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<div class="phx-topic abstract-wrapper">Local electronics companies are moving into the memory chip business after previously focusing on fa</div>

Local electronics companies are moving into the memory chip business after previously focusing on fa

<div>Local electronics companies are moving into the memory chip business after previously focusing on far less sophisticated integrated circuits, the heart of much modern technology.Taiwanese companies are signing up with American and other foreign companies to acquire the technology needed for production of memory chips, also called storage chips. The island's first output is expected to come out of factories next year.The government and private sector are jointly spearheading the drive, which will put Taiwan in competition with South Korea, Japan and others, including the United States.The move into memory chips comes at a critical time for Taiwan. Its semiconductor...

Local electronics companies are moving into the memory chip business after previously focusing on far less sophisticated integrated circuits, the heart of much modern technology. Taiwanese companies are signing up with American and other foreign companies to acquire the technology needed for production of memory chips, also called storage chips. The island's first output is expected to come out of factories next year.The government and private sector are jointly spearheading the drive, which will put Taiwan in competition with South Korea, Japan and others, including the United States. The move into memory chips comes at a critical time for Taiwan. Its semiconductor companies have been struggling since last year, plagued by cutthroat pricing and narrow product lines. Klaus Wiemer, president of Taiwan Semiconductor Manufacturing Co., said the key need for Taiwan is to form partnerships with local and foreign companies. "The Taiwan (semiconductor) industry is trying to recover from an industrywide slump. Unlike Japan or Korea, it does not have the financial depths to weather a prolonged slowdown," he said. Mr. Wiemer's Taiwan Semiconductor Manufacturing, a government spin-off from the early 1980s, will begin the memory chip production process early next year, industry sources told The Journal of Commerce. On the private side, Taiwan's biggest computer firm, Acer Inc., teamed up with Texas Instruments Inc. of Dallas in a memory chip joint venture two years ago. Its production should also begin next year. Local companies last year managed to capture only about 14 percent of the domestic microchip market. Many industry observers say they expect a shakeout un- less they can branch into new products. Moreover, the global market for memory and other chips is expected to double between 1989 and 1994. At that point it will be worth about US$120 billion, according to the U.S. market research company Dataquest Inc. In 1989, Taiwan's total semiconductor production amounted to US$385 million, or less than 1 percent of the world's total. Taiwan is midway through a US$215 million, five-year project to develop semiconductor technology. Producing memory chips is considered one of the most exacting of all manufacturing tasks. Each chip, about the size of a thumbnail, requires about 300 manufacturing steps, all of which have to be perfect.

TAIWANESE MOVE INTO MEMORY MICROCHIPS

<div class="phx-topic abstract-wrapper">Transflo, which sells automation software to transportation providers, is using AI agents to build identifying specific exceptions common to LTL billing errors.</div>

Transflo, which sells automation software to transportation providers, is using AI agents to build identifying specific exceptions common to LTL billing errors.

Feature image

<div class="phx-topic">Transflo, a provider of workflow software for freight transportation companies, has launched an invoice audit and resolution product for less-than-truckload (LTL) shipments, targeting error rates that touch nearly a third of shipments in that mode. The product is geared toward solving the interactions between LTL carriers and brokers that result in the manual management of exceptions on inaccurate freight bills by instead using automated invoice matching and validation. ”We designed this solution to address the inherent complexity of LTL billing, reducing invoice resolution from days to minutes, accelerating payments, and delivering transparency for all parties,” Transflo CEO Renee Krug said in a statement Thursday. The product, called Workflow AI for LTL, is built around artificial intelligence (AI) agents trained to handle specific invoice exception types, as opposed to general purpose AI agents that are trained over time to automate a range of transportation processes. Ultimately, Transflo said, the goal is to make auditing teams 10 times more productive in handling additional invoices without adding headcount. The company estimates that 30% to 40% of less-than-truckload invoices are inaccurate. The new product is an example of so-called agentic AI overlapping with process automation in the freight transportation industry. A range of providers have sprung up in the last two years building AI agents, also called digital workers, to help brokers avoid adding headcount. Most of those companies are taking aim at workflow processes, from responding to shipper quote requests to automating appointment scheduling to invoice auditing, reconciling, and payment, like Transflo’s product. The focus on LTL is also unique in that the majority of third-party automation software has been trained on the much larger and more fragmented truckload industry, leaving LTL brokers and carriers to largely develop their own internal solutions to automate processes. Because of the differences in pricing, quoting, and network operations between LTL and truckload, the technologies are rarely transferable. Contact Eric Johnson at <a href="mailto:eric.johnson@spglobal.com">eric.johnson@spglobal.com.</a></div>

