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<div class="phx-topic abstract-wrapper">Echo Global Logistics CEO Doug Waggoner expects a ‘healthy’ freight market in 2019, but he said shippers should watch inventory levels for a pertinent reason.</div>

Echo Global Logistics CEO Doug Waggoner expects a ‘healthy’ freight market in 2019, but he said shippers should watch inventory levels for a pertinent reason.

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<div>Those seeking a US freight barometer for 2019 should look to inventories and whether they’re rising. “I’ve heard of companies that traditionally carry six weeks of inventory that have bumped it up to six months” to avoid US tariffs imposed on billions of dollars of imported goods, <a>Echo Global Logistics</a> CEO Doug Waggoner said Thursday. “That can do a lot to freight flows.”<h2>‘Front-loading’ alters the market</h2>Waggoner, whose $1.9 billion logistics firm handled 800,000 shipments in the third quarter, said “front-loading” of imports ahead of the first round of US tariffs on China-manufactured goods made July one of the strongest months...

Those seeking a US freight barometer for 2019 should look to inventories and whether they’re rising. “I’ve heard of companies that traditionally carry six weeks of inventory that have bumped it up to six months” to avoid US tariffs imposed on billions of dollars of imported goods, Echo Global Logistics CEO Doug Waggoner said Thursday. “That can do a lot to freight flows.” ‘Front-loading’ alters the market Waggoner, whose $1.9 billion logistics firm handled 800,000 shipments in the third quarter, said “front-loading” of imports ahead of the first round of US tariffs on China-manufactured goods made July one of the strongest months for trucking — not just this year, but of any year. “We kind of reached the peak in July,” he said. “After that kind of market climax, everything feels rather ho-hum.” Another round of advance shipping to avoid 25 percent tariffs on Chinese goods could change that. Waggoner isn’t only watching for spring freight pulled forward into December but additional freight that may be front-loaded in January and February, now that the threatened tariffs have been delayed from Jan. 1 to March 1 as the United States and China prepare to talk trade and tariffs. “I do think there was some inventory pulled forward from Pacific Rim countries in response to tariffs” earlier this year, Waggoner told JOC.com. “That’s a real thing.” That “pull forward” contributed to softer — although not necessarily soft — truck demand in August, September, and October. “Was what we saw after July the calm after the storm?” Waggoner asked. The immediate question is could another storm be brewing? “As they burn off that inventory, they have to reorder,” Waggoner said. “If this is true, you could see a surge in demand” in the first quarter that gives shippers, truckers, and freight brokers a busier winter than expected. The amount of imports actually pulled forward, however, may not be clear until February. “With so many adjustments being made [to supply chains], it’s hard to tell what’s changing,” Waggoner said. “It’s hard to say, ‘This is what’s happening,’ because 30 things are happening at once.” In addition to the threat of higher US tariffs, shippers this year have reworked supply chains to adapt to faster fulfillment demands and the electronic logging device (ELD). US business inventories did rise modestly in September, climbing 0.3 percent after a 0.5 percent gain in August. Retailers’ inventories rose 0.1 percent in September after a stronger 0.6 percent increase the prior month. However, retail inventories were up 3.1 percent year over year, while wholesale inventories were up by 5.2 percent and manufacturer stocks by 4.4 percent. Wholesale and retail inventory-to-sales ratios were flat in September compared with August, and the manufacturing ratio dropped slightly. Compared with a year ago, readings for all the ratios were lower. Building materials inventories, up 8.3 percent year over year, and motor vehicles and parts, up 6.2 percent, accounted for much of the recent gain, US Census Bureau data show. Retailers making sure they have inventory, regardless of US trade policy Reports from individual retailers reveal that some did bring goods in earlier than usual but not just because of tariffs. Black Friday fell on Nov. 23 this year, more than a month before Christmas, and that led Target stores to ramp up inventory in the third quarter. The retailer’s inventory at the end of the last quarter was about 18 percent higher than a year ago. “We wanted to make sure we had the inventory in our system to meet the very strong demand we're anticipating for the fourth quarter,” Target CEO Brian Cornell told Wall Street analysts during a Nov. 20 earnings call. As for the tariff debate, “we continue to watch it each and every day … and we’re looking at what levers we can pull to make sure we minimize the impact.” The Toro Company, a manufacturer of outdoor equipment from lawnmowers to snowblowers, saw net inventories jump 8.9 percent in the quarter that ended Oct. 31, the company said Thursday. “This increase was mainly due to slightly elevated inventory levels across multiple businesses in preparation for the upcoming selling seasons,” the company said in a statement . The noise surrounding US tariffs and a volatile stock market can obscure what Waggoner sees as a steady economy and freight market. “I think the market is fine,” he said. “We’re still seeing strong demand. Supply isn’t quite as tight, but demand for capacity is healthy.” Early fourth-quarter freight data released Thursday by Old Dominion Freight Line (ODFL), one of the largest less-than-truckload (LTL) carriers, indicated LTL shipments were up 7 percent in November, with tonnage rising 3.1 percent — a sign that more lighter-weight shipments were on the move. And the majority of ODFL’s shipments are industrial goods, rather than retail goods. “We’re not expecting doom and gloom for 2019,” Waggoner said. “[Spot] prices will subside, but it will be a healthy freight market. I don’t see any sign of a recession lurking around the corner.” Contact William B. Cassidy at bill.cassidy@ihsmarkit.com and follow him on Twitter: @willbcassidy.

