four carrier subsidiaries with 308 terminals at the end of 2022. Through partnerships with Ducera and CBRE, Yellow reached out to approximately 650 potential buyers and entered nondisclosure agreements with 400 of them, according to court filings. As of October, the company had just eight facilities left, according to bankruptcy court filings, including a 426-door facility in Chicago Heights, Illinois. ArcBest purchased an 18-door Montgomery, Alabama, terminal from Yellow in October for $375,000, and three other facilities were acquired by real estate developers. Slowing down Yellow’s bankruptcy was the opportunity of a generation for competitors that had plenty of cash but were hemmed in when it came to property needed to expand. “Our nationwide footprint allows us to build deeper relationships with customers, and we’re seeing the benefit of the investments made in our network,” Saia President and CEO Frederick Holzgrefe said during an earnings call last week. Saia’s new terminals have contributed a proportionally greater share of freight than its existing properties and likely helped Saia limit its year-over-year decline in daily shipment volume to 1.9% in the third quarter. And its expansion isn’t done, CFO Matthew Batteh said during the call. “We still have opportunities and dots we need to put on the map,” he said. But Saia sees slow growth ahead, and that will temper its expectations for expansion. “We’re slowing capital investment ... and making sure we’re in a position to take advantage of the opportunities that will inevitably be there for us,” Holzgrefe said. Knight-Swift, which leaped into the LTL market in 2021 with the purchase of AAA Cooper Transportation and purchased more than 25 terminals from Yellow, opened one new service center in the third quarter and replaced two smaller sites with larger facilities. “We still feel very encouraged that we’ll see growth in our existing network that we have without opening many properties here in the near term,” CEO Adam Miller said last week. ODFL is holding some planned terminals and capacity “in reserve,” said Satterfield. “We just think it’s more appropriate to hold them out versus increasing the number of service centers in operation, which increases line-haul expense, weakens your density even further and puts more pressure on the costs,” he told analysts. But Satterfield also believes there is less LTL capacity available today, even with excess capacity running as high as 30% in ODFL’s network. “I think what we know was a capacity-constrained environment in 2022 will be even more capacity constrained when we do eventually get into the upcycle,” he said. Contact William B. Cassidy at bill.cassidy@spglobal.com .

Trucking News

Surface

US LTL ‘land rush’ reaches its end amid long-term freight decline

<div class="phx-topic abstract-wrapper">Shippers Linde and Air Liquide are leaning on their project backlogs for future cargoes, bucking talk of an “industrial recession.” </div>

Shippers Linde and Air Liquide are leaning on their project backlogs for future cargoes, bucking talk of an “industrial recession.”

<div class="phx-topic">The two largest global industrial gas suppliers are leveraging investments in US projects to offset sluggish industrial activity worldwide and ongoing market uncertainties going into the last quarter of the fiscal year. In their latest earnings remarks, suppliers Linde and Air Liquide pointed to continued challenges from turbulent market conditions and currency fluctuations while looking to their project backlogs as signs of future growth. Considered companies that serve as indicators of industrial market trends, Linde and Air Liquide are key providers of breakbulk and project cargo. The companies supply shipments such as gas storage tanks and heavy equipment for large industrial projects in industries including manufacturing, chemicals and steel production. Despite an ongoing global “industrial recession,” a $10 billion project backlog is driving optimism for long-term prospects at Linde, the world’s largest industrial gas supplier, CEO Sanjiv Lamba said during the company’s third-quarter earnings call on Oct. 31. The company is also exploring US steel and metal projects and facility expansions that could create greater gas demand. “We find ourselves positioned with the right players who are contemplating that expansion,” Lamba said. Manufacturing was the company’s fastest-growing industrial market for the US-German company in the third quarter, with growth being the most pronounced in the United States. “We seem to have lapped some of the tariff concerns, and this has translated into a healthy uptick in manufacturing activity,” Lamba said. Global sales rose 3% year over year to $8.6 billion for the quarter despite “stagnant industrial activity,” Lamba said. The Americas accounted for 72% of Linde’s $10 billion project backlog, which remained flat from a year ago. Sales in the Americas grew 3% to $3.8 billion for the quarter. Lamba said Linde remains guarded about any near-term recovery from a global “industrial recession.” Industrial sectors — including manufacturing, chemicals, energy, and metals and mining — accounted for 54% of the company’s global end markets, a 5% increase over last year. <h3>Air Liquide invests $100 million in US projects </h3>French industrial gas supplier Air Liquide reached a record $5.8 billion investment backlog, with the company announcing $100 million in investments in US projects, according to the company’s latest quarterly earnings results. “This is a solid, tangible indicator of future growth, which will begin to flow through as the projects under construction are going to start up,” CEO François Jackow said during the company’s Oct. 28 earnings call. Air Liquide is investing $50 million to develop hydrogen production along the US Gulf Coast by supplying hydrogen to two of the largest refiners in the US. The company is also investing over $50 million in the US semiconductor industry by building an ultra-pure gas production plant in the southeastern US on the site of the world’s largest manufacturer for advanced chip design. Air Liquide did not identify any of the companies in which it is investing. Sales for the quarter rose 2% to $7.6 billion despite the company operating in “the same turbulent environment that has defined the market since the start of the year,” Jackow said. In the Americas, gas and services sales rose 5% to $2.9 billion, driven by new production startups and strong demand. Air Liquide in the third quarter also acquired South Korean industrial gas company DIG Airgas and its backlog of nearly 20 secured projects. “This is highly strategic because it gives us a stronger foothold in the world’s fourth-largest industrial gas market, which is expected to double in the next 10 years,” Jackow said. Contact Autumn Cafiero Giusti at <a href="mailto:autumn@autumngiusti.com">autumn@autumngiusti.com</a>. </div>