Transflo, a provider of workflow software for freight transportation companies, has launched an invoice audit and resolution product for less-than-truckload (LTL) shipments, targeting error rates that touch nearly a third of shipments in that mode. The product is geared toward solving the interactions between LTL carriers and brokers that result in the manual management of exceptions on inaccurate freight bills by instead using automated invoice matching and validation. ”We designed this solution to address the inherent complexity of LTL billing, reducing invoice resolution from days to minutes, accelerating payments, and delivering transparency for all parties,” Transflo CEO Renee Krug said in a statement Thursday. The product, called Workflow AI for LTL, is built around artificial intelligence (AI) agents trained to handle specific invoice exception types, as opposed to general purpose AI agents that are trained over time to automate a range of transportation processes. Ultimately, Transflo said, the goal is to make auditing teams 10 times more productive in handling additional invoices without adding headcount. The company estimates that 30% to 40% of less-than-truckload invoices are inaccurate. The new product is an example of so-called agentic AI overlapping with process automation in the freight transportation industry. A range of providers have sprung up in the last two years building AI agents, also called digital workers, to help brokers avoid adding headcount. Most of those companies are taking aim at workflow processes, from responding to shipper quote requests to automating appointment scheduling to invoice auditing, reconciling, and payment, like Transflo’s product. The focus on LTL is also unique in that the majority of third-party automation software has been trained on the much larger and more fragmented truckload industry, leaving LTL brokers and carriers to largely develop their own internal solutions to automate processes. Because of the differences in pricing, quoting, and network operations between LTL and truckload, the technologies are rarely transferable. Contact Eric Johnson at eric.johnson@spglobal.com.

Trucking News

Surface

Logistics Technology News

Software provider targets LTL invoice inaccuracies with automation solution

<div class="phx-topic abstract-wrapper">Despite 2025 being shaped by geopolitics and trade upheaval, France’s largest container port of Le Havre was able to capitalize on significant investments to modernize its terminal infrastructure.</div>

Despite 2025 being shaped by geopolitics and trade upheaval, France’s largest container port of Le Havre was able to capitalize on significant investments to modernize its terminal infrastructure.