As tariff impact unfolds, inventories bear watching

<div class="phx-topic abstract-wrapper">The DP World-owned subsidiary provides services across Europe, Africa and Asia, and its involvement with the DCSA+ partnership program will enable it to work with container lines, technology providers and terminals to advance standardized data exchange. </div>

The DP World-owned subsidiary provides services across Europe, Africa and Asia, and its involvement with the DCSA+ partnership program will enable it to work with container lines, technology providers and terminals to advance standardized data exchange.

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<div class="phx-topic">Feeder and shortsea vessel operator Unifeeder has joined a partnership group run by the Digital Container Shipping Association (DCSA), a move that bolsters the reach of the burgeoning program associated with the container line-led consortium. Unifeeder becomes the biggest non-member vessel operator working with DCSA. The DP World-owned subsidiary provides services across Europe, Africa and Asia, and its involvement with the DCSA+ partnership program will enable it to work with container lines, technology providers and terminals to advance standardized data exchange, DCSA said in a statement Tuesday. “Joining DCSA+ allows us to contribute our feeder network expertise to the industry’s collective effort to standardize data exchange and improve interoperability,” Søren Castbak, Unifeeder’s chief commercial officer, said in the statement. The <a href="https://www.joc.com/article/dcsa-turns-to-industry-partners-to-drive-shipping-standards-adoption-6070237">DCSA+ program</a> now has 12 members, including logistics-focused software vendors WNS and Vinturas, the Port of Valencia and Lufthansa Industry Solutions. Unifeeder joins Samskip as part of the DCSA partnership program, but its scale as the biggest feeder operator in Europe far exceeds Samskip. It also gives DCSA reach into DP World, which operates one of the world’s largest networks of container terminals and has designs on growing its global forwarding business. “Their participation in DCSA+ brings valuable insight from the feeder and shortsea segment and strengthens the collective effort to achieve true interoperability across the container shipping ecosystem,” Mariana Bock-Losada, chief growth officer at DCSA, said in the statement. The idea behind the partnership program is to take standards DCSA has developed around track-and-trace, electronic bills of lading, container booking and just-in-time port calls and embed them within systems used by shipping lines, their partners and customers. Unifeeder has already begun adopting DCSA’s track-and-trace standard as part of a customer-facing visibility portal. DCSA last week launched an <a href="https://www.joc.com/article/dcsa-broadens-reach-with-identity-exchange-for-shipping-industry-6119020">identity exchange tool</a> for companies in the logistics industry to manage internal compliance checks, its first such product. The ocean carrier members of DCSA are Mediterranean Shipping Co., Hapag-Lloyd, Maersk, CMA CGM, Evergreen, HMM, Yang Ming, Zim Integrated Shipping Services and PIL. Contact Eric Johnson at <a href="mailto:eric.johnson@spglobal.com">eric.johnson@spglobal.com</a>. </div>

Feeder and shortsea vessel operator Unifeeder has joined a partnership group run by the Digital Container Shipping Association (DCSA), a move that bolsters the reach of the burgeoning program associated with the container line-led consortium. Unifeeder becomes the biggest non-member vessel operator working with DCSA. The DP World-owned subsidiary provides services across Europe, Africa and Asia, and its involvement with the DCSA+ partnership program will enable it to work with container lines, technology providers and terminals to advance standardized data exchange, DCSA said in a statement Tuesday. “Joining DCSA+ allows us to contribute our feeder network expertise to the industry’s collective effort to standardize data exchange and improve interoperability,” Søren Castbak, Unifeeder’s chief commercial officer, said in the statement. The DCSA+ program now has 12 members, including logistics-focused software vendors WNS and Vinturas, the Port of Valencia and Lufthansa Industry Solutions. Unifeeder joins Samskip as part of the DCSA partnership program, but its scale as the biggest feeder operator in Europe far exceeds Samskip. It also gives DCSA reach into DP World, which operates one of the world’s largest networks of container terminals and has designs on growing its global forwarding business. “Their participation in DCSA+ brings valuable insight from the feeder and shortsea segment and strengthens the collective effort to achieve true interoperability across the container shipping ecosystem,” Mariana Bock-Losada, chief growth officer at DCSA, said in the statement. The idea behind the partnership program is to take standards DCSA has developed around track-and-trace, electronic bills of lading, container booking and just-in-time port calls and embed them within systems used by shipping lines, their partners and customers. Unifeeder has already begun adopting DCSA’s track-and-trace standard as part of a customer-facing visibility portal. DCSA last week launched an identity exchange tool for companies in the logistics industry to manage internal compliance checks, its first such product. The ocean carrier members of DCSA are Mediterranean Shipping Co., Hapag-Lloyd, Maersk, CMA CGM, Evergreen, HMM, Yang Ming, Zim Integrated Shipping Services and PIL. Contact Eric Johnson at eric.johnson@spglobal.com .