The two largest global industrial gas suppliers are leveraging investments in US projects to offset sluggish industrial activity worldwide and ongoing market uncertainties going into the last quarter of the fiscal year. In their latest earnings remarks, suppliers Linde and Air Liquide pointed to continued challenges from turbulent market conditions and currency fluctuations while looking to their project backlogs as signs of future growth. Considered companies that serve as indicators of industrial market trends, Linde and Air Liquide are key providers of breakbulk and project cargo. The companies supply shipments such as gas storage tanks and heavy equipment for large industrial projects in industries including manufacturing, chemicals and steel production. Despite an ongoing global “industrial recession,” a $10 billion project backlog is driving optimism for long-term prospects at Linde, the world’s largest industrial gas supplier, CEO Sanjiv Lamba said during the company’s third-quarter earnings call on Oct. 31. The company is also exploring US steel and metal projects and facility expansions that could create greater gas demand. “We find ourselves positioned with the right players who are contemplating that expansion,” Lamba said. Manufacturing was the company’s fastest-growing industrial market for the US-German company in the third quarter, with growth being the most pronounced in the United States. “We seem to have lapped some of the tariff concerns, and this has translated into a healthy uptick in manufacturing activity,” Lamba said. Global sales rose 3% year over year to $8.6 billion for the quarter despite “stagnant industrial activity,” Lamba said. The Americas accounted for 72% of Linde’s $10 billion project backlog, which remained flat from a year ago. Sales in the Americas grew 3% to $3.8 billion for the quarter. Lamba said Linde remains guarded about any near-term recovery from a global “industrial recession.” Industrial sectors — including manufacturing, chemicals, energy, and metals and mining — accounted for 54% of the company’s global end markets, a 5% increase over last year. Air Liquide invests $100 million in US projects French industrial gas supplier Air Liquide reached a record $5.8 billion investment backlog, with the company announcing $100 million in investments in US projects, according to the company’s latest quarterly earnings results. “This is a solid, tangible indicator of future growth, which will begin to flow through as the projects under construction are going to start up,” CEO François Jackow said during the company’s Oct. 28 earnings call. Air Liquide is investing $50 million to develop hydrogen production along the US Gulf Coast by supplying hydrogen to two of the largest refiners in the US. The company is also investing over $50 million in the US semiconductor industry by building an ultra-pure gas production plant in the southeastern US on the site of the world’s largest manufacturer for advanced chip design. Air Liquide did not identify any of the companies in which it is investing. Sales for the quarter rose 2% to $7.6 billion despite the company operating in “the same turbulent environment that has defined the market since the start of the year,” Jackow said. In the Americas, gas and services sales rose 5% to $2.9 billion, driven by new production startups and strong demand. Air Liquide in the third quarter also acquired South Korean industrial gas company DIG Airgas and its backlog of nearly 20 secured projects. “This is highly strategic because it gives us a stronger foothold in the world’s fourth-largest industrial gas market, which is expected to double in the next 10 years,” Jackow said. Contact Autumn Cafiero Giusti at autumn@autumngiusti.com .