<div class="phx-topic">France’s Haropa Port, operator of the Northern Europe hub Le Havre, on Friday reported record container volumes for 2025, supported by huge investments into terminals partly owned by three of the world’s largest ocean carriers. Haropa Port comprises the ports of Le Havre, Rouen and Paris. Despite a year shaped by geopolitics and trade upheaval, container traffic at Haropa increased 4% in 2025, setting a record with more than 3.2 million TEUs handled during the year. Transhipment was up 2.4%, with hinterland traffic up 4% at 2.3 million TEUs. “The performance of the port will be strengthened in 2026 and 2027 and the coming years by the huge investment, led by the by the main terminal operators,” Kris Danaradjou, deputy CEO in charge of development at Haropa Port, told the Journal of Commerce. Mediterranean Shipping Co. (MSC), CMA CGM and Hapag-Lloyd were among the investors that committed €1.2 billion ($1.4 billion) to modernize Haropa’s infrastructure. Danaradjou said Haropa’s operations were shaped by “an extremely unpredictable” international environment, marked by the introduction of US tariffs, the reshuffling of carrier alliances and strategies, and the normalization of vessel routing via the Cape of Good Hope instead of the Suez Canal. <h3>Return to Red Sea could ‘challenge’ port </h3>Asked how Le Havre was preparing for a potential return of shipping to Suez and Red Sea transits and the congestion that shift was expected to bring, Danaradjou acknowledged it would be a challenge. “What will be the trickiest period is the transition when you have some vessels going through the Suez and others going around the Cape of Good Hope, and when you receive this kind of traffic in the same period, it could be a challenge,” he said. But Danaradjou said Le Havre had significant land available to terminals if they needed to clear their yards, and road, rail and barge options to move import containers to their inland destinations. “We are also a deep-water port so there is little waiting time, and we can move ships from the mooring area to the quay within an hour,” he said. Haropa Port has made multimodality a priority to improve decarbonization, the French port operator said in a statement. On the River Seine corridor that stretches from Le Havre to Paris, modal share of barge traffic grew from 19.7% in 2024 to 20.3% last year, in line with objectives set in Haropa’s 2020–2025 strategic plan. River container traffic measured at the Paris terminals grew 1% after several record years, but rail container transport from Le Havre to the hinterland reached a record 145,000 TEUs last year, up18%. Despite US tariffs on the European Union, trade between France and the US East Coast remained stable in 2025 with around 180,000 TEUs moved on the trans-Atlantic. The US is Haropa’s largest export market with around 30% of the cargo comprising wine and spirits, and the rest made up of commodities including chemicals, pharmaceuticals, cosmetics and dairy products. Contact Greg Knowler at <a href="greg.knowler@spglobal.com">greg.knowler@spglobal.com.</a></div>

France’s Haropa Port, operator of the Northern Europe hub Le Havre, on Friday reported record container volumes for 2025, supported by huge investments into terminals partly owned by three of the world’s largest ocean carriers. Haropa Port comprises the ports of Le Havre, Rouen and Paris. Despite a year shaped by geopolitics and trade upheaval, container traffic at Haropa increased 4% in 2025, setting a record with more than 3.2 million TEUs handled during the year. Transhipment was up 2.4%, with hinterland traffic up 4% at 2.3 million TEUs. “The performance of the port will be strengthened in 2026 and 2027 and the coming years by the huge investment, led by the by the main terminal operators,” Kris Danaradjou, deputy CEO in charge of development at Haropa Port, told the Journal of Commerce. Mediterranean Shipping Co. (MSC), CMA CGM and Hapag-Lloyd were among the investors that committed €1.2 billion ($1.4 billion) to modernize Haropa’s infrastructure. Danaradjou said Haropa’s operations were shaped by “an extremely unpredictable” international environment, marked by the introduction of US tariffs, the reshuffling of carrier alliances and strategies, and the normalization of vessel routing via the Cape of Good Hope instead of the Suez Canal. Return to Red Sea could ‘challenge’ port Asked how Le Havre was preparing for a potential return of shipping to Suez and Red Sea transits and the congestion that shift was expected to bring, Danaradjou acknowledged it would be a challenge. “What will be the trickiest period is the transition when you have some vessels going through the Suez and others going around the Cape of Good Hope, and when you receive this kind of traffic in the same period, it could be a challenge,” he said. But Danaradjou said Le Havre had significant land available to terminals if they needed to clear their yards, and road, rail and barge options to move import containers to their inland destinations. “We are also a deep-water port so there is little waiting time, and we can move ships from the mooring area to the quay within an hour,” he said. Haropa Port has made multimodality a priority to improve decarbonization, the French port operator said in a statement. On the River Seine corridor that stretches from Le Havre to Paris, modal share of barge traffic grew from 19.7% in 2024 to 20.3% last year, in line with objectives set in Haropa’s 2020–2025 strategic plan. River container traffic measured at the Paris terminals grew 1% after several record years, but rail container transport from Le Havre to the hinterland reached a record 145,000 TEUs last year, up18%. Despite US tariffs on the European Union, trade between France and the US East Coast remained stable in 2025 with around 180,000 TEUs moved on the trans-Atlantic. The US is Haropa’s largest export market with around 30% of the cargo comprising wine and spirits, and the rest made up of commodities including chemicals, pharmaceuticals, cosmetics and dairy products. Contact Greg Knowler at greg.knowler@spglobal.com.

