<div>Copyright 2001, Traffic World MagazineBill Augello wrote the book on transportation law. Actually, he's written more than a dozen books on transportation law.But it's his latest, "Transportation, Logistics and the Law," that has caught my attention. Augello began writing it as the text for his new career twist - teaching the subject at the University of Arizona's James E. Rogers College of Law. It's not his first time teaching. He's instructed more than 9,000 people in over 300 seminars on transportation. He's on the board of directors of the Institute of Logistical Management and a member of the board of...

Copyright 2001, Traffic World Magazine Bill Augello wrote the book on transportation law. Actually, he's written more than a dozen books on transportation law. But it's his latest, "Transportation, Logistics and the Law," that has caught my attention. Augello began writing it as the text for his new career twist - teaching the subject at the University of Arizona's James E. Rogers College of Law. It's not his first time teaching. He's instructed more than 9,000 people in over 300 seminars on transportation. He's on the board of directors of the Institute of Logistical Management and a member of the board of directors of the Intermodal Transportation Institute, which offers a master's degree in intermodal transportation from the University of Denver. William J. Augello is executive director of the Transportation Consumer Protection Council and is best known as the shipper's advocate who solved the undercharge problem. I was privileged to speak on a panel at the TCPC's annual meeting last year, and the fact that I didn't embarrass myself too badly must be the reason that Bill sent me a copy of his text inscribed, "In appreciation for all you have done to educate the shipping public." This issue's special report on Logistics Career Development is a good example of Traffic World's recent efforts to educate our readers. Correspondent David Biederman writes about the demand for logistics professionals and the effect of the recession on that demand (see page 18). In a second story and in his regular Career Advancement column David writes about the role of the Council of Logistics Management and others in educating logistics professionals about the need in these times to improve the security of the supply chain. In several college logistics programs, Traffic World serves as a weekly textbook. Even Augello's book cites the magazine as a "source of continuing education." Breaking news can be very instructional - see our story on the bankruptcy of Computrex Inc. on page 9 for proof of that. We also have weekly Q&A columns from consultant Colin Barrett and monthly Logistics and the Law columns from attorney Robert Spira. But back to the book. Augello says he wrote his latest book "to provide insight into the most important laws, rules, regulations, treaties and practices remaining in today's deregulated environment where shippers and carriers are left to manage their affairs with less intervention from the federal government." "Transportation, Logistics and the Law" divides those subjects into 10 areas: governmental jurisdiction; regulation of the railroad industry; motor carrier regulation; shipper and carrier duties, responsibilities and exposure to lawsuits; airline regulation; ocean shipping regulation; multimodal arrangements; regulation of intermediaries; terms of sale for domestic and international contracts; and proposed international and domestic laws and treaties, including the North American Free Trade Agreement. There are 200 more pages of appendices listing laws, regulations and example documents. Augello is known as a shipper advocate but he takes pains to note that he is not anti-carrier. "Attorneys are generally consulted only when a legal problem exists, not when the system is working smoothly," he says. "The transportation system in the United States is reputed to be the best in the world and has been one of the principal reasons for this nation's tremendous industrial development." I should note that Bill had help from longtime law partner George Carl Pezold of Augello, Pezold and Hirschmann, Huntington, N.Y., in editing his text. You can order Bill's latest book from the Transportation Consumer Protection Council Inc., 120 Main St., Huntington, N.Y. 11743; phone (631) 549-8988, or e-mail tcpc@transportlaw.com .

The Book

<div class="phx-topic abstract-wrapper">The scale and scope of the number of products now subject to US steel and aluminum tariffs is likely to affect providers across multiple modes, writes Jason Miller.</div>

The scale and scope of the number of products now subject to US steel and aluminum tariffs is likely to affect providers across multiple modes, writes Jason Miller.

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<div class="phx-topic">The White House on Aug. 15 announced a substantial increase in the number of products subject to the <a href="https://public-inspection.federalregister.gov/2025-15819.pdf">steel and aluminum tariffs</a> that went into effect on Aug. 18. The scope of this expansion was massive, covering 407 new HTS (harmonized tariff schedule) codes that swept up over $160 billion in additional goods in the steel and aluminum tariff net; previously, these tariffs captured roughly $190 billion in goods. While the steel and aluminum tariffs apply only to the steel or aluminum content for the <a href="https://www.flexport.com/blog/what-president-trumps-2024-u-s-election-win-means-for-global-trade-and/">derivative product</a>s, the scale and scope of these tariffs is likely to affect transportation providers across multiple modes. <h3>More pressure on container volumes </h3><div class="wrapper-narrow float-right-element"><img src="/images/phoenix/6069773_0.1.jpg"></img></div>The derivative expansion swept up a wide range of furniture products in addition to the ones already covered. Combined with higher country-specific IEEPA rates (International Emergency Economic Powers Act) coming into effect, this is expected to place further pressure on furniture import volumes, which declined 16% in the second quarter of 2025 from the first quarter of 2025 based on seasonally adjusted imports from the Bureau of Economic Analysis’ (BEA) associated end-use category once adjusted for inflation. Compounding matters, continued sluggishness in the housing market and pressures many consumers are experiencing in paying <a href="https://www.stlouisfed.org/on-the-economy/2025/may/broad-continuing-rise-delinquent-us-credit-card-debt-revisited">credit card debt</a> are likely to further pressure import volumes of goods such as furniture. <h3>Roll-on/roll-off effects for construction, ag equipment </h3>One of the most profound changes with the steel and aluminum tariffs is the last expansion captured many finished capital goods such as bulldozers, backhoes, agricultural tractors and similar associated goods. To understand what this means, consider agricultural equipment imported from Germany. Previously, such goods would be charged a 15% tariff based on the most recent “agreement” between the US and European Union. Now, the steel and aluminum content of agricultural equipment will be charged a 50% tariff, and the remaining value will be charged the 15% tariff. As such, if one-third of the value of a piece of construction equipment is in steel, the effective tariff rate will now be 26.55%. Tariff rates at such levels are likely to place further headwinds on construction and agricultural equipment import demand, which had steadily been falling prior to these tariffs. <h3>Trucking companies and railroads </h3>The steel and aluminum derivative tariffs captured various HTS codes associated with capital goods for railroads and motor carriers. For example, Flexport’s <a href="https://tariffs.flexport.com/?entryDate=2025-08-20&amp;country=CN&amp;value=10000&amp;advanced=true&amp;code=8607191200+Railway+Wheels%2C+Whether+Or+Not+Fitted+With+Axles+%28kg%29&amp;FIELD_CHOSEN_SPIS=%7B%7D&amp;FIELD_CHOSEN_HTS_CODES=%7B%2299030121%22%3Afalse%2C%2299030130%22%3Afalse%7D&amp;FIELD_STEEL_PERCENTAGE=80&amp;FIELD_STEEL_COUNTRY_OF_POUR=%22CN%22&amp;FIELD_EXISTING_HTS_CODES=%5B%5D">Tariff Simulator</a> estimates that HTS 8607.19.1200 (Railway Wheels, Whether Or Not Fitted With Axles) imported from China (the second-largest source from 2024) with 80% steel content poured in China will see an increase in the tariff rate to 87% from 55%. Perhaps more significantly is the impact on imports from Canada (the largest source from 2024 for this HTS). Data for June indicated the ratio of dutiable value over customs import value for consumption was just 2.4%, with an effective tariff rate at just 0.6%. This will change dramatically with this HTS falling under the steel and aluminum tariffs, where we would now expect effective tariff rates of 20% or more, assuming the steel was poured in Canada. For trucking companies, the most significant shock from the newest derivative products comes in the form of tariffs on truck trailers, with HTS 8716.39.0040 (dry van trailers) and HTS 8716.39.0090 (other trailers for transporting goods) being the two categories to watch for. For example, other trailers for transporting goods, imports from the two top sources (Canada and Mexico) had a ratio of dutiable value of customs import value of &lt; 0.1% in June 2025 due to compliance with the US-Mexico-Canada Agreement. Similar figures applied for dry van trailers. These figures will increase substantially given the high value of steel and aluminum content in these products. <h3>Headwinds and rising costs </h3>The massive expansion of steel and aluminum products subject to tariffs is unwelcome news for transportation providers. These tariffs will create further headwinds for ocean volumes while raising the cost of capital goods for railroads and trucking companies. Given the trucking sector is entering the third year of a prolonged market downturn, higher prices for equipment is unwelcome news. Jason Miller is an associate professor of logistics at Michigan State University. Contact him at <a href="mailto:mill2831@broad.msu.edu">mill2831@broad.msu.edu.</a></div>