Breakbulk carriers

Project cargo

Breakbulk News

Maritime

US manufacturing projects drive momentum for global industrial gas companies

<div class="phx-topic abstract-wrapper">With a combined fleet of about 80 ships, the new structure unites SAL’s services under one integrated brand specializing in heavy-lift, ultra heavy-lift, multipurpose, offshore, semi liner shipping and bulk transport.</div>

With a combined fleet of about 80 ships, the new structure unites SAL’s services under one integrated brand specializing in heavy-lift, ultra heavy-lift, multipurpose, offshore, semi liner shipping and bulk transport.

<div class="phx-topic">SAL Heavy Lift and Intermarine, the heavy lift and multipurpose carrier affiliates of Germany’s Harren Group, have merged under the umbrella brand SAL in a move that coincides with the arrival of SAL’s first Orca-class ship, Elise. The move will unify SAL Heavy Lift, SAL Engineering, SAL Offshore, Intermarine and Intermarine Bulk Carriers, the company said in a statement Tuesday. With a combined fleet of about 80 ships, the new structure unites SAL’s services under one integrated brand specializing in heavy-lift, ultra heavy-lift, multipurpose, offshore, semi liner shipping and bulk transport. “Our customers face very different transport challenges,” Dr. Martin Harren, CEO of SAL and Harren Group, said in the statement. “Some need scheduled liner reliability in the Americas, others global tramp flexibility or ultra heavy lift execution.” The consolidated structure marks “SAL’s evolution from a traditional heavy-lift operator into a versatile multipurpose carrier...,” the carrier said. The move comes as the 14,600-deadweight metric ton Elise formally enters service with SAL at a ceremony planned Thursday in Hamburg, Germany. The ship is the first of five ordered from the China Merchants Jinling Shipyard in Weihai in China’s northeast Shandong province. The vessels are methanol-enabled, have a capacity to lift 1,600 metric tons, and have shore-power connections to achieve zero emissions in port. They will be built to Ice-class 1A and Polar Code standards and have a free deck space of almost 117,000 cubic feet and an 833,426-cubic feet single cargo hold. Elise and Frida, the second vessel in the series, are being deployed on the long-term transportation of wind turbine components for Siemens Gamesa Renewable Energy. Elise has just completed its maiden voyage, transporting wind power tower sections for Siemens Gamesa from Penglai, in Shandong province, to Hull on the east coast of England. The remaining three Orca-class ships, including Patricia and Carlotta, are expected to be delivered next year and will be allocated to the JSI Alliance pool formed 21 months ago when SAL and Intermarine teamed up with Netherlands-headquartered heavy lift vessel operator Jumbo Maritime. Contact Keith Wallis at <a href="mailto:keithwallis@hotmail.com">keithwallis@hotmail.com</a>. </div>

SAL Heavy Lift and Intermarine, the heavy lift and multipurpose carrier affiliates of Germany’s Harren Group, have merged under the umbrella brand SAL in a move that coincides with the arrival of SAL’s first Orca-class ship, Elise. The move will unify SAL Heavy Lift, SAL Engineering, SAL Offshore, Intermarine and Intermarine Bulk Carriers, the company said in a statement Tuesday. With a combined fleet of about 80 ships, the new structure unites SAL’s services under one integrated brand specializing in heavy-lift, ultra heavy-lift, multipurpose, offshore, semi liner shipping and bulk transport. “Our customers face very different transport challenges,” Dr. Martin Harren, CEO of SAL and Harren Group, said in the statement. “Some need scheduled liner reliability in the Americas, others global tramp flexibility or ultra heavy lift execution.” The consolidated structure marks “SAL’s evolution from a traditional heavy-lift operator into a versatile multipurpose carrier...,” the carrier said. The move comes as the 14,600-deadweight metric ton Elise formally enters service with SAL at a ceremony planned Thursday in Hamburg, Germany. The ship is the first of five ordered from the China Merchants Jinling Shipyard in Weihai in China’s northeast Shandong province. The vessels are methanol-enabled, have a capacity to lift 1,600 metric tons, and have shore-power connections to achieve zero emissions in port. They will be built to Ice-class 1A and Polar Code standards and have a free deck space of almost 117,000 cubic feet and an 833,426-cubic feet single cargo hold. Elise and Frida, the second vessel in the series, are being deployed on the long-term transportation of wind turbine components for Siemens Gamesa Renewable Energy. Elise has just completed its maiden voyage, transporting wind power tower sections for Siemens Gamesa from Penglai, in Shandong province, to Hull on the east coast of England. The remaining three Orca-class ships, including Patricia and Carlotta, are expected to be delivered next year and will be allocated to the JSI Alliance pool formed 21 months ago when SAL and Intermarine teamed up with Netherlands-headquartered heavy lift vessel operator Jumbo Maritime. Contact Keith Wallis at keithwallis@hotmail.com .