Unifeeder adds scale to DCSA’s partnership program

<div class="phx-topic abstract-wrapper">While the IMO’s decision to postpone global decarbonization measures for a year will create challenges, several qualifying bids from ocean carriers have been received by the ZEMBA alliance. </div>

While the IMO’s decision to postpone global decarbonization measures for a year will create challenges, several qualifying bids from ocean carriers have been received by the ZEMBA alliance.

<div class="phx-topic">The winner of an e-fuel-focused tender issued by the Zero Emission Maritime Buyers Alliance (ZEMBA) will be announced before the end of the year despite significant regulatory uncertainty surrounding alternative fuels, the global shippers’ group says. The timing of the announcement was intended to follow the adoption in October of the International Maritime Organization’s (IMO) net-zero framework of measures intended to close the cost gap between conventional and alternative fuels while accelerating investment in production. But with that adoption derailed by US-led opposition, <a href="https://www.joc.com/article/imo-punts-on-pivotal-net-zero-shipping-regulation-6099141">the IMO was forced to postpone the process for a year</a>, a move that has created challenges for those involved in the tender, said a spokesperson for the Aspen Institute that serves as the secretariat for ZEMBA. “While the current political and economic environments, including the IMO decision to delay, create significant challenges, we are energized to see that the private sector is continuing to lead the way,” the Aspen Institute’s Michellie Hess told the Journal of Commerce. It is <a href="https://www.joc.com/article/global-shipper-group-bullish-on-e-fuel-tender-bids-from-ocean-carriers-5950420">the second tender from ZEMBA</a> that calls for an ocean carrier or group of liners to move the equivalent of 1.5 million TEUs across the Pacific on ships powered by renewable synthetic fuels, with the aim of fast-tracking the commercial deployment of e-fuels at scale to create a competitive market. “We received a number of qualifying e-fuel bids from container carriers,” Hess said. “Despite policy setbacks and significant cost pressures, we are heartened that ZEMBA's freight buyer members are continuing to take a long-term approach and recognize the importance of the clean energy transition of the maritime sector and that it is a smart, forward-looking business strategy.” ZEMBA is a non-profit alliance of more than 40 freight buyers that includes global brands such as IKEA, Electrolux, Nike, Philips and Levi Strauss. <h3>Hapag-Lloyd in bid for second tender </h3>One of the bidders for the second tender is Hapag-Lloyd, which <a href="https://www.joc.com/article/hapag-lloyd-wins-asia-europe-green-shipping-tender-to-launch-next-year-5240949">won the inaugural tender from ZEMBA</a> in April 2024. In that first tender, ZEMBA members collectively committed to purchase alternative fuels associated with 1.2 billion TEU-miles of zero-emission shipping on the Singapore to Rotterdam trade lane in 2025 and 2026. The tender covers a negotiated “green premium” paid by shippers and does not involve the base freight rate. As Hapag-Lloyd nears the halfway mark of the first tender, Arne Maibohm, director of decarbonization at the Hamburg-based carrier, said it was “fully on track and meeting all commitments.” “All volumes that were contractually confirmed are being delivered as agreed,” Maibohm told the Journal of Commerce this week. “We have experienced no challenges in sourcing the required biomethane from the European gas grid...the volumes are fully secured.” As Hapag-Lloyd waits to see whether it will be involved in the second tender, Maibohm noted that the IMO’s postponement of the net-zero framework, “certainly does not make the global decarbonization challenge any easier.” Despite the regulatory setback, he said Hapag-Lloyd remained committed to its climate targets. “Decarbonizing operations is a strategic priority for us and essential to stay competitive and relevant for our customers in the decades ahead,” Maibohm said. “Our long-term direction of achieving net-zero operations by 2045 is therefore not dependent on individual regulatory developments. “Moreover, other frameworks such as <a href="https://www.joc.com/article/high-price-to-pay-for-non-compliance-with-fueleu-rules-lloyds-register-5918498">FuelEU Maritime</a> are already in force and will continue to drive the uptake of alternative fuels,” he added. With the IMO delay in adopting global decarbonization measures, improving the fuel efficiency of vessels has attained even greater importance, particularly in Europe. The EU Emissions Trading System (ETS) carbon tax and FuelEU Maritime fuel intensity regulations will come into full effect in 2026, and cutting vessel emissions will directly impact a carrier’s operating costs. Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

The winner of an e-fuel-focused tender issued by the Zero Emission Maritime Buyers Alliance (ZEMBA) will be announced before the end of the year despite significant regulatory uncertainty surrounding alternative fuels, the global shippers’ group says. The timing of the announcement was intended to follow the adoption in October of the International Maritime Organization’s (IMO) net-zero framework of measures intended to close the cost gap between conventional and alternative fuels while accelerating investment in production. But with that adoption derailed by US-led opposition, the IMO was forced to postpone the process for a year , a move that has created challenges for those involved in the tender, said a spokesperson for the Aspen Institute that serves as the secretariat for ZEMBA. “While the current political and economic environments, including the IMO decision to delay, create significant challenges, we are energized to see that the private sector is continuing to lead the way,” the Aspen Institute’s Michellie Hess told the Journal of Commerce. It is the second tender from ZEMBA that calls for an ocean carrier or group of liners to move the equivalent of 1.5 million TEUs across the Pacific on ships powered by renewable synthetic fuels, with the aim of fast-tracking the commercial deployment of e-fuels at scale to create a competitive market. “We received a number of qualifying e-fuel bids from container carriers,” Hess said. “Despite policy setbacks and significant cost pressures, we are heartened that ZEMBA's freight buyer members are continuing to take a long-term approach and recognize the importance of the clean energy transition of the maritime sector and that it is a smart, forward-looking business strategy.” ZEMBA is a non-profit alliance of more than 40 freight buyers that includes global brands such as IKEA, Electrolux, Nike, Philips and Levi Strauss. Hapag-Lloyd in bid for second tender One of the bidders for the second tender is Hapag-Lloyd, which won the inaugural tender from ZEMBA in April 2024. In that first tender, ZEMBA members collectively committed to purchase alternative fuels associated with 1.2 billion TEU-miles of zero-emission shipping on the Singapore to Rotterdam trade lane in 2025 and 2026. The tender covers a negotiated “green premium” paid by shippers and does not involve the base freight rate. As Hapag-Lloyd nears the halfway mark of the first tender, Arne Maibohm, director of decarbonization at the Hamburg-based carrier, said it was “fully on track and meeting all commitments.” “All volumes that were contractually confirmed are being delivered as agreed,” Maibohm told the Journal of Commerce this week. “We have experienced no challenges in sourcing the required biomethane from the European gas grid...the volumes are fully secured.” As Hapag-Lloyd waits to see whether it will be involved in the second tender, Maibohm noted that the IMO’s postponement of the net-zero framework, “certainly does not make the global decarbonization challenge any easier.” Despite the regulatory setback, he said Hapag-Lloyd remained committed to its climate targets. “Decarbonizing operations is a strategic priority for us and essential to stay competitive and relevant for our customers in the decades ahead,” Maibohm said. “Our long-term direction of achieving net-zero operations by 2045 is therefore not dependent on individual regulatory developments. “Moreover, other frameworks such as FuelEU Maritime are already in force and will continue to drive the uptake of alternative fuels,” he added. With the IMO delay in adopting global decarbonization measures, improving the fuel efficiency of vessels has attained even greater importance, particularly in Europe. The EU Emissions Trading System (ETS) carbon tax and FuelEU Maritime fuel intensity regulations will come into full effect in 2026, and cutting vessel emissions will directly impact a carrier’s operating costs. Contact Greg Knowler at greg.knowler@spglobal.com .

Regulatory uncertainty won’t derail e-fuel tender: global shipper group

<div class="phx-topic abstract-wrapper">Eli Glickman’s buyout proposal first surfaced in Israeli media reports back in August, with his offer said to be about $20 per share, which would value Zim at $2.4 billion. </div>

Eli Glickman’s buyout proposal first surfaced in Israeli media reports back in August, with his offer said to be about $20 per share, which would value Zim at $2.4 billion.

<div class="phx-topic">Zim Integrated Shipping Services confirmed Tuesday it is reviewing buyout offers from several parties, including its chief executive. Zim said in a statement its board of directors has been reviewing a buyout proposal from Chief Executive Eli Glickman and Rami Ungar, who controls roll-on/roll-off carrier Ray Shipping, for several months. “In connection with this review, the ZIM board of directors has received indications of interest from multiple parties, including strategic interest, which it is evaluating carefully,” Zim said. “Strategic interest” generally means a bidder in the same industry, so Zim is at least alluding to another carrier as a potential interested party. As part of its review of the offers, Haifa-based Zim added two new board members, including Yair Avidan, a former bank executive, and Yoram Turbowicz, a former Israeli government executive. Zim has also hired investment bank Evercore as financial advisor and legal firms Meitar and Skadden, Arps. The ocean carrier said there’s no assurance a deal will be made, and that it would provide an update once the strategic review is completed. Glickman’s buyout proposal first surfaced in Israeli media reports back in August, with his offer said to be about $20 per share, which would value Zim at $2.4 billion. The carrier’s market valuation slipped to as low as $1.5 billion in mid-October amid the rout in freight rates. As of March 2025, Glickman owned about 1% of Zim. <h3>Carrier went public in 2021 </h3><a href="https://www.joc.com/article/zim-ceo-sees-likely-return-to-suez-canal-transits-soon-6120808">Zim reported a 90% year-over-year drop in third-quarter net income last week</a>, but still managed to beat analysts’ estimates and affirmed its previous 2025 profit forecast. Zim shares have risen 14% since its third-quarter earnings release. Zim made its public company debut in January 2021, raising $217.5 million and giving it an initial valuation of $1.3 billion. By March 2022 at the peak of the container shipping surge, the company reached a market value of $8.6 billion. Since its public offering, the carrier has leaned mostly on short-term chartering of Panamax ships that fit with its focus on express services. Zim has also contracted for its own newbuild ships and long-term charters of post-Panamax vessels and is currently in <a href="https://www.joc.com/article/decentralized-sourcing-plays-into-mscs-point-to-point-plans-ceo-5745884">a slot charter agreement with Mediterranean Shipping Co.</a> for trans-Pacific services. Contact Michael Angell at <a href="mailto:michael.angell@spglobal.com">michael.angell@spglobal.com</a>. </div>

Zim Integrated Shipping Services confirmed Tuesday it is reviewing buyout offers from several parties, including its chief executive. Zim said in a statement its board of directors has been reviewing a buyout proposal from Chief Executive Eli Glickman and Rami Ungar, who controls roll-on/roll-off carrier Ray Shipping, for several months. “In connection with this review, the ZIM board of directors has received indications of interest from multiple parties, including strategic interest, which it is evaluating carefully,” Zim said. “Strategic interest” generally means a bidder in the same industry, so Zim is at least alluding to another carrier as a potential interested party. As part of its review of the offers, Haifa-based Zim added two new board members, including Yair Avidan, a former bank executive, and Yoram Turbowicz, a former Israeli government executive. Zim has also hired investment bank Evercore as financial advisor and legal firms Meitar and Skadden, Arps. The ocean carrier said there’s no assurance a deal will be made, and that it would provide an update once the strategic review is completed. Glickman’s buyout proposal first surfaced in Israeli media reports back in August, with his offer said to be about $20 per share, which would value Zim at $2.4 billion. The carrier’s market valuation slipped to as low as $1.5 billion in mid-October amid the rout in freight rates. As of March 2025, Glickman owned about 1% of Zim. Carrier went public in 2021 Zim reported a 90% year-over-year drop in third-quarter net income last week , but still managed to beat analysts’ estimates and affirmed its previous 2025 profit forecast. Zim shares have risen 14% since its third-quarter earnings release. Zim made its public company debut in January 2021, raising $217.5 million and giving it an initial valuation of $1.3 billion. By March 2022 at the peak of the container shipping surge, the company reached a market value of $8.6 billion. Since its public offering, the carrier has leaned mostly on short-term chartering of Panamax ships that fit with its focus on express services. Zim has also contracted for its own newbuild ships and long-term charters of post-Panamax vessels and is currently in a slot charter agreement with Mediterranean Shipping Co. for trans-Pacific services. Contact Michael Angell at michael.angell@spglobal.com .

Zim says reviewing buyout offers, including one from CEO

<div class="phx-topic abstract-wrapper">While liners will remain in the black this year, the growing capacity overhang and weak demand expectations will undermine rate-increasing efforts through 2026, analysts say. </div>

While liners will remain in the black this year, the growing capacity overhang and weak demand expectations will undermine rate-increasing efforts through 2026, analysts say.

<div class="phx-topic">A shift in the supply-demand balance in container shipping dragged down the financial results of ocean carriers in the third quarter, and maritime experts see nothing in market conditions to change their view that the industry’s multi-year profitability voyage will end in 2026. Global fleet capacity is forecast to grow 6.9% to 32.97 million TEUs this year and by another 2.2% in 2026 to 33.7 million TEUs, according to Drewry Shipping Consultants, and Bimco expects global container volume growth of between 2.5% and 3.5% in both years. While carriers will remain in the black this year thanks in large part to a strong first half that is already in the bank, full-year operating profit will be near $20 billion for 2025 compared with more than $60 billion last year, Drewry noted. But the maritime consultant is predicting industry losses will top $10 billion in 2026. The sharp drop in revenue and profits in the third quarter was dramatic across the board. Revenue among the 11 carriers that report their turnover showed a third-quarter drop of $44 billion, down 22% compared with the revenue earned in the third quarter of last year, Sea-Intelligence Maritime Analysis noted in its latest Sunday Spotlight Newsletter. Despite volume gains across most of the carriers, the combined earnings before interest and taxes (EBIT) in the third quarter fell sharply year over year — from $17.06 billion to $5.12 billion. However, Sea-Intelligence emphasized that although the 2024 peak has passed, the EBIT floor has not yet fallen to pre-COVID 2019 levels. The analyst said shipping lines also recorded a double-digit year-over-year contraction in average freight rates in the third quarter as the market corrected from the disruption-driven highs of the previous year. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="17f49652-207f-4ee9-9c2c-09b39b5b158e"></dynamic-object></div>The landing will be particularly hard on the trans-Pacific. After a year of US importers frontloading shipments out of fear of higher tariffs as American consumers become more cautious, <a href="https://www.joc.com/article/slump-of-us-imports-from-asia-deepening-6120860">replenishment of inventories is being handled judiciously</a>. US retailers <a href="https://www.joc.com/article/us-retailers-throttle-back-on-imports-amid-uncertain-consumer-sentiment-6111471">are forecasting double-digit percentage declines</a> in November and December, and monthly volumes are not expected to exceed 2 million TEUs through March, according to the latest Global Port Tracker, produced by Hackett Associates and the National Retail Federation. Drewry is expecting that the negative growth in Asia-North America volume in the fourth quarter will continue into the first three months of 2026, with zero growth on the trans-Pacific for the full year. “Our assessment is that the US container boom of 2023 to late 2025 is truly over,” Drewry noted in its Container Forecaster report. Moody’s Ratings has forecast that US container volumes in 2026 will show growth between 0% to minus 2% year over year. <h3>Significant rate erosion expected </h3>The grim market outlook was shared by transportation analysts at J.P. Morgan, who noted in a report this week following Zim Integrated Shipping’s third-quarter results that a demand-supply analysis of the trans-Pacific pointed to significant freight rate erosion in 2026 and 2027. Zim is heavily exposed to the trans-Pacific trade lane, where the rate dropped 45% year over year in the third quarter. “We expect it is unlikely for rates to strengthen structurally into 2026, unless there is material supply that comes out of the market — scrapping and idling remain extremely low — or there is an acceleration in demand, which again appears less likely, given the strength in year-to-date volume growth of 5% year over year,” J.P. Morgan said in its outlook. Spot rates from Asia to the US West Coast, as measured by various indexes, are down 30% to 60% year over year, depending on the index and trade lane. Data from rate benchmarking platform Xeneta shows that average short-term rates on the Asia-US West Coast lane of $1,482 per FEU as of Tuesday are down 70% since the first week of July. The picture on Asia-Europe is not as gloomy as the trans-Pacific — at least not yet — with carriers on trade lanes to North Europe and the Mediterranean managing to cling to some of the rate increases that have been levied on the market every two weeks since early October. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="f42506cc-5dcf-4f07-afda-28027dacc172"></dynamic-object></div>Short-term rates are up more than 20% since Oct. 1 at $2,349/FEU as of Monday, according to Xeneta, and have held on to gains through November as carriers blank sailings to better match capacity with demand. Stefan Verberckmoes, senior shipping analyst at Alphaliner, said the rate increases were more successful on Asia-Europe than on the trans-Pacific because of carriers renegotiating contracts between Asia and Europe. “Carriers are putting more effort into keeping spot freight rates up there as it affects talks with beneficial cargo owners [while] annual contract negotiations on the trans-Pacific are for next year with many contracts starting again in May,” Verberckmoes told the Journal of Commerce. Blank sailings are a popular tool in the carriers’ capacity management bag and are being used to good effect on Asia-Europe. Carriers have announced November blanks of almost 110,000 TEUs of capacity, with blank sailings already at 83,000 TEUs for December, according to Xeneta’s eeSea data. Both of those numbers are expected to increase. Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

A shift in the supply-demand balance in container shipping dragged down the financial results of ocean carriers in the third quarter, and maritime experts see nothing in market conditions to change their view that the industry’s multi-year profitability voyage will end in 2026. Global fleet capacity is forecast to grow 6.9% to 32.97 million TEUs this year and by another 2.2% in 2026 to 33.7 million TEUs, according to Drewry Shipping Consultants, and Bimco expects global container volume growth of between 2.5% and 3.5% in both years. While carriers will remain in the black this year thanks in large part to a strong first half that is already in the bank, full-year operating profit will be near $20 billion for 2025 compared with more than $60 billion last year, Drewry noted. But the maritime consultant is predicting industry losses will top $10 billion in 2026. The sharp drop in revenue and profits in the third quarter was dramatic across the board. Revenue among the 11 carriers that report their turnover showed a third-quarter drop of $44 billion, down 22% compared with the revenue earned in the third quarter of last year, Sea-Intelligence Maritime Analysis noted in its latest Sunday Spotlight Newsletter. Despite volume gains across most of the carriers, the combined earnings before interest and taxes (EBIT) in the third quarter fell sharply year over year — from $17.06 billion to $5.12 billion. However, Sea-Intelligence emphasized that although the 2024 peak has passed, the EBIT floor has not yet fallen to pre-COVID 2019 levels. The analyst said shipping lines also recorded a double-digit year-over-year contraction in average freight rates in the third quarter as the market corrected from the disruption-driven highs of the previous year. The landing will be particularly hard on the trans-Pacific. After a year of US importers frontloading shipments out of fear of higher tariffs as American consumers become more cautious, replenishment of inventories is being handled judiciously . US retailers are forecasting double-digit percentage declines in November and December, and monthly volumes are not expected to exceed 2 million TEUs through March, according to the latest Global Port Tracker, produced by Hackett Associates and the National Retail Federation. Drewry is expecting that the negative growth in Asia-North America volume in the fourth quarter will continue into the first three months of 2026, with zero growth on the trans-Pacific for the full year. “Our assessment is that the US container boom of 2023 to late 2025 is truly over,” Drewry noted in its Container Forecaster report. Moody’s Ratings has forecast that US container volumes in 2026 will show growth between 0% to minus 2% year over year. Significant rate erosion expected The grim market outlook was shared by transportation analysts at J.P. Morgan, who noted in a report this week following Zim Integrated Shipping’s third-quarter results that a demand-supply analysis of the trans-Pacific pointed to significant freight rate erosion in 2026 and 2027. Zim is heavily exposed to the trans-Pacific trade lane, where the rate dropped 45% year over year in the third quarter. “We expect it is unlikely for rates to strengthen structurally into 2026, unless there is material supply that comes out of the market — scrapping and idling remain extremely low — or there is an acceleration in demand, which again appears less likely, given the strength in year-to-date volume growth of 5% year over year,” J.P. Morgan said in its outlook. Spot rates from Asia to the US West Coast, as measured by various indexes, are down 30% to 60% year over year, depending on the index and trade lane. Data from rate benchmarking platform Xeneta shows that average short-term rates on the Asia-US West Coast lane of $1,482 per FEU as of Tuesday are down 70% since the first week of July. The picture on Asia-Europe is not as gloomy as the trans-Pacific — at least not yet — with carriers on trade lanes to North Europe and the Mediterranean managing to cling to some of the rate increases that have been levied on the market every two weeks since early October. Short-term rates are up more than 20% since Oct. 1 at $2,349/FEU as of Monday, according to Xeneta, and have held on to gains through November as carriers blank sailings to better match capacity with demand. Stefan Verberckmoes, senior shipping analyst at Alphaliner, said the rate increases were more successful on Asia-Europe than on the trans-Pacific because of carriers renegotiating contracts between Asia and Europe. “Carriers are putting more effort into keeping spot freight rates up there as it affects talks with beneficial cargo owners [while] annual contract negotiations on the trans-Pacific are for next year with many contracts starting again in May,” Verberckmoes told the Journal of Commerce. Blank sailings are a popular tool in the carriers’ capacity management bag and are being used to good effect on Asia-Europe. Carriers have announced November blanks of almost 110,000 TEUs of capacity, with blank sailings already at 83,000 TEUs for December, according to Xeneta’s eeSea data. Both of those numbers are expected to increase. Contact Greg Knowler at greg.knowler@spglobal.com .

Sharp drop in Q3 profits signals tough 2026 for oversupplied ocean carriers

<div class="phx-topic abstract-wrapper">Projected global growth of grid-scale installations over the next five years indicates cargo volumes will rise dramatically with the continued investment in solar and wind energy. </div>

Projected global growth of grid-scale installations over the next five years indicates cargo volumes will rise dramatically with the continued investment in solar and wind energy.

<div class="phx-topic">Multipurpose and heavy-lift vessel operators are gearing up for a surge in heavyweight battery storage cargoes, driven by international regulatory changes from Jan. 1 and the continuing global switch to renewable energy sources. Multipurpose vessel (MPV) operator AAL Shipping and Chipolbrok, the Chinese-Polish joint venture shipping company, have already noted a rise in potential battery energy storage system (BESS) cargoes for next year, executives from both companies told the Journal of Commerce. Projected global growth of grid-scale BESS installations over the next five years indicates cargo volumes will rise dramatically with the continued investment in solar and wind energy. “We have been visited lately by several freight forwarders who have expressed a big interest in shipping BESS units from China to northern Europe,” a Chipolbrok spokesperson said. “We consider this market big and booming in the near future.” BESS units are one of the carrier’s most frequent types of cargo. “We ship them globally on almost every one of our services,” the spokesperson said, pointing out that China dominates the global market. Shipping executives say lithium-ion batteries, a key element in energy storage systems, are responsible for both the shift of BESS cargoes to the MPV and heavy-lift sector and the increase in BESS projects. “BESS systems play a crucial role in the transition to greener energy sources such as solar and wind power by ensuring grid stability, storing energy during periods of low demand and releasing it during peak loads, so increasing the efficiency of renewable energy sources,” the Chipolbrok spokesperson said. <h3>Regulations to prompt carriage shift </h3>While these batteries have a higher energy density and faster charging time, making them ideally suited for solar and wind energy storage projects, vessel fires show they also pose a significant safety risk if not handled properly. Mandatory changes to the International Maritime Dangerous Goods code from Jan. 1 mean lithium-ion batteries installed in cargo transport containers and assigned the UN number 3536 can only be carried as deck cargo. Strict stowage conditions under the new code amendment 42-24 mean these lithium-ion batteries must also be protected from sources of heat and be carried clear of crew living quarters, which further restricts vessel carrying capacity. “AAL Shipping has seen a marked increase in enquiries for transporting BESS cargoes for 2026 when the deck stowage requirements come into effect,” Jack Zhou, AAL Shipping’s general manager and chief representative for China, told the Journal of Commerce. He said the move to larger and heavier BESS units has seen the weight of individual battery storage cabinets increase to about 42 tons, while under UN 3536 that is expected to increase to between 47 tons and 52 tons in 2026. “Current container terminals and standard lifting spreader beams cannot handle these heavier units,” Zhou said. “As a result, multipurpose vessels are required to provide a viable sea-transport solution for these cargoes.” He said AAL Shipping has transported nearly 2,500 BESS units from China to the US and almost 3,000 from China to Australia’s east coast since 2024. Highlighting expected growth, Rho Motion, part of energy data company Benchmark Mineral Intelligence, said projects for 732 gigawatt hours of new BESS capacity have been announced for the coming years, up 23% compared with 2024’s project pipeline. That’s on top of the 156 GWh of grid-scale BESS capacity that had been installed globally by October, according to Rho Motion’s latest report published on Nov. 17. A further 153 GWh is expected to be installed by the end of this year, the report said. Consultancies, including Rysted Energy and McKinsey, had earlier forecast that installed BESS capacity would top 400 GWh globally by 2030. But actual installations are running far ahead of those estimates. Contact Keith Wallis at <a href="mailto:keithwallis@hotmail.com">keithwallis@hotmail.com</a>. </div>

Multipurpose and heavy-lift vessel operators are gearing up for a surge in heavyweight battery storage cargoes, driven by international regulatory changes from Jan. 1 and the continuing global switch to renewable energy sources. Multipurpose vessel (MPV) operator AAL Shipping and Chipolbrok, the Chinese-Polish joint venture shipping company, have already noted a rise in potential battery energy storage system (BESS) cargoes for next year, executives from both companies told the Journal of Commerce. Projected global growth of grid-scale BESS installations over the next five years indicates cargo volumes will rise dramatically with the continued investment in solar and wind energy. “We have been visited lately by several freight forwarders who have expressed a big interest in shipping BESS units from China to northern Europe,” a Chipolbrok spokesperson said. “We consider this market big and booming in the near future.” BESS units are one of the carrier’s most frequent types of cargo. “We ship them globally on almost every one of our services,” the spokesperson said, pointing out that China dominates the global market. Shipping executives say lithium-ion batteries, a key element in energy storage systems, are responsible for both the shift of BESS cargoes to the MPV and heavy-lift sector and the increase in BESS projects. “BESS systems play a crucial role in the transition to greener energy sources such as solar and wind power by ensuring grid stability, storing energy during periods of low demand and releasing it during peak loads, so increasing the efficiency of renewable energy sources,” the Chipolbrok spokesperson said. Regulations to prompt carriage shift While these batteries have a higher energy density and faster charging time, making them ideally suited for solar and wind energy storage projects, vessel fires show they also pose a significant safety risk if not handled properly. Mandatory changes to the International Maritime Dangerous Goods code from Jan. 1 mean lithium-ion batteries installed in cargo transport containers and assigned the UN number 3536 can only be carried as deck cargo. Strict stowage conditions under the new code amendment 42-24 mean these lithium-ion batteries must also be protected from sources of heat and be carried clear of crew living quarters, which further restricts vessel carrying capacity. “AAL Shipping has seen a marked increase in enquiries for transporting BESS cargoes for 2026 when the deck stowage requirements come into effect,” Jack Zhou, AAL Shipping’s general manager and chief representative for China, told the Journal of Commerce. He said the move to larger and heavier BESS units has seen the weight of individual battery storage cabinets increase to about 42 tons, while under UN 3536 that is expected to increase to between 47 tons and 52 tons in 2026. “Current container terminals and standard lifting spreader beams cannot handle these heavier units,” Zhou said. “As a result, multipurpose vessels are required to provide a viable sea-transport solution for these cargoes.” He said AAL Shipping has transported nearly 2,500 BESS units from China to the US and almost 3,000 from China to Australia’s east coast since 2024. Highlighting expected growth, Rho Motion, part of energy data company Benchmark Mineral Intelligence, said projects for 732 gigawatt hours of new BESS capacity have been announced for the coming years, up 23% compared with 2024’s project pipeline. That’s on top of the 156 GWh of grid-scale BESS capacity that had been installed globally by October, according to Rho Motion’s latest report published on Nov. 17. A further 153 GWh is expected to be installed by the end of this year, the report said. Consultancies, including Rysted Energy and McKinsey, had earlier forecast that installed BESS capacity would top 400 GWh globally by 2030. But actual installations are running far ahead of those estimates. Contact Keith Wallis at keithwallis@hotmail.com .

Battery storage cargoes to power up MPV, heavy-lift sector

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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

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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>

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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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