The White House on Aug. 15 announced a substantial increase in the number of products subject to the steel and aluminum tariffs that went into effect on Aug. 18. The scope of this expansion was massive, covering 407 new HTS (harmonized tariff schedule) codes that swept up over $160 billion in additional goods in the steel and aluminum tariff net; previously, these tariffs captured roughly $190 billion in goods. While the steel and aluminum tariffs apply only to the steel or aluminum content for the derivative product s, the scale and scope of these tariffs is likely to affect transportation providers across multiple modes. More pressure on container volumes The derivative expansion swept up a wide range of furniture products in addition to the ones already covered. Combined with higher country-specific IEEPA rates (International Emergency Economic Powers Act) coming into effect, this is expected to place further pressure on furniture import volumes, which declined 16% in the second quarter of 2025 from the first quarter of 2025 based on seasonally adjusted imports from the Bureau of Economic Analysis’ (BEA) associated end-use category once adjusted for inflation. Compounding matters, continued sluggishness in the housing market and pressures many consumers are experiencing in paying credit card debt are likely to further pressure import volumes of goods such as furniture. Roll-on/roll-off effects for construction, ag equipment One of the most profound changes with the steel and aluminum tariffs is the last expansion captured many finished capital goods such as bulldozers, backhoes, agricultural tractors and similar associated goods. To understand what this means, consider agricultural equipment imported from Germany. Previously, such goods would be charged a 15% tariff based on the most recent “agreement” between the US and European Union. Now, the steel and aluminum content of agricultural equipment will be charged a 50% tariff, and the remaining value will be charged the 15% tariff. As such, if one-third of the value of a piece of construction equipment is in steel, the effective tariff rate will now be 26.55%. Tariff rates at such levels are likely to place further headwinds on construction and agricultural equipment import demand, which had steadily been falling prior to these tariffs. Trucking companies and railroads The steel and aluminum derivative tariffs captured various HTS codes associated with capital goods for railroads and motor carriers. For example, Flexport’s Tariff Simulator estimates that HTS 8607.19.1200 (Railway Wheels, Whether Or Not Fitted With Axles) imported from China (the second-largest source from 2024) with 80% steel content poured in China will see an increase in the tariff rate to 87% from 55%. Perhaps more significantly is the impact on imports from Canada (the largest source from 2024 for this HTS). Data for June indicated the ratio of dutiable value over customs import value for consumption was just 2.4%, with an effective tariff rate at just 0.6%. This will change dramatically with this HTS falling under the steel and aluminum tariffs, where we would now expect effective tariff rates of 20% or more, assuming the steel was poured in Canada. For trucking companies, the most significant shock from the newest derivative products comes in the form of tariffs on truck trailers, with HTS 8716.39.0040 (dry van trailers) and HTS 8716.39.0090 (other trailers for transporting goods) being the two categories to watch for. For example, other trailers for transporting goods, imports from the two top sources (Canada and Mexico) had a ratio of dutiable value of customs import value of < 0.1% in June 2025 due to compliance with the US-Mexico-Canada Agreement. Similar figures applied for dry van trailers. These figures will increase substantially given the high value of steel and aluminum content in these products. Headwinds and rising costs The massive expansion of steel and aluminum products subject to tariffs is unwelcome news for transportation providers. These tariffs will create further headwinds for ocean volumes while raising the cost of capital goods for railroads and trucking companies. Given the trucking sector is entering the third year of a prolonged market downturn, higher prices for equipment is unwelcome news. Jason Miller is an associate professor of logistics at Michigan State University. Contact him at mill2831@broad.msu.edu.