Heavy-haul transport

SAL Heavy Lift, Intermarine combine under a single brand

<div class="phx-topic abstract-wrapper">Even another round of US tariffs and ongoing geopolitical concerns would be unlikely to blunt the growth, with airlines able to rapidly adjust capacity to support shifting trade flows, delegates at a global air cargo forum were told.</div>

Even another round of US tariffs and ongoing geopolitical concerns would be unlikely to blunt the growth, with airlines able to rapidly adjust capacity to support shifting trade flows, delegates at a global air cargo forum were told.

<div class="phx-topic">ABU DHABI — Global air cargo recorded its 26th consecutive month of growth in October, with solid demand across leading air freight verticals expected to continue into 2026, air cargo executives say. Even another round of US tariffs and ongoing geopolitical uncertainty would be unlikely to stop this growth, with airlines able to rapidly adjust capacity to support another shift in trade flows, delegates at The International Air Cargo Association’s (Tiaca’s) annual Air Cargo Forum were told Tuesday. “We have had such a long stretch when it comes to air freight growth,” said Stefan Krikken, global head of air freight at forwarder DSV. “The peak is relatively slow this year, but there’s still a lot of positive momentum in cloud computing, e-commerce, [and] aerospace, as well as the trade shifts. “The verticals in air freight are becoming more sophisticated and demanding ... the shifts into Southeast Asia markets, like Vietnam, Thailand, [and] the Indian subcontinent are really giving us opportunities to create new solutions, so it is looking very positive for 2026,” Krikken added Ryan Keyrouse, CEO of air freight analyst Rotate, warned that the 26 months of uninterrupted growth could not continue forever, but he agreed there were “quite some reasons” to be optimistic. “The US inventory-to-sales ratio has been positive for seven of the last eight months, a good sign for air cargo,” Keyrouse told the Tiaca forum. “Freighter utilization in October was also at a record 15 block hours per day on average, which is another sign of solid demand.” Global volume from January through October is up 3.9% year over year while capacity expanded 6%, Rotate data shows. But the shift in trade as China focused on other markets has left lanes out of Vietnam and Malaysia facing significant capacity pressure. Still, there are areas of concern in global air freight. On the “caution” side of the scale, Keyrouse placed steadily improving ocean schedule reliability that is pushing down rates and attracting discretionary cargo to switch from air freight. Also among trade destabilizing factors are the unpredictable US tariffs, and although Keyrouse agreed the tariffs introduced uncertainty into cargo markets, he argued that carriers were able to quickly move freighters around as demand shifted away from China-US routes after the Trump administration announced its broad global tariffs on April 2. “The US tariff uncertainty is a reason to be unsure, and who knows what could happen next on any given morning, but we’ve had tariffs this year and it’s only shifted supply chains,” Keyrouse said. “The aircraft industry has proven itself to be resilient in shifting capacity and just continuing to grow.” <h3>Good year expected for air cargo </h3>The positive expectation for 2026 was repeated often at the Tiaca conference. Martin Drew, chief strategy and transformation officer at Atlas Air Worldwide, said some of the volume that left the trans-Pacific is now returning as complex customs clearance formalities following the removal of US de minimis exemptions were being ironed out. Jeroen Giling, senior vice president of cargo for continental Europe at Swissport, said 2025 started slowly with the China-US tariffs on low-value e-commerce goods roiling the market, but activity has steadily picked up on other trades. “The e-commerce from China into the US slowed with a massive [shift] to Europe, and we have seen a huge amount of business with the expectations for 2026 more positive,” he said. Other market players have been untouched by the US tariff-driven volatility in demand. Taiwan-based Morrison Express CEO Asok Kumar noted the all-cargo carrier was headquartered in the semiconductor capital of the world. “We’re in a very privileged position and our company has not seen a decline in volume this year,” Kumar said. “We’re in a very sweet spot in terms of our position and we’re very optimistic for next year.” Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