French port operator posts record volumes as carrier investments pay off 

<div class="phx-topic abstract-wrapper">The multimodal option is aimed at shippers wanting predictability in cross-border shipments and the ability to control costs.</div>

The multimodal option is aimed at shippers wanting predictability in cross-border shipments and the ability to control costs.

<div class="phx-topic">DHL Global Forwarding has launched a Truckair service between China and Turkey, with onward connections to points in Europe. The company this week said its Truckair multimodal service integrates air and road freight to move large-volume shipments, picking up cargo in China and transporting it by truck to Tashkent in Uzbekistan, then onward by air to Istanbul. From there, various modes are used to other European destinations. The service was launched two months ago, DHL said in a statement, with total transit time from China to Turkey at nine to 11 days. While that is longer than the typical four to seven days for all air freight, DHL cited the “cost-efficient” nature of its service. “Demand for agile and cost-efficient logistics solutions continues to rise, backed by sustained growth in China-Europe and broader Asia-Europe trade,” said Aditi Rasquinha, CEO of DHL Global Forwarding Greater China. The European Union was China’s second-largest trading partner in 2025, the company said, with bilateral trade up 5.4% year over year at $716 billion. DHL’s latest market update points to tight capacity and rate increases into Chinese New Year, with a demand peak expected in early February. The Truckair service is designed to help shippers avoid short-term volatility while maintaining predictable lead times. “Truckair was developed to meet this growing demand for greater flexibility and predictability in cross-border shipments, enabling businesses to control costs...,” Rasquinha said. Although costs vary from shipment to shipment, DHL maintains customers such as European retailers have reported savings of six-digit figures over the two months of using the multimodal service instead of all air freight. Still, shippers without time-to-market pressures continue to use the overland China-Europe rail network. In 2025, China-Europe freight trains made about 34,000 trips and carried 3.17 million TEUs, up 9.8% and 7.6% year over year, respectively, according to the China State Railway Group, which manages the network. Freight volume on the New Western Land-Sea Corridor, an initiative that began in 2017 to encourage development in China’s western regions, shot up 47.5% to 1.42 million TEUs in 2025, China State Railway Group said in a statement. Contact Greg Knowler at <a href="">greg.knowler@spglobal.com</a>.   </div>

DHL Global Forwarding has launched a Truckair service between China and Turkey, with onward connections to points in Europe. The company this week said its Truckair multimodal service integrates air and road freight to move large-volume shipments, picking up cargo in China and transporting it by truck to Tashkent in Uzbekistan, then onward by air to Istanbul. From there, various modes are used to other European destinations. The service was launched two months ago, DHL said in a statement, with total transit time from China to Turkey at nine to 11 days. While that is longer than the typical four to seven days for all air freight, DHL cited the “cost-efficient” nature of its service. “Demand for agile and cost-efficient logistics solutions continues to rise, backed by sustained growth in China-Europe and broader Asia-Europe trade,” said Aditi Rasquinha, CEO of DHL Global Forwarding Greater China. The European Union was China’s second-largest trading partner in 2025, the company said, with bilateral trade up 5.4% year over year at $716 billion. DHL’s latest market update points to tight capacity and rate increases into Chinese New Year, with a demand peak expected in early February. The Truckair service is designed to help shippers avoid short-term volatility while maintaining predictable lead times. “Truckair was developed to meet this growing demand for greater flexibility and predictability in cross-border shipments, enabling businesses to control costs...,” Rasquinha said. Although costs vary from shipment to shipment, DHL maintains customers such as European retailers have reported savings of six-digit figures over the two months of using the multimodal service instead of all air freight. Still, shippers without time-to-market pressures continue to use the overland China-Europe rail network. In 2025, China-Europe freight trains made about 34,000 trips and carried 3.17 million TEUs, up 9.8% and 7.6% year over year, respectively, according to the China State Railway Group, which manages the network. Freight volume on the New Western Land-Sea Corridor, an initiative that began in 2017 to encourage development in China’s western regions, shot up 47.5% to 1.42 million TEUs in 2025, China State Railway Group said in a statement. Contact Greg Knowler at  greg.knowler@spglobal.com .   