Supply chain

Steel, aluminum tariff expansion ‘unwelcome news’ for transport providers

<div class="phx-topic abstract-wrapper">The unit cost of moving a container has been pushed higher compared to the prevailing pre-pandemic price structure, according to carrier executives, prompting cost-control measures.</div>

The unit cost of moving a container has been pushed higher compared to the prevailing pre-pandemic price structure, according to carrier executives, prompting cost-control measures.

<div class="phx-topic">Container lines, facing rate pressure on all major trades, are doubling down on cutting costs that have materially increased above pre-pandemic levels. Executives from Hapag-Lloyd, Maersk and Zim Integrated Shipping Services told investors during second-quarter earnings calls that they are facing higher prices from shipbuilding to port labor. And that has prompted cost-cutting measures ranging from improving fuel efficiency through better scheduling, cutting port time, returning chartered ships at the end of contracts and slow steaming. "Pre-COVID we were bunkering the ships on HFO (heavy fuel oil), and since then we have transitioned to VLSFO (very low-sulfur fuel oil). This is a cost increase,” Zim CFO Xavier Destriau told analysts. “If we look at the newbuilding price, that went up. The chartering rate went up. So the cost of securing tonnage has also gone up compared to the prior period.” Destriau also pointed to increases in cargo handling charges, higher wages for dock workers that are passed on to carriers, and a lack of terminal investment that has made port congestion an ongoing challenge requiring more ships per string. “To give you an example, our main Asia to the US East Coast service used to operate on a weekly basis with 10 ships pre-COVID, but now we need 12 in order to maintain the weekly schedule,” he said. ”All these elements of additional cost have found their way into our cost structure, and that contributes to increasing the overall cost that we carry,” Destriau added. While carriers believe higher rates at the end of the second quarter and strong bookings through July will ensure third-quarter earnings are close to those recorded in Q2, the shipping companies are expecting a Q4 decline and thus are intensifying cost-reduction efforts across their networks to mitigate any supply-demand shortfall. <h3>Steady rise in capacity </h3>Global demand has been resilient year-to-date, but J.P. Morgan in a market update Tuesday pointed to softening trends in the second half. The bank highlighted overall first-half ocean volume growth of 4.5% year over year, while real global GDP grew 3% in the same period. “We expect market growth to slow in the second half and forecast 1.8% in Q3 and flat in Q4 (-0.3%),” the bank noted. “For 2026 onwards, we estimate volume growth of 2% per annum, broadly in line with J.P. Morgan economists’ real GDP growth forecasts, as we expect the trade multiplier to hold at 1x.” J.P. Morgan is expecting the rate erosion to accelerate over the next two years as demand slows and capacity grows, pushing the industry into deep losses. “We expect a widening demand-supply imbalance into H2 25, driven by slower demand growth into the end of the year and estimated effective supply growth of 6.5% year over year,” the bank noted. A return of sailings to the Red Sea in 2026 will drive supply growth up 9%, but even if the route remains closed, effective supply will still grow 3% to 5%, the market update predicted. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="e9676ea4-c6b9-4589-9a4b-822a9c82e2f8"></dynamic-object></div>Spot rates are certainly feeling the effects of weakening demand and excess capacity. Asia-US West Coast spot rates at $1,640 per FEU are a third of the price at the beginning of January, according to Platts, a sister company of the Journal of Commerce within S&amp;P Global. On Asia-North Europe routes, rates are half what they were on Jan. 1, while on the trans-Atlantic westbound trade, spot prices <a href="https://www.joc.com/article/trans-atlantic-carriers-limit-capacity-cuts-despite-ongoing-rate-weakness-6066878">have been at loss-making levels for weeks</a>. At the same time, capacity is steadily increasing. The global orderbook is now 9.3 million TEUs, or 29% of the in-service fleet, according to Alphaliner. Around 1.8 million TEUs of capacity are set to be delivered this year with another 1.6 million TEUs coming online in 2026, according to Drewry. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="77c97ac7-f6be-4816-9394-8c10326f863f"></dynamic-object></div>Still, Hapag-Lloyd CEO Rolf Habben Jansen told analysts on the carrier’s recent second-quarter earnings call that while rates were falling on the major trade lanes, he could not imagine any scenario where they would remain 10% to 20% below unit cost levels for a sustained period due to underlying supportive fundamentals. “Anyone who believes that freight rates would go back to that level, it's just not going to happen because we see EU ETS (emissions trading system), we see low-sulfur fuel, we see the prices of shipyards having gone up significantly on investments that need to be done for newer ships,” he said, adding that port congestion means boxes and ships take longer to turn. In an aggressive move to bring down expenses in a rapidly eroding rate environment, Hapag-Lloyd recently launched a comprehensive cost-cutting program that targets more than $1 billion in savings by the end of 2026, with the program extending across the carrier’s network and including synergies and efficiency gains from its Gemini Corporation alliance with Maersk. “We set ourselves a target to bring unit costs down in a double-digit percentage versus what we saw in 2022...I think that is achievable,” Habben Jansen said. “I also believe the $1 billion plus (cost-cutting target) is realistic to get that out until the end of next year.” <h3>No return to 2019 rate levels </h3>Habben Jansen said even with the extensive cuts in expenses, it would not bring the carrier costs back to 2019 levels “for the very simple reason that some of our factor costs are very different.” “We did not have the EU ETS before COVID, and we did not have low-sulfur fuel. Those alone will drive up costs quite significantly,” he said. “Then there has been inflation that impacts our cost as well, and you certainly cannot negotiate that away.” Unit costs at Hapag-Lloyd rose 4% in the first half year over year to $1,320 per TEU, up more than $300 per TEU compared to pre-pandemic times. However, a significant portion of the increased expenses were generated by the startup investments required in the transition of Hapag-Lloyd's services to the new Gemini Cooperation network. While Gemini’s startup expenses were adding to the costs of its members, Maersk CEO Vincent Clerc outlined the cost savings that will be generated by the new network with “two principal buckets” set to drive down unit costs. “One is the reliability of schedules that means lower fuel consumption,” Clerc said during the carrier’s recent second-quarter earnings call with analysts. “The second one is less sail distances also means higher asset intensity where we can basically move more cargo on the same amount of tonnage, which lowers the unit cost as well.” Clerc said cost increases in the charter markets and at marine terminals battling congestion were being exacerbated by ongoing diversions around southern Africa to avoid attacks on commercial shipping in the Red Sea. “We saw further inflation in the cost base because of the longer sailing distances that we have, which means that our breakeven point is higher now than it was in 2019,” he said, although he did not disclose Maersk’s rate breakeven point. Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