ABU DHABI — Global air cargo recorded its 26th consecutive month of growth in October, with solid demand across leading air freight verticals expected to continue into 2026, air cargo executives say. Even another round of US tariffs and ongoing geopolitical uncertainty would be unlikely to stop this growth, with airlines able to rapidly adjust capacity to support another shift in trade flows, delegates at The International Air Cargo Association’s (Tiaca’s) annual Air Cargo Forum were told Tuesday. “We have had such a long stretch when it comes to air freight growth,” said Stefan Krikken, global head of air freight at forwarder DSV. “The peak is relatively slow this year, but there’s still a lot of positive momentum in cloud computing, e-commerce, [and] aerospace, as well as the trade shifts. “The verticals in air freight are becoming more sophisticated and demanding ... the shifts into Southeast Asia markets, like Vietnam, Thailand, [and] the Indian subcontinent are really giving us opportunities to create new solutions, so it is looking very positive for 2026,” Krikken added Ryan Keyrouse, CEO of air freight analyst Rotate, warned that the 26 months of uninterrupted growth could not continue forever, but he agreed there were “quite some reasons” to be optimistic. “The US inventory-to-sales ratio has been positive for seven of the last eight months, a good sign for air cargo,” Keyrouse told the Tiaca forum. “Freighter utilization in October was also at a record 15 block hours per day on average, which is another sign of solid demand.” Global volume from January through October is up 3.9% year over year while capacity expanded 6%, Rotate data shows. But the shift in trade as China focused on other markets has left lanes out of Vietnam and Malaysia facing significant capacity pressure. Still, there are areas of concern in global air freight. On the “caution” side of the scale, Keyrouse placed steadily improving ocean schedule reliability that is pushing down rates and attracting discretionary cargo to switch from air freight. Also among trade destabilizing factors are the unpredictable US tariffs, and although Keyrouse agreed the tariffs introduced uncertainty into cargo markets, he argued that carriers were able to quickly move freighters around as demand shifted away from China-US routes after the Trump administration announced its broad global tariffs on April 2. “The US tariff uncertainty is a reason to be unsure, and who knows what could happen next on any given morning, but we’ve had tariffs this year and it’s only shifted supply chains,” Keyrouse said. “The aircraft industry has proven itself to be resilient in shifting capacity and just continuing to grow.” Good year expected for air cargo The positive expectation for 2026 was repeated often at the Tiaca conference. Martin Drew, chief strategy and transformation officer at Atlas Air Worldwide, said some of the volume that left the trans-Pacific is now returning as complex customs clearance formalities following the removal of US de minimis exemptions were being ironed out. Jeroen Giling, senior vice president of cargo for continental Europe at Swissport, said 2025 started slowly with the China-US tariffs on low-value e-commerce goods roiling the market, but activity has steadily picked up on other trades. “The e-commerce from China into the US slowed with a massive [shift] to Europe, and we have seen a huge amount of business with the expectations for 2026 more positive,” he said. Other market players have been untouched by the US tariff-driven volatility in demand. Taiwan-based Morrison Express CEO Asok Kumar noted the all-cargo carrier was headquartered in the semiconductor capital of the world. “We’re in a very privileged position and our company has not seen a decline in volume this year,” Kumar said. “We’re in a very sweet spot in terms of our position and we’re very optimistic for next year.” Contact Greg Knowler at greg.knowler@spglobal.com .

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Air Cargo

Air freight growth remains solid as verticals support nonstop momentum

<div class="phx-topic abstract-wrapper">But the forwarding and logistics company said its ocean freight business dropped amid low demand and high vessel capacity. </div>

But the forwarding and logistics company said its ocean freight business dropped amid low demand and high vessel capacity.

<div class="phx-topic">Expeditors International on Tuesday reported third-quarter results that blew past analysts’ estimates as its air freight segment benefited from the buildout of artificial intelligence data centers. But its ocean freight business dropped amid low demand and high capacity, with those factors expected to remain in play for a while. The forwarding and logistics company reported third-quarter earnings of $1.64 per share on overall revenues of $2.9 billion. Despite being down from the year-earlier period, both figures beat forecasts of $1.40 per share and $2.7 billion, according to data from S&amp;P Global Capital IQ Estimates. Third-quarter air freight revenue was up 3.4% from the year-earlier period at $1.02 billion, with tonnage up 4%. Expeditors Chief Executive Daniel Wall said in the earnings report that tonnage rose thanks to high-value exports from North and South Asia, particularly due to “significant investments being made by our technology customers in artificial intelligence infrastructure.” Wall added that belly cargo capacity eased up in the third quarter due to the expiration of the US de minimis exception for low-value goods, leading to slightly lower air freight rates in the period. Expeditors’ customs brokerage segment reported a 13% increase in revenue in the third quarter to $1.1 billion, the highest since the third quarter of 2022. Wide-ranging and shifting US tariff policy drove an “increase in volume and complexity of entries [that] continues to test our customs group,” Wall said, adding that the company plans to use more AI systems in its customs brokerage. Expeditors’ ocean freight business saw its third-quarter revenue drop 26% from a year earlier to $746 million, with quarterly container volumes dropping 3%. Wall attributed the slide to shippers having frontloaded most of their imports in the first half of the year, with retail shippers in particular slowing down in the third quarter. Expeditors said its ocean freight results were also driven by declining rates due to weak demand and vessel oversupply. Wall said the supply-demand imbalance in ocean freight “could continue for some time.” Contact Michael Angell at <a href="mailto:michael.angell@spglobal.com">michael.angell@spglobal.com</a>. </div>

Expeditors International on Tuesday reported third-quarter results that blew past analysts’ estimates as its air freight segment benefited from the buildout of artificial intelligence data centers. But its ocean freight business dropped amid low demand and high capacity, with those factors expected to remain in play for a while. The forwarding and logistics company reported third-quarter earnings of $1.64 per share on overall revenues of $2.9 billion. Despite being down from the year-earlier period, both figures beat forecasts of $1.40 per share and $2.7 billion, according to data from S&P Global Capital IQ Estimates. Third-quarter air freight revenue was up 3.4% from the year-earlier period at $1.02 billion, with tonnage up 4%. Expeditors Chief Executive Daniel Wall said in the earnings report that tonnage rose thanks to high-value exports from North and South Asia, particularly due to “significant investments being made by our technology customers in artificial intelligence infrastructure.” Wall added that belly cargo capacity eased up in the third quarter due to the expiration of the US de minimis exception for low-value goods, leading to slightly lower air freight rates in the period. Expeditors’ customs brokerage segment reported a 13% increase in revenue in the third quarter to $1.1 billion, the highest since the third quarter of 2022. Wide-ranging and shifting US tariff policy drove an “increase in volume and complexity of entries [that] continues to test our customs group,” Wall said, adding that the company plans to use more AI systems in its customs brokerage. Expeditors’ ocean freight business saw its third-quarter revenue drop 26% from a year earlier to $746 million, with quarterly container volumes dropping 3%. Wall attributed the slide to shippers having frontloaded most of their imports in the first half of the year, with retail shippers in particular slowing down in the third quarter. Expeditors said its ocean freight results were also driven by declining rates due to weak demand and vessel oversupply. Wall said the supply-demand imbalance in ocean freight “could continue for some time.” Contact Michael Angell at michael.angell@spglobal.com .

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Trans-Pacific

Expeditors’ Q3 earnings beat forecast on air freight, customs gains

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

SMC3rates_shutterstock_5247046.jpg

Shippers save money, time with automated transportation bidding tools

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

SMC3rates_shutterstock_5247046 (1).jpg

Filling the Supply Chain Education Gap with LTL Education Courses

In 1995, we began operations with a clear vision: to grow alongside Mexico and connect the world through our terminals. Our priority has always been to deliver excellence in service, foster economic development, and strengthen our communities. We firmly believe that progress is not only measured in tons of cargo moved, but in the opportunities we create. _______________________________________________________________ This year marks a significant milestone: SSA Marine Mexico celebrates 30 years of presence in the country, having established itself from day one as the leading port operator nationwide. Over the past three decades, we have built a legacy of reliability, innovation, and commitment to Mexico’s growth. Our journey has been defined by continuous evolution and a steadfast dedication to our mission. SSA Marine México currently operates in six of the country’s most important ports: Cozumel, Lazaro Cardenas, Manzanillo, Progreso, Tuxpan, and Veracruz. Additionally, we have signed a concession to operate a new multipurpose terminal in Guaymas, Sonora, expanding our footprint to the north of the country. We serve a wide range of segments including containers, general cargo, automobiles, cruise ships, hydrocarbons, and asphalt. As part of this ongoing commitment, SSA Marine Mexico continues to strengthen its infrastructure and capabilities. International trade remains a key driver of global economic growth, and we are proud to support this momentum. Through our continuous improvement strategy, we invest in cutting-edge technology and equipment to deliver more efficient and competitive services, contributing to the success of Mexican businesses. •	Manzanillo, Colima- Specialized Container Terminal I: On October 13, we celebrated the arrival of two new STS (Ship To Shore) Super Post Panamax dockside cranes. This $21.2 million USD investment significantly boosts our operational capacity, streamlining cargo reception and delivery processes. In line with our modernization efforts, we will also retire four of our oldest cranes, paving the way for a more sustainable and technologically advanced fleet that meets the evolving demands of international trade. With these upgrades, SSA Marine México now operates a total of 16 cranes along our 1,350-meter dock, reaffirming our position as a national benchmark in port <span class="joc_admin__inline-image joc_admin__inline-image-aspect-ratio-4_3 joc_admin__inline-image-position-left joc_admin__inline-image-size-large" data-figure-size="large" data-figure-position="left" data-figure-aspect-ratio="4:3"><img src="/content-assets/1760982635607_Manzanillo.jpg" alt="Image provided by SSA Marine" class="joc_admin__inline-image-inherit"> •	As for the Multipurpose Terminal and Specialized Facility, also in Manzanillo, Colima, improvement and conditioning works are planned, along with the acquisition of four E-RTG (Electric Rubber-Tyred Gantry) cranes to enhance operational efficiency and sustainability. •	At our Automobile and General Cargo Terminal in the port of Veracruz, we continue to lead with specialized value-added services that support our clients’ growth. Recent investments include a new washing cabin and a general cargo warehouse, increasing indoor storage capacity by 67%. •	Lazaro Cardenas, Michoacan – Specialized Automobile Terminal: we are working on the development of an additional 4-hectare storage space within our bonded area and a 10-hectare Vehicle Distribution Center (VDC). These enhancements, along with ongoing personnel and system improvements, will reinforce our leadership in automotive handling across the Mexican Pacific coast.<span class="joc_admin__inline-image joc_admin__inline-image-aspect-ratio-4_3 joc_admin__inline-image-position-left joc_admin__inline-image-size-large" data-figure-size="large" data-figure-position="left" data-figure-aspect-ratio="4:3"><img src="/content-assets/1760982742240_Lazaro.jpg" alt="Image provided by SSA Marine" class="joc_admin__inline-image-inherit"> Through these strategic investments, SSA Marine Mexico reaffirms its commitment to the sustained growth of Mexico’s foreign trade. By expanding capacity, modernizing infrastructure, and diversifying services, we continue to strengthen the country’s competitiveness in global logistics. Today, we celebrate three decades of dedication, innovation, and leadership, with deep gratitude to our employees, clients, and partners for being part of this incredible journey. LINK: https://www.ssamarine.mx/<span class="joc_admin__inline-image joc_admin__inline-image-aspect-ratio-16_9 joc_admin__inline-image-position-left joc_admin__inline-image-size-small" data-figure-size="small" data-figure-position="left" data-figure-aspect-ratio="16:9"><img src="/content-assets/1760982787360_SSA%20Marine%20Mexico%20logo%20150pxW.png" alt="" class="joc_admin__inline-image-inherit">

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SSA Marine Mexico: 30 years growing together.

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