Air Cargo Forwarder News

Air Cargo

DHL launches road-air service on busy China-Europe trade lane 

<div class="phx-topic abstract-wrapper">As the diversions away from the Suez Canal have shown over the past two years, global shipping is often at the mercy of global hotspots, writes Ted Prince.</div>

As the diversions away from the Suez Canal have shown over the past two years, global shipping is often at the mercy of global hotspots, writes Ted Prince.

<div class="phx-topic">Political science has been front of mind for many of us in the international maritime transportation industry as trade deals become enmeshed in tariffs and other policy matters. While the trans-Pacific remains the primary route for Asia-to-US West Coast cargo, the question of routing alternatives is at an all-time high. <div class="wrapper-narrow float-right-element"><img src="/images/phoenix/6157386_0.1.jpg"></img></div>Starting in 2023, military activity by Houthi militants in the Red Sea and Gulf of Aden targeted commercial vessels and created a direct challenge to Suez Canal transits. This route from Asia to the US East Coast had seen significant growth with the deployment of mega-vessels within alliances utilizing slow steaming. Twenty years ago, conventional wisdom established Singapore as the fulcrum for east-west deployment. It was hard to imagine that Suez services would start in China; however, that is what happened. The Houthi threat resulted in most carriers rerouting from the Suez Canal to the Cape of Good Hope around southern Africa. This added up to two weeks in transit and resulted in almost all spare capacity being absorbed. While there has been some discussion of Suez transits resuming, the political instability in Iran has caused some hesitation because of the knock-on risks to crew and cargo. The Suez route now has a theoretical challenge from the Northern Sea Route — which is estimated to be 20% to 40% shorter than the Suez. It could reduce transit time by weeks but still has significant seasonality concerns. Even summer and autumn transits require icebreaker escorts, although navigability is increasing with Arctic warming. Donald Trump’s focus on Greenland has certainly raised the stakes here. Likewise, with the Panama Canal. In his Jan. 20, 2025, inaugural address, Trump stated his intention to “take back” the Panama Canal, especially from alleged Chinese port control. That political pressure no doubt helped push CK Hutchison to arrange the sale of its extensive marine terminal portfolio to a consortium led by US investors (BlackRock/Global Infrastructure Partners, along with Mediterranean Shipping Co./Terminal Investment Limited) less than two months later for approximately $22.8 billion. Since then, political contention between the US, Panama and China has complicated the deal, so its status remains unresolved at present. <h3>Costly alternatives </h3>Among these “canal conundrums,” there is no shortage of ideas seeking to provide alternative routings: 1) The Kra (or Thai) Canal, a waterway across Thailand’s Kra Isthmus, connecting the Gulf of Thailand (Pacific Ocean) to the Andaman Sea (Indian Ocean), has been under consideration, literally for centuries. It would be bypassing the Strait of Malacca to shorten shipping routes between East Asia and the Suez Canal. 2) A canal transiting Nicaragua (Nicaragua Canal or Grand Oceanic Canal) has been considered for almost as long (as early as 1825). Both have been considered within the scope of China’s Belt and Road initiative; however, astronomical costs along with political and environmental hurdles make these likely to remain on the drawing board for some time. Finally, intermodal options have been proposed across southern Mexico (The Interoceanic Corridor of the Isthmus of Tehuantepec); Honduras (National Interoceanic Railway); and Nicaragua (Canal Interoceanico de Nicaragua). These also present multi-billion price tags and seek to replicate what already exists with the Panama Canal Railroad — which is owned by APM Terminals. There is no question that we live in increasingly turbulent political times. However, for the time being, it seems that we will continue to live in a world where the three main vessel routing alternatives will remain in place. Ted Prince is founder and CEO of Tri-Cities Intermodal LLC. Contact him at <a href="mailto:ted@tricitiesintermodal.com">ted@tricitiesintermodal.com</a>.</div>

Political science has been front of mind for many of us in the international maritime transportation industry as trade deals become enmeshed in tariffs and other policy matters. While the trans-Pacific remains the primary route for Asia-to-US West Coast cargo, the question of routing alternatives is at an all-time high. Starting in 2023, military activity by Houthi militants in the Red Sea and Gulf of Aden targeted commercial vessels and created a direct challenge to Suez Canal transits. This route from Asia to the US East Coast had seen significant growth with the deployment of mega-vessels within alliances utilizing slow steaming. Twenty years ago, conventional wisdom established Singapore as the fulcrum for east-west deployment. It was hard to imagine that Suez services would start in China; however, that is what happened. The Houthi threat resulted in most carriers rerouting from the Suez Canal to the Cape of Good Hope around southern Africa. This added up to two weeks in transit and resulted in almost all spare capacity being absorbed. While there has been some discussion of Suez transits resuming, the political instability in Iran has caused some hesitation because of the knock-on risks to crew and cargo. The Suez route now has a theoretical challenge from the Northern Sea Route — which is estimated to be 20% to 40% shorter than the Suez. It could reduce transit time by weeks but still has significant seasonality concerns. Even summer and autumn transits require icebreaker escorts, although navigability is increasing with Arctic warming. Donald Trump’s focus on Greenland has certainly raised the stakes here. Likewise, with the Panama Canal. In his Jan. 20, 2025, inaugural address, Trump stated his intention to “take back” the Panama Canal, especially from alleged Chinese port control. That political pressure no doubt helped push CK Hutchison to arrange the sale of its extensive marine terminal portfolio to a consortium led by US investors (BlackRock/Global Infrastructure Partners, along with Mediterranean Shipping Co./Terminal Investment Limited) less than two months later for approximately $22.8 billion. Since then, political contention between the US, Panama and China has complicated the deal, so its status remains unresolved at present. Costly alternatives Among these “canal conundrums,” there is no shortage of ideas seeking to provide alternative routings: 1) The Kra (or Thai) Canal, a waterway across Thailand’s Kra Isthmus, connecting the Gulf of Thailand (Pacific Ocean) to the Andaman Sea (Indian Ocean), has been under consideration, literally for centuries. It would be bypassing the Strait of Malacca to shorten shipping routes between East Asia and the Suez Canal. 2) A canal transiting Nicaragua (Nicaragua Canal or Grand Oceanic Canal) has been considered for almost as long (as early as 1825). Both have been considered within the scope of China’s Belt and Road initiative; however, astronomical costs along with political and environmental hurdles make these likely to remain on the drawing board for some time. Finally, intermodal options have been proposed across southern Mexico (The Interoceanic Corridor of the Isthmus of Tehuantepec); Honduras (National Interoceanic Railway); and Nicaragua (Canal Interoceanico de Nicaragua). These also present multi-billion price tags and seek to replicate what already exists with the Panama Canal Railroad — which is owned by APM Terminals. There is no question that we live in increasingly turbulent political times. However, for the time being, it seems that we will continue to live in a world where the three main vessel routing alternatives will remain in place. Ted Prince is founder and CEO of Tri-Cities Intermodal LLC. Contact him at ted@tricitiesintermodal.com .

Container lines

Geopolitical risks prompt thoughts of supply chain routing alternatives

<div class="phx-topic abstract-wrapper">Expansion of two container terminals and construction of a new 200-acre facility to be called Pier 500 will help the port retain its position as the largest US gateway, Executive Director Gene Seroka said in his State of the Port address Thursday.</div>

Expansion of two container terminals and construction of a new 200-acre facility to be called Pier 500 will help the port retain its position as the largest US gateway, Executive Director Gene Seroka said in his State of the Port address Thursday.

<div class="phx-topic">The Port of Los Angeles will expand two existing container terminals and develop an 89-acre chassis operations facility, it announced Thursday. That is in addition to building a new 200-acre container terminal, a project that was announced last year. In order to retain its position as the largest US container port and accommodate growth, Los Angeles must expand its infrastructure and enable port stakeholders to operate more efficiently using technology, Gene Seroka, the port’s executive director, said in his State of the Port address. “We must build bigger and we must build smarter: bigger capacity, smarter technology, increased sustainability,” Seroka said. The terminal expansion projects include development of a 40-acre site adjacent to Pier 300 and upgrading the LA Til container terminal in the port’s West Basin. The port also plans to develop 80 acres of under-utilized land on Terminal Island into a maritime support facility for chassis parking and maintenance as well as for container pickups and dropoffs, Seroka said. The port last October released a request for proposals to evaluate the interest in and feasibility of constructing a 200-acre facility to be called the Pier 500 Marine Container Terminal, which would include 3,000 linear feet of wharf space and two berths. Pier 500, to be developed on landfill, would be the first new container terminal built in Los Angeles in a generation, Seroka said. The project is projected to be completed in 10 years once construction begins. That is <a href="https://www.joc.com/article/port-of-los-angeles-looks-to-handle-future-growth-with-new-terminal-project-6091694">faster than most new terminals built on landfill</a> because over the past 20 years, rocks removed during other construction projects have been dumped on the 124-acre landfill site, raising it to about 15 feet below the water line. Seroka said the port is in final discussions with Fenix Maritime Services, which operates Pier 300, to develop 40 acres of vacant land adjacent to the 300-acre terminal. The plan would be to add another berth and develop the site for terminal-related operations. Los Angeles will soon be issuing an environmental impact report for the LA Til Container Terminal to upgrade the wharf and rail yard to accommodate larger container ships, Seroka said. The Los Angeles-Long Beach port complex is operating at about 60% capacity utilization, which is a far cry <a href="https://www.joc.com/article/more-data-sharing-crucial-to-avoiding-future-port-congestion-officials-6135162">from the 90%-plus utilization rate</a> during the post-pandemic cargo surge that resulted in vessel backlogs and marine terminal congestion. However, with a projected doubling of container volumes in the port complex by 2040, the expansion projects should ensure that Los Angeles is well-positioned to handle future growth as well as the next generation of container vessels, Seroka said in his address. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="d8f25580-ea17-41e6-be9c-497d1aa8fba5"></dynamic-object></div>Los Angeles last year handled 10.2 million TEUs of laden and empty containers, which was its third-busiest year, he said. The port handled 4.86 million TEUs of container imports from Asia last year, down 0.7% from 2024 but still the most among all US ports, according to PIERS, a sister product of the Journal of Commerce within S&amp;P Global. Long Beach was second with 4.56 million TEUs. <h3>Building a new bridge still possible </h3>Meanwhile, re-decking of the Vincent Thomas Bridge at the entry to the Port of Los Angeles, which will begin in the coming months, will make the bridge safer for the 50,000 vehicles that cross it daily, Seroka said. “But here’s the bigger issue. <a href="https://www.joc.com/article/la-port-wants-california-to-raise-bridge-to-accommodate-big-ships-6087396">We also need to raise or replace it to unlock our full terminal capacity north of the bridge</a>. We pushed to do both together,” he said. “That timeline simply didn’t work, but this issue is not going away. We’re working with the governor’s office and California transportation officials to explore all options — which could include building a new crossing.” The port continues to expand and improve its technology-driven programs, including the Port Optimizer to project container volumes in a three-week window, and the Universal Truck Appointment System which has improved gate usage at marine terminals by 20%, Seroka said. “Building smarter also means investing in technology that powers everything we do,” he said. Contact Bill Mongelluzzo at <a href="mailto:bill.mongelluzzo@spglobal.com">bill.mongelluzzo@spglobal.com</a>.</div>

The Port of Los Angeles will expand two existing container terminals and develop an 89-acre chassis operations facility, it announced Thursday. That is in addition to building a new 200-acre container terminal, a project that was announced last year. In order to retain its position as the largest US container port and accommodate growth, Los Angeles must expand its infrastructure and enable port stakeholders to operate more efficiently using technology, Gene Seroka, the port’s executive director, said in his State of the Port address. “We must build bigger and we must build smarter: bigger capacity, smarter technology, increased sustainability,” Seroka said. The terminal expansion projects include development of a 40-acre site adjacent to Pier 300 and upgrading the LA Til container terminal in the port’s West Basin. The port also plans to develop 80 acres of under-utilized land on Terminal Island into a maritime support facility for chassis parking and maintenance as well as for container pickups and dropoffs, Seroka said. The port last October released a request for proposals to evaluate the interest in and feasibility of constructing a 200-acre facility to be called the Pier 500 Marine Container Terminal, which would include 3,000 linear feet of wharf space and two berths. Pier 500, to be developed on landfill, would be the first new container terminal built in Los Angeles in a generation, Seroka said. The project is projected to be completed in 10 years once construction begins. That is faster than most new terminals built on landfill because over the past 20 years, rocks removed during other construction projects have been dumped on the 124-acre landfill site, raising it to about 15 feet below the water line. Seroka said the port is in final discussions with Fenix Maritime Services, which operates Pier 300, to develop 40 acres of vacant land adjacent to the 300-acre terminal. The plan would be to add another berth and develop the site for terminal-related operations. Los Angeles will soon be issuing an environmental impact report for the LA Til Container Terminal to upgrade the wharf and rail yard to accommodate larger container ships, Seroka said. The Los Angeles-Long Beach port complex is operating at about 60% capacity utilization, which is a far cry from the 90%-plus utilization rate during the post-pandemic cargo surge that resulted in vessel backlogs and marine terminal congestion. However, with a projected doubling of container volumes in the port complex by 2040, the expansion projects should ensure that Los Angeles is well-positioned to handle future growth as well as the next generation of container vessels, Seroka said in his address. Los Angeles last year handled 10.2 million TEUs of laden and empty containers, which was its third-busiest year, he said. The port handled 4.86 million TEUs of container imports from Asia last year, down 0.7% from 2024 but still the most among all US ports, according to PIERS, a sister product of the Journal of Commerce within S&P Global. Long Beach was second with 4.56 million TEUs. Building a new bridge still possible Meanwhile, re-decking of the Vincent Thomas Bridge at the entry to the Port of Los Angeles, which will begin in the coming months, will make the bridge safer for the 50,000 vehicles that cross it daily, Seroka said. “But here’s the bigger issue. We also need to raise or replace it to unlock our full terminal capacity north of the bridge . We pushed to do both together,” he said. “That timeline simply didn’t work, but this issue is not going away. We’re working with the governor’s office and California transportation officials to explore all options — which could include building a new crossing.” The port continues to expand and improve its technology-driven programs, including the Port Optimizer to project container volumes in a three-week window, and the Universal Truck Appointment System which has improved gate usage at marine terminals by 20%, Seroka said. “Building smarter also means investing in technology that powers everything we do,” he said. Contact Bill Mongelluzzo at bill.mongelluzzo@spglobal.com .

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Port of Los Angeles forging ahead with aggressive construction program 

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