<div class="phx-topic abstract-wrapper">The country is further developing domestic marine terminals in an effort to build on the 19 percent growth in containerized trade seen last year.</div>

The country is further developing domestic marine terminals in an effort to build on the 19 percent growth in containerized trade seen last year.

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<div>Seaports in Ukraine are working to grab an even larger share of containerized cargo moving to the European Union from Asia by further developing domestic container terminals and increasing the quality of services provided to shippers.According to data from the Administration of the Ukrainian Seaports (AMPU), Ukranian ports saw cargo traffic surge 19 percent year over year to 846,485 TEU in 2018, with imports rising 22 percent and exports up 13 percent. Odessa continued to be the most utilized port in the country, handling 70.7 percent of all containerized cargo, followed by Yuzhny seaport at 14.7 percent.Katerina Balyutova, executive director...

Seaports in Ukraine are working to grab an even larger share of containerized cargo moving to the European Union from Asia by further developing domestic container terminals and increasing the quality of services provided to shippers. According to data from the Administration of the Ukrainian Seaports (AMPU), Ukranian ports saw cargo traffic surge 19 percent year over year to 846,485 TEU in 2018, with imports rising 22 percent and exports up 13 percent. Odessa continued to be the most utilized port in the country, handling 70.7 percent of all containerized cargo, followed by Yuzhny seaport at 14.7 percent. Katerina Balyutova, executive director of Marine Container Service, one of Ukraine’s largest freight forwarders, said that was the fastest growth rate since 2014, reflecting an ongoing recovery from the crisis. The growth also outsripped that of ports in Russia, which saw volume increase 9.8 percent to 5.08 million TEU. Container throughput at Novorossiysk, Russia’s major seaport on the Black Sea and the primary competitor to Ukranian ports in the region, increased 2.5 percent to 754,890 TEU last year, while traffic at St. Petersburg, the country’s largest container gateway by volume, increased 11 percent to 2.13 million TEU. Customs reforms Another factor contributing to the volume growth is a package of customs reforms instituted in 2016-2017 that have reportedly resulted in cargo clearance times falling to between one and two hours, compared with three to four hours at Russian ports, according to the Ukranian Ministry of Transport and Communication. These reforms included a simplification of customs procedures, a reduction in the overall number of inspections, implementation of a program to hold inspectors accountable for inspections deemed unfounded, and the removal of a previous requirement that all documents provided to Ukrainian customs in English be translated into Ukrainian or Russian. Igor Tkachuk, director of the Odessa branch of AMPU, said last year intra-country port competition increased significantly, evidenced by the relocation of Maersk Line’s ME3 service, which connects the Middle East and Indian subcontinent with ports in the western Mediterranean and Black Sea, from the port of Odessa to Yuzhny. According to AMPU figures, Maersk accounts for roughly 30 percent of all container traffic to and from Ukraine. Alexander Shchekin, director of the Ukrainian Container Line Association, said cargo growth is expected to continue this year, barring certain negative external factors, such as effects from the financial crisis in Ukraine and a lack of investment in aging or inadequate infrastructure. Ports in Ukraine are also expected to benefit from a recent crackdown on corruption, primarily bribes given to customs officers to speed clearance, by the Ukranian government and the continued implementation of the abovementioned reforms to customs procedures. Geographic advantages Ukraine’s Black Sea ports have in recent years become more attractive to shippers moving goods from Asia to the EU due to their location. The distance between Shanghai and Odessa, for example, is 8,395 miles by sea, more than 300 miles shorter than St. Petersburg (11,432 miles), and Odessa is close to the borders of several Central European states, making it particularly attractive for shippers moving goods to places such as Romania, Bulgaria, and Serbia. Delivery times from Shanghai and other major Chinese seaports to Odessa average 22-25 days, compared with 35-40 days to St. Petersburg. And although transport costs tend to be higher for shipments travelling through Odessa than St. Petersburg, it may still be a viable option for shippers of high-priced or perishable cargoes that require shorter delivery times. Ocean freight rates from Shanghai to Odessa range from $1,400 to $1600 per TEU and $1,800 to $2,000 per FEU, compared with $1,200-1,400 per TEU and $1,600-1,800 per FEU from Shanghai to St. Petersburg, according to data from Russian third-party logistics provider Credo Trans. Those higher freight rates are offset in large part by lower port fees, which currently start at $300 (including surcharges) at the port of Odessa, compared with about $450 in St. Petersburg, according to Credo Trans. Furthermore, dues are expected to decline in Odessa thanks to an ongoing modernization and expansion at the port, as well as the arrival of Hutchison Ports at nearby Chernomorsk , roughly 18 miles to the south. The Hong Kong-based terminal operator in late 2017 signed a preliminary agreement with the Ukranian government for a 49-year concession at Chernomorsk, which handled just 127,000 TEU last year, despite having an estimated annual capacity of 1.15 million TEU. Inland complications Terminal infrastructure aside, Hutchison Ports will have its work cut out for it in developing inland connections to and from Chernomorsk. Access roads are in a state of disrepair, and despite a promise from the Ukranian and regional governments to improve conditions, such improvements have yet to begin in earnest. As a result, the port will likely have to rely heavily on rail service to attract discretionary cargo. Chernomorsk currently has a container rail connection to the Lithuanian port of Klaipeda via Viking Train, whereas Odessa and Yuzhny also offer rail services service to and from the ports of Riga, Latvia, and Muuga, Estonia, via Zubr. Contact Eugene Gerden at gerden.eug@gmail.com .