Container lines, facing rate pressure on all major trades, are doubling down on cutting costs that have materially increased above pre-pandemic levels. Executives from Hapag-Lloyd, Maersk and Zim Integrated Shipping Services told investors during second-quarter earnings calls that they are facing higher prices from shipbuilding to port labor. And that has prompted cost-cutting measures ranging from improving fuel efficiency through better scheduling, cutting port time, returning chartered ships at the end of contracts and slow steaming. "Pre-COVID we were bunkering the ships on HFO (heavy fuel oil), and since then we have transitioned to VLSFO (very low-sulfur fuel oil). This is a cost increase,” Zim CFO Xavier Destriau told analysts. “If we look at the newbuilding price, that went up. The chartering rate went up. So the cost of securing tonnage has also gone up compared to the prior period.” Destriau also pointed to increases in cargo handling charges, higher wages for dock workers that are passed on to carriers, and a lack of terminal investment that has made port congestion an ongoing challenge requiring more ships per string. “To give you an example, our main Asia to the US East Coast service used to operate on a weekly basis with 10 ships pre-COVID, but now we need 12 in order to maintain the weekly schedule,” he said. ”All these elements of additional cost have found their way into our cost structure, and that contributes to increasing the overall cost that we carry,” Destriau added. While carriers believe higher rates at the end of the second quarter and strong bookings through July will ensure third-quarter earnings are close to those recorded in Q2, the shipping companies are expecting a Q4 decline and thus are intensifying cost-reduction efforts across their networks to mitigate any supply-demand shortfall. Steady rise in capacity Global demand has been resilient year-to-date, but J.P. Morgan in a market update Tuesday pointed to softening trends in the second half. The bank highlighted overall first-half ocean volume growth of 4.5% year over year, while real global GDP grew 3% in the same period. “We expect market growth to slow in the second half and forecast 1.8% in Q3 and flat in Q4 (-0.3%),” the bank noted. “For 2026 onwards, we estimate volume growth of 2% per annum, broadly in line with J.P. Morgan economists’ real GDP growth forecasts, as we expect the trade multiplier to hold at 1x.” J.P. Morgan is expecting the rate erosion to accelerate over the next two years as demand slows and capacity grows, pushing the industry into deep losses. “We expect a widening demand-supply imbalance into H2 25, driven by slower demand growth into the end of the year and estimated effective supply growth of 6.5% year over year,” the bank noted. A return of sailings to the Red Sea in 2026 will drive supply growth up 9%, but even if the route remains closed, effective supply will still grow 3% to 5%, the market update predicted. Spot rates are certainly feeling the effects of weakening demand and excess capacity. Asia-US West Coast spot rates at $1,640 per FEU are a third of the price at the beginning of January, according to Platts, a sister company of the Journal of Commerce within S&P Global. On Asia-North Europe routes, rates are half what they were on Jan. 1, while on the trans-Atlantic westbound trade, spot prices have been at loss-making levels for weeks . At the same time, capacity is steadily increasing. The global orderbook is now 9.3 million TEUs, or 29% of the in-service fleet, according to Alphaliner. Around 1.8 million TEUs of capacity are set to be delivered this year with another 1.6 million TEUs coming online in 2026, according to Drewry. Still, Hapag-Lloyd CEO Rolf Habben Jansen told analysts on the carrier’s recent second-quarter earnings call that while rates were falling on the major trade lanes, he could not imagine any scenario where they would remain 10% to 20% below unit cost levels for a sustained period due to underlying supportive fundamentals. “Anyone who believes that freight rates would go back to that level, it's just not going to happen because we see EU ETS (emissions trading system), we see low-sulfur fuel, we see the prices of shipyards having gone up significantly on investments that need to be done for newer ships,” he said, adding that port congestion means boxes and ships take longer to turn. In an aggressive move to bring down expenses in a rapidly eroding rate environment, Hapag-Lloyd recently launched a comprehensive cost-cutting program that targets more than $1 billion in savings by the end of 2026, with the program extending across the carrier’s network and including synergies and efficiency gains from its Gemini Corporation alliance with Maersk. “We set ourselves a target to bring unit costs down in a double-digit percentage versus what we saw in 2022...I think that is achievable,” Habben Jansen said. “I also believe the $1 billion plus (cost-cutting target) is realistic to get that out until the end of next year.” No return to 2019 rate levels Habben Jansen said even with the extensive cuts in expenses, it would not bring the carrier costs back to 2019 levels “for the very simple reason that some of our factor costs are very different.” “We did not have the EU ETS before COVID, and we did not have low-sulfur fuel. Those alone will drive up costs quite significantly,” he said. “Then there has been inflation that impacts our cost as well, and you certainly cannot negotiate that away.” Unit costs at Hapag-Lloyd rose 4% in the first half year over year to $1,320 per TEU, up more than $300 per TEU compared to pre-pandemic times. However, a significant portion of the increased expenses were generated by the startup investments required in the transition of Hapag-Lloyd's services to the new Gemini Cooperation network. While Gemini’s startup expenses were adding to the costs of its members, Maersk CEO Vincent Clerc outlined the cost savings that will be generated by the new network with “two principal buckets” set to drive down unit costs. “One is the reliability of schedules that means lower fuel consumption,” Clerc said during the carrier’s recent second-quarter earnings call with analysts. “The second one is less sail distances also means higher asset intensity where we can basically move more cargo on the same amount of tonnage, which lowers the unit cost as well.” Clerc said cost increases in the charter markets and at marine terminals battling congestion were being exacerbated by ongoing diversions around southern Africa to avoid attacks on commercial shipping in the Red Sea. “We saw further inflation in the cost base because of the longer sailing distances that we have, which means that our breakeven point is higher now than it was in 2019,” he said, although he did not disclose Maersk’s rate breakeven point. Contact Greg Knowler at greg.knowler@spglobal.com .

Container Shipping News

Container lines

Trans-Atlantic

Asia-Europe

Trans-Pacific

Maritime

Ocean carriers intensify cost-cutting efforts as rates slide on major trades

<div class="phx-topic abstract-wrapper">Drayage operators say they want EV trucks because they’re cheaper to operate than conventional trucks but driving ranges limit usage. </div>

Drayage operators say they want EV trucks because they’re cheaper to operate than conventional trucks but driving ranges limit usage.

<div class="phx-topic">Advances in electric truck technology are making zero-emission vehicles more viable for container drayage, but operators say demand in the sector will only take off if the driving range of electric vehicle (EV) trucks is extended beyond the current limit of about 200 miles. The 200-mile mark is significant because most drayage operators need to run trucks at least 500 miles per day to make sufficient turns to cover their operating costs. While EVs are cheaper to operate than conventional diesel-burning trucks, they cost nearly twice as much to purchase at approximately $300,000 per rig. “At the end of the day, that’s what’s going to drive EV truck sales. Diesel fuel is not getting any cheaper,” said Matt Schrap, the newly appointed chief commercial officer at Forum Mobility, which builds electric charging infrastructure, and former CEO of the Harbor Trucking Association (HTA), which represents drayage carriers on the US West Coast. Many drayage operators who shuttle containers back and forth between ports and distribution warehouses cannot achieve the two turns they need per day before recharging, current HTA CEO Robert Loya told the Journal of Commerce. He added, however, that Tesla is developing an electric heavy-duty truck with a range of up to 500 miles, which would make the vehicle commercially viable for most drayage operators. “We as an industry support the move towards EVs,” Loya said. “But the 150- to 200-mile range; is that realistic?” Other improvements are also needed, such as the ability to handle larger, heavier payloads such as agricultural products and to climb up steep grades like the six-mile incline on the Grapevine highway north of Los Angeles, Loya said. <h3>Capital costs and range challenges </h3>Ken Kellaway, CEO of RoadOne IntermodaLogistics, which has drayage operations across the country, noted that the price of a new electric truck can be more than twice that of a diesel-powered vehicle. “Most owner-operators, which make up 80-plus percent of the drayage market, depend on buying used [diesel] trucks to get into business,” he added. Drayage operators in California have been whipsawed by regulations requiring them to purchase zero-emission trucks. <a href="https://www.joc.com/article/california-regulator-gives-temporary-reprieve-on-zero-emission-drayage-enforcement-5215238">California’s Advanced Clean Fleets (ACF) rule</a>, enacted in 2023, required fleets to transition to EVs over time and would have prohibited the sale of new diesel trucks starting in 2036. However, state regulators in late 2023 agreed to suspend the rule, and the state of California in January stopped seeking exemptions for the rule from the US Environmental Protection Agency. In the meantime, drayage operators in Southern California still have access to state and port subsidies to help narrow the pricing gap between diesel and electric trucks. The ports of Los Angeles and Long Beach since 2022 have <a href="https://www.joc.com/article/second-california-drayage-operator-shuts-business-cites-electric-truck-costs-6056822">collected about $250 million</a> in revenue from the joint Clean Truck Fund (CTF) Rate. Those funds are used to help drayage operators purchase new EV trucks and also to assist in the development of charging stations and infrastructure. Many drayage operators in other port regions don’t have access to large subsidies to help them purchase electric trucks, but they also don’t have to comply with state regulations that mandate the purchase of zero-emission vehicles. Still, Kellaway said they would be motivated to invest in EV trucks that can operate about 500 miles before needing to be recharged. “Range has been a challenge, but things will get better with time when it comes to technology,” he said. He also noted that charging stations for electric trucks are being developed on the East Coast, especially near the Port Authority of New York and New Jersey. Drayage operators need convenient access to charging stations in heavy-traffic corridors to invest in electric trucks, Kellaway said. Contact Bill Mongelluzzo at <a href="bill.mongelluzzo@spglobal.com">bill.mongelluzzo@spglobal.com</a>. </div>

Advances in electric truck technology are making zero-emission vehicles more viable for container drayage, but operators say demand in the sector will only take off if the driving range of electric vehicle (EV) trucks is extended beyond the current limit of about 200 miles. The 200-mile mark is significant because most drayage operators need to run trucks at least 500 miles per day to make sufficient turns to cover their operating costs. While EVs are cheaper to operate than conventional diesel-burning trucks, they cost nearly twice as much to purchase at approximately $300,000 per rig. “At the end of the day, that’s what’s going to drive EV truck sales. Diesel fuel is not getting any cheaper,” said Matt Schrap, the newly appointed chief commercial officer at Forum Mobility, which builds electric charging infrastructure, and former CEO of the Harbor Trucking Association (HTA), which represents drayage carriers on the US West Coast. Many drayage operators who shuttle containers back and forth between ports and distribution warehouses cannot achieve the two turns they need per day before recharging, current HTA CEO Robert Loya told the Journal of Commerce. He added, however, that Tesla is developing an electric heavy-duty truck with a range of up to 500 miles, which would make the vehicle commercially viable for most drayage operators. “We as an industry support the move towards EVs,” Loya said. “But the 150- to 200-mile range; is that realistic?” Other improvements are also needed, such as the ability to handle larger, heavier payloads such as agricultural products and to climb up steep grades like the six-mile incline on the Grapevine highway north of Los Angeles, Loya said. Capital costs and range challenges Ken Kellaway, CEO of RoadOne IntermodaLogistics, which has drayage operations across the country, noted that the price of a new electric truck can be more than twice that of a diesel-powered vehicle. “Most owner-operators, which make up 80-plus percent of the drayage market, depend on buying used [diesel] trucks to get into business,” he added. Drayage operators in California have been whipsawed by regulations requiring them to purchase zero-emission trucks. California’s Advanced Clean Fleets (ACF) rule , enacted in 2023, required fleets to transition to EVs over time and would have prohibited the sale of new diesel trucks starting in 2036. However, state regulators in late 2023 agreed to suspend the rule, and the state of California in January stopped seeking exemptions for the rule from the US Environmental Protection Agency. In the meantime, drayage operators in Southern California still have access to state and port subsidies to help narrow the pricing gap between diesel and electric trucks. The ports of Los Angeles and Long Beach since 2022 have collected about $250 million in revenue from the joint Clean Truck Fund (CTF) Rate. Those funds are used to help drayage operators purchase new EV trucks and also to assist in the development of charging stations and infrastructure. Many drayage operators in other port regions don’t have access to large subsidies to help them purchase electric trucks, but they also don’t have to comply with state regulations that mandate the purchase of zero-emission vehicles. Still, Kellaway said they would be motivated to invest in EV trucks that can operate about 500 miles before needing to be recharged. “Range has been a challenge, but things will get better with time when it comes to technology,” he said. He also noted that charging stations for electric trucks are being developed on the East Coast, especially near the Port Authority of New York and New Jersey. Drayage operators need convenient access to charging stations in heavy-traffic corridors to invest in electric trucks, Kellaway said. Contact Bill Mongelluzzo at bill.mongelluzzo@spglobal.com .

Port News

Drayage

Limited mileage range of EVs slowing US drayage adoption

<div class="phx-topic abstract-wrapper">The Premier Alliance is revamping a trans-Pacific service that would otherwise incur hundreds of millions of dollars in US port fees on Chinese-built vessels.</div>

The Premier Alliance is revamping a trans-Pacific service that would otherwise incur hundreds of millions of dollars in US port fees on Chinese-built vessels.

<div class="phx-topic">Container lines are taking preemptive steps to reduce their exposure to hefty tariffs on Chinese-built and -operated vessels calling US ports that take effect in mid-October. The Premier Alliance of Ocean Network Express (ONE), HMM and Yang Ming Marine Transport is revamping a trans-Pacific service to avoid the <a href="https://www.joc.com/article/revised-china-tonnage-tax-less-disruptive-still-costly-6005402">US Trade Representative’s fees</a>, and other major carriers are expected to follow suit. Carriers say the deployment of non-China-built ships won’t be the most efficient for their networks but balk at fees that will initially equate to $1 million per voyage. The savings that come from removing China-built vessels from US services could increase to ultimately more than $500 million per year by April 2028, as the severity of the tariffs ratchets up over the next three years. Ocean Network Express and HMM have confirmed that the Asia-Mediterranean segment of the current Mediterranean Pacific South 2 (MS2) service will operate as a standalone service, renamed Mediterranean 2 (MD2), starting early next month. The trans-Pacific leg of the MS2 will be incorporated into the alliance’s existing Asia Gulf Express 2 service, which will be rebranded as the Gulf Pacific South 2 (GS2) as of next week, limiting the deployment of 10 Chinese-built ONE container ships currently operating the MS2 service to the shortened MD2 route. According to ONE service schedules, these vessels include seven 15,300-TEU ships built by Yangzijiang Shipbuilding Group, China’s largest privately owned shipyard, and three built by state-controlled China State Shipbuilding Corp. Yang Ming Marine Transport has yet to announce the changes, which stand to save ONE an estimated $185 million in tariffs in the first year after the levy is implemented on Oct. 14. Under the USTR fee proposal, ships operated by China-based carriers or built by Chinese shipyards will be subject to fees of $50 per net ton of capacity per voyage calling at US ports in the first year of enforcement, rising to $140 per net ton in April 2028. The fees will be capped at five voyages, and <a href="https://www.joc.com/article/cosco-slams-us-port-fees-as-other-carriers-reckon-with-potential-costs-5989606">China-based carriers, the USTR’s primary target</a>, will face higher levies. With each of the MS2 deployed vessels assessed at about 74,000 net tons, ONE would face a bill of $3.7 million per ship per voyage, maxing out at $18.5 million for each of the 10 ships — a total of $185 million — after five voyages. In announcing the MS2 service adjustment, ONE and HMM said the changes would improve connectivity and transit times to certain markets. HMM said the new Mediterranean Service 2 (MD2) would provide an express service from western Mediterranean to Busan and central China. Similarly, GS2 — which HMM calls the Korea Middle East–Pacific South (KMP) loop — will provide direct services from Dubai to the US West Coast and the US West Coast to Dalian and Xingang, HMM said. Contact Keith Wallis at <a href="keithwallis@hotmail.com">keithwallis@hotmail.com</a>. </div>

Container lines are taking preemptive steps to reduce their exposure to hefty tariffs on Chinese-built and -operated vessels calling US ports that take effect in mid-October. The Premier Alliance of Ocean Network Express (ONE), HMM and Yang Ming Marine Transport is revamping a trans-Pacific service to avoid the US Trade Representative’s fees , and other major carriers are expected to follow suit. Carriers say the deployment of non-China-built ships won’t be the most efficient for their networks but balk at fees that will initially equate to $1 million per voyage. The savings that come from removing China-built vessels from US services could increase to ultimately more than $500 million per year by April 2028, as the severity of the tariffs ratchets up over the next three years. Ocean Network Express and HMM have confirmed that the Asia-Mediterranean segment of the current Mediterranean Pacific South 2 (MS2) service will operate as a standalone service, renamed Mediterranean 2 (MD2), starting early next month. The trans-Pacific leg of the MS2 will be incorporated into the alliance’s existing Asia Gulf Express 2 service, which will be rebranded as the Gulf Pacific South 2 (GS2) as of next week, limiting the deployment of 10 Chinese-built ONE container ships currently operating the MS2 service to the shortened MD2 route. According to ONE service schedules, these vessels include seven 15,300-TEU ships built by Yangzijiang Shipbuilding Group, China’s largest privately owned shipyard, and three built by state-controlled China State Shipbuilding Corp. Yang Ming Marine Transport has yet to announce the changes, which stand to save ONE an estimated $185 million in tariffs in the first year after the levy is implemented on Oct. 14. Under the USTR fee proposal, ships operated by China-based carriers or built by Chinese shipyards will be subject to fees of $50 per net ton of capacity per voyage calling at US ports in the first year of enforcement, rising to $140 per net ton in April 2028. The fees will be capped at five voyages, and China-based carriers, the USTR’s primary target , will face higher levies. With each of the MS2 deployed vessels assessed at about 74,000 net tons, ONE would face a bill of $3.7 million per ship per voyage, maxing out at $18.5 million for each of the 10 ships — a total of $185 million — after five voyages. In announcing the MS2 service adjustment, ONE and HMM said the changes would improve connectivity and transit times to certain markets. HMM said the new Mediterranean Service 2 (MD2) would provide an express service from western Mediterranean to Busan and central China. Similarly, GS2 — which HMM calls the Korea Middle East–Pacific South (KMP) loop — will provide direct services from Dubai to the US West Coast and the US West Coast to Dalian and Xingang, HMM said. Contact Keith Wallis at keithwallis@hotmail.com .

Transport, Trade and Regulation News

North American ports

Container lines begin shifting China-built ships out of US loops

<div class="phx-topic abstract-wrapper">The race among providers to provide the dominant and trusted US load board is ramping up and is further fueled by growing concerns about freight theft. </div>

The race among providers to provide the dominant and trusted US load board is ramping up and is further fueled by growing concerns about freight theft.

<div class="phx-topic">Highway, a provider of truckload carrier identity software, said on Monday it has launched a digital freight marketplace composed entirely of carriers verified and brokers vetted by its product, as it attempts to create a closed exchange for truckload freight in a market beset by rising levels of freight fraud and theft. The new marketplace, called the Trusted Freight Exchange (TFX), ostensibly places Highway into the world of existing load board providers, where DAT Freight &amp; Analytics and Truckstop.com are the two most widely-used products. The exchange will tie Highway’s vetting tools with rating, payment and credit tools from freight-focused financial firm Triumph. Highway has built a fast-growing business around allowing freight brokers to verify the identity of carriers they use, primarily to steer clear of freight theft and fraud. In just three years since its founding, Highway has grown to more than 1,000 customers, including 70 of the top 100 US brokers. Highway’s software has generally been used to vet transactions that occur on public load boards, where it has been historically difficult to police carriers. As cargo theft and fraud have spiraled in the last few years, Highway’s products have been in demand. The decision to provide a way to transact within the product is the next evolution of its product. “From the beginning, our goal was simple: build a secure, transparent platform to move freight,” Highway CEO Jordan Graft, formerly CEO at Triumph, said in a statement. “We’re eliminating the fraud and fragmentation of traditional load boards and creating a digital freight exchange defined by trust.” As Highway ventures into the load board space, Truckstop.com in late July said it is providing a new feature that allows brokers to efficiently build proprietary, pre-vetted carrier networks. The product, Truckstop Private Loads, is aiming to provide brokers with a marketplace tool that has more innate trust than its public load board. “We understand the daily pressures brokers face to find trusted capacity quickly and the frustration and lost time carriers experience switching between public and private loads,” Truckstop.com CEO Scott Moscrip, who in June <a href="https://www.joc.com/article/truckstop-begins-strategic-realignment-names-founder-as-interim-ceo-6020214">returned to head the company he founded</a>, said in a July statement about the private load boards. Brokers that post on Truckstop Private Loads can send those loads to Truckstop’s public load board of verified carriers as needed to expand their network and cover the load, the company said in the statement. Both Truckstop, through its 2022 <a href="https://www.joc.com/article/truckstop-acquires-freight-matching-platform-to-target-high-quality-carriers-5201888">acquisition of carrier compliance platform Registry Monitoring Insurance Services</a> (RMIS), and DAT, through a focus on <a href="https://www.joc.com/article/dat-adds-in-house-factoring-services-with-latest-acquisition-6005462">internal carrier verification technology</a>, are cognizant of the ongoing threat cargo theft and fraud play in their public marketplaces. <h3>Blurring lines </h3>The blurring of lines between traditional load board operators and providers of payment, rate benchmarking, and carrier identification products has accelerated the past few years, as various entities try to create well-rounded marketplaces that allow brokers and carriers to do multiple tasks within one platform. To that end, Triumph, primarily known as a financial services provider to the truckload industry, has expanded into market intelligence through its <a href="https://www.joc.com/article/triumph-acquires-broker-focused-pricing-technology-provider-greenscreensai-5951484">February acquisition of Greenscreens.ai</a>, while DAT has acquired visibility, payment and factoring, and transaction automation tools through acquisitions of Trucker Tools, Outgo, and <a href="https://www.joc.com/article/dat-acquiring-convoy-automation-platform-from-flexport-6051850">Convoy over the past nine months</a>. Truckstop itself entered the factoring sector by <a href="https://www.joc.com/article/truckstopcom-acquires-truckload-factoring-service-denim-6065710">acquiring Denim on Aug. 19</a>. Contact Eric Johnson at <a href="mailto:eric.johnson@spglobal.com">eric.johnson@spglobal.com</a>. </div>

Highway, a provider of truckload carrier identity software, said on Monday it has launched a digital freight marketplace composed entirely of carriers verified and brokers vetted by its product, as it attempts to create a closed exchange for truckload freight in a market beset by rising levels of freight fraud and theft. The new marketplace, called the Trusted Freight Exchange (TFX), ostensibly places Highway into the world of existing load board providers, where DAT Freight & Analytics and Truckstop.com are the two most widely-used products. The exchange will tie Highway’s vetting tools with rating, payment and credit tools from freight-focused financial firm Triumph. Highway has built a fast-growing business around allowing freight brokers to verify the identity of carriers they use, primarily to steer clear of freight theft and fraud. In just three years since its founding, Highway has grown to more than 1,000 customers, including 70 of the top 100 US brokers. Highway’s software has generally been used to vet transactions that occur on public load boards, where it has been historically difficult to police carriers. As cargo theft and fraud have spiraled in the last few years, Highway’s products have been in demand. The decision to provide a way to transact within the product is the next evolution of its product. “From the beginning, our goal was simple: build a secure, transparent platform to move freight,” Highway CEO Jordan Graft, formerly CEO at Triumph, said in a statement. “We’re eliminating the fraud and fragmentation of traditional load boards and creating a digital freight exchange defined by trust.” As Highway ventures into the load board space, Truckstop.com in late July said it is providing a new feature that allows brokers to efficiently build proprietary, pre-vetted carrier networks. The product, Truckstop Private Loads, is aiming to provide brokers with a marketplace tool that has more innate trust than its public load board. “We understand the daily pressures brokers face to find trusted capacity quickly and the frustration and lost time carriers experience switching between public and private loads,” Truckstop.com CEO Scott Moscrip, who in June returned to head the company he founded , said in a July statement about the private load boards. Brokers that post on Truckstop Private Loads can send those loads to Truckstop’s public load board of verified carriers as needed to expand their network and cover the load, the company said in the statement. Both Truckstop, through its 2022 acquisition of carrier compliance platform Registry Monitoring Insurance Services (RMIS), and DAT, through a focus on internal carrier verification technology , are cognizant of the ongoing threat cargo theft and fraud play in their public marketplaces. Blurring lines The blurring of lines between traditional load board operators and providers of payment, rate benchmarking, and carrier identification products has accelerated the past few years, as various entities try to create well-rounded marketplaces that allow brokers and carriers to do multiple tasks within one platform. To that end, Triumph, primarily known as a financial services provider to the truckload industry, has expanded into market intelligence through its February acquisition of Greenscreens.ai , while DAT has acquired visibility, payment and factoring, and transaction automation tools through acquisitions of Trucker Tools, Outgo, and Convoy over the past nine months . Truckstop itself entered the factoring sector by acquiring Denim on Aug. 19 . Contact Eric Johnson at eric.johnson@spglobal.com .

Logistics Technology News

Truck brokers

Truckload

Highway latest entry in load board sector amid cargo crime rise

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At SSA Marine Mexico, we firmly believe that business development must go hand in hand with social and environmental well-being. Our vision is not solely focused on operating efficiently, but also on creating a meaningful and positive impact in the communities where we are present. Since 1995, we have reaffirmed this commitment through tangible actions that reflect our core values of responsibility, solidarity, and sustainability. <span class="joc_admin__inline-image joc_admin__inline-image-aspect-ratio-3_2 joc_admin__inline-image-position-left joc_admin__inline-image-size-medium" data-figure-size="medium" data-figure-position="left" data-figure-aspect-ratio="3:2"><img src="/content-assets/1752584535914_Photo%201.jpg" alt="" class="joc_admin__inline-image-inherit"> A Year of Major Achievements Over the past year, we allocated more than $107,000 USD to the implementation of 60 social and environmental projects, positively impacting over 7,800 people across various regions of Mexico. Each initiative was designed with a holistic approach, addressing key areas that contribute to long-term community development. Education: Laying the Foundation for the Future Education is one of the most powerful tools to promote social mobility and equitable development. At SSA Marine Mexico, we support academic initiatives that inspire and empower the next generation of leaders. One of our most impactful partnerships was with the University of Colima, where we sponsored the “Reto Camp” program. This initiative encourages university students to develop innovative solutions in the fields of sustainability, logistics, and port operations, offering them mentorship, tools, and real-world challenges to solve. In addition, we donated microscopes, school supplies, and educational materials to institutions in underserved communities, helping to improve the learning environment and provide students with the resources they need to succeed. Health and Sports: Promoting Wellness We believe that healthy communities are strong communities. We have supported several local sporting events and provided direct assistance to talented athletes, enabling them to pursue their passions and represent their regions with pride. Beyond sports, we also strengthened our collaboration with critical emergency response organizations such as the Mexican Red Cross and Civil Protection. Our contributions helped enhance their readiness and capabilities in times of crisis, ensuring better outcomes for those affected by emergencies. Supporting Vulnerable Groups: Reaching Those Who Need It Most A core part of our social responsibility efforts is directed toward supporting vulnerable populations. We have contributed to a range of initiatives focused on children, migrants, and at-risk families. These efforts included donations to orphanages and shelters, as well as support for the National Institute of Migration and grassroots organizations dedicated to protecting and empowering people facing adversity. By standing with those in need, we reinforce our commitment to inclusion and social justice, values that are central to our identity as a responsible company. <span class="joc_admin__inline-image joc_admin__inline-image-aspect-ratio-3_2 joc_admin__inline-image-position-left joc_admin__inline-image-size-medium" data-figure-size="medium" data-figure-position="left" data-figure-aspect-ratio="3:2"><img src="/content-assets/1752584944645_Photo%202.png" alt="" class="joc_admin__inline-image-inherit">Culture: Strengthening Community Identity Cultural identity is a key element in building resilient and united communities. At SSA Marine Mexico, we actively participate in the organization and sponsorship of cultural events that celebrate local traditions and foster civic pride. Working alongside port authorities and municipal governments, we helped bring music, art, and heritage to the forefront, creating spaces for community engagement and intercultural dialogue. Environment: Investing in the Planet Our commitment to sustainability goes beyond operations—it’s a philosophy that drives every decision we make. We have partnered with environmental institutions to carry out reforestation campaigns, beach cleanups, and conservation efforts. In collaboration with the Institute for the Environment, we supported initiatives aimed at decarbonization, biodiversity protection, and environmental education. By involving our employees and local volunteers in these actions, we also foster a culture of environmental stewardship throughout our organization and our surrounding communities. Innovation for a Sustainable Future Sustainability is not just about doing good—it’s also about doing things better. In 2024, we invested $22 million USD in the acquisition of 11 state-of-the-art E-RTG cranes. These electric rubber-tired gantry cranes represent a significant technological advancement in port equipment. Seven of them are already operating on clean electric energy, resulting in a reduction of nearly 4,000 tons of CO₂ emissions and improving operational efficiency by 7%. The remaining four cranes are fully compatible with future electrification, underscoring our long-term strategy to modernize our operations in an environmentally responsible way. This investment is part of a broader innovation roadmap that includes digitalization, automation, and cleaner energy sources—all designed to ensure that our ports continue to grow without compromising the health of our planet. Building a Better Tomorrow, Together At SSA Marine Mexico, we understand that sustainability is a shared and ongoing responsibility. True impact requires collaboration across sectors, long-term vision, and unwavering commitment. That is why we continue to work hand-in-hand with local authorities, non-profit organizations, universities, and our own employees to create solutions that are both scalable and sustainable. Our journey is far from over. In the years ahead, we will continue to deepen our community engagement, explore cleaner technologies, and strengthen the social fabric of the regions where we operate. Each initiative, no matter the size, is a step toward building a future where business success goes hand-in-hand with human and environmental prosperity. We are proud of what we have achieved in 2024, but we are even more excited about what lies ahead. SSA Marine Mexico — Moving the World, Caring for People and Planet. LINK: https://www.ssamarine.mx/

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