International ports

Ukraine ports eye larger share of Asia cargo

<div class="phx-topic abstract-wrapper">The war with Iran, now in its third month, is the prime mover behind the economic uncertainty, the National Retail Federation and Hackett Associates indicated in their latest Global Port Tracker. </div>

The war with Iran, now in its third month, is the prime mover behind the economic uncertainty, the National Retail Federation and Hackett Associates indicated in their latest Global Port Tracker.

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<div class="phx-topic">The traditional peak shipping season in the US may effectively pass unnoticed this year, a major retail group suggested Friday, citing weak consumer confidence and retailers hesitant to launch any meaningful restocking given a hazy economic outlook. The war with Iran, now in its third month, is the prime mover behind the economic uncertainty, the National Retail Federation (NRF) and Hackett Associates indicated in their latest Global Port Tracker (GPT). “With inflation rising and consumer confidence falling among global economic uncertainty driven by the conflict in Iran, the overall trend of lower imports is expected to continue...,” Jonathan Gold, NRF’s vice president for Supply Chain and Customs Policy, said in a statement accompanying the group’s forecast. The NRF said US imports in May and June will actually be moderately higher than the year-ago figures, but noted that growth is largely artificial because it’s being compared with May and June 2025 when imports fell sharply following the Trump administration’s implementation of widespread tariffs that April. The true import picture will come into focus in the heart of summer, with the NRF’s July forecast of 2.2 million TEUs down almost 8% year over year. And things will weaken progressively from there, despite August being the traditional start of peak shipping season when retailers stock up ahead of the year-end holidays. The NRF projects August imports at 2.19 million TEUs, down 5.5% year over year; and September at 2.08 million TEUs, 1.3% below the year prior. The fact that September — typically the heart of peak season — is forecast to be one of the weaker import months of 2026 is especially telling. “Containerized imports in the first quarter were down year over year, and forward demand is weakening,” Hackett Associates founder Ben Hackett said in the statement. “<a href="https://www.joc.com/article/potential-new-us-tariffs-cloud-sourcing-strategies-peak-season-demand-6187613">Stalling restocking efforts</a> and rising geopolitical tensions are increasingly clouding the outlook.” This year would be the second in a row without the typical August through October peak season, following last year’s tariff-linked disruptions. “It’s not like we have a traditional peak season anymore,” said Serkan Kavas, executive vice president for imports at the forwarder MTS Logistics. “There may be a couple months peak, year over year, but at the end of the day, the expectations are not that great right now from our customers and from what I’m hearing from industry and from other companies too.” <h3>Consumer confidence at new low </h3>Meanwhile, fresh consumer indicators were grim. The University of Michigan Consumer Sentiment Index, out Friday, fell to a new record low of 48.2, down from 49.8 in April. “About one-third of consumers [surveyed] spontaneously mentioned gasoline prices and about 30% mentioned tariffs. Taken together, consumers continue to feel buffeted by cost pressures, led by soaring prices at the pump,” Joanne Hsu, the survey’s director, said in a statement. “Middle East developments are unlikely to meaningfully boost sentiment until supply disruptions have been fully resolved and energy prices fall,” Hsu added. US retail sales in March, the most recent data available, increased 1.7% month over month to $752.1 billion, according to the US Census Bureau, driven mainly by soaring gasoline prices, which do not contribute to retail merchandise imports. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="b0bc7107-6699-4b28-9759-684b190b845a"></dynamic-object></div>Container lines on the eastbound trans-Pacific are nevertheless deploying or planning to deploy progressively more capacity in May through July than they did a year ago. According to ocean freight visibility provider eeSea, carriers are deploying almost 2 million TEUs in May, 2.13 million TEUs in June and just under 2.2 million TEUs in July. That’s up from 1.6 million TEUs, 1.98 million TEUs, and 2 million TEUs, respectively, in May–July 2025. Carriers are also blanking less capacity, according to eeSea: 207,797 TEUs in May, 117,403 TEUs in June, and 50,969 TEUs in July. That compares with 472,948 TEUs, 249,745 TEUs, and 239,573 TEUs, respectively, in the same period last year. The GPT forecasts imports at 13 US ports: Los Angeles, Long Beach, Oakland, Seattle, Tacoma, New York/New Jersey, Virginia, Charleston, Savannah, Port Everglades, Miami, Jacksonville and Houston. Contact Kevin Saville at <a href="mailto:kevin.saville2@spglobal.com">kevin.saville2@spglobal.com</a>. Contact Bill Mongelluzzo at <a href="mailto:bill.mongelluzzo@spglobal.com">bill.mongelluzzo@spglobal.com</a>.</div>

The traditional peak shipping season in the US may effectively pass unnoticed this year, a major retail group suggested Friday, citing weak consumer confidence and retailers hesitant to launch any meaningful restocking given a hazy economic outlook. The war with Iran, now in its third month, is the prime mover behind the economic uncertainty, the National Retail Federation (NRF) and Hackett Associates indicated in their latest Global Port Tracker (GPT). “With inflation rising and consumer confidence falling among global economic uncertainty driven by the conflict in Iran, the overall trend of lower imports is expected to continue...,” Jonathan Gold, NRF’s vice president for Supply Chain and Customs Policy, said in a statement accompanying the group’s forecast. The NRF said US imports in May and June will actually be moderately higher than the year-ago figures, but noted that growth is largely artificial because it’s being compared with May and June 2025 when imports fell sharply following the Trump administration’s implementation of widespread tariffs that April. The true import picture will come into focus in the heart of summer, with the NRF’s July forecast of 2.2 million TEUs down almost 8% year over year. And things will weaken progressively from there, despite August being the traditional start of peak shipping season when retailers stock up ahead of the year-end holidays. The NRF projects August imports at 2.19 million TEUs, down 5.5% year over year; and September at 2.08 million TEUs, 1.3% below the year prior. The fact that September — typically the heart of peak season — is forecast to be one of the weaker import months of 2026 is especially telling. “Containerized imports in the first quarter were down year over year, and forward demand is weakening,” Hackett Associates founder Ben Hackett said in the statement. “ Stalling restocking efforts and rising geopolitical tensions are increasingly clouding the outlook.” This year would be the second in a row without the typical August through October peak season, following last year’s tariff-linked disruptions. “It’s not like we have a traditional peak season anymore,” said Serkan Kavas, executive vice president for imports at the forwarder MTS Logistics. “There may be a couple months peak, year over year, but at the end of the day, the expectations are not that great right now from our customers and from what I’m hearing from industry and from other companies too.” Consumer confidence at new low Meanwhile, fresh consumer indicators were grim. The University of Michigan Consumer Sentiment Index, out Friday, fell to a new record low of 48.2, down from 49.8 in April. “About one-third of consumers [surveyed] spontaneously mentioned gasoline prices and about 30% mentioned tariffs. Taken together, consumers continue to feel buffeted by cost pressures, led by soaring prices at the pump,” Joanne Hsu, the survey’s director, said in a statement. “Middle East developments are unlikely to meaningfully boost sentiment until supply disruptions have been fully resolved and energy prices fall,” Hsu added. US retail sales in March, the most recent data available, increased 1.7% month over month to $752.1 billion, according to the US Census Bureau, driven mainly by soaring gasoline prices, which do not contribute to retail merchandise imports. Container lines on the eastbound trans-Pacific are nevertheless deploying or planning to deploy progressively more capacity in May through July than they did a year ago. According to ocean freight visibility provider eeSea, carriers are deploying almost 2 million TEUs in May, 2.13 million TEUs in June and just under 2.2 million TEUs in July. That’s up from 1.6 million TEUs, 1.98 million TEUs, and 2 million TEUs, respectively, in May–July 2025. Carriers are also blanking less capacity, according to eeSea: 207,797 TEUs in May, 117,403 TEUs in June, and 50,969 TEUs in July. That compares with 472,948 TEUs, 249,745 TEUs, and 239,573 TEUs, respectively, in the same period last year. The GPT forecasts imports at 13 US ports: Los Angeles, Long Beach, Oakland, Seattle, Tacoma, New York/New Jersey, Virginia, Charleston, Savannah, Port Everglades, Miami, Jacksonville and Houston. Contact Kevin Saville at kevin.saville2@spglobal.com . Contact Bill Mongelluzzo at  bill.mongelluzzo@spglobal.com .

Port News

Trans-Pacific

Supply chain

North American ports

Container Shipping News

Maritime

Weak consumer confidence, rising inflation dim peak season hopes

<div class="phx-topic abstract-wrapper">FMCSA set a May 14 deadline for carriers and brokers to update their registration information before switching to “Motus,” a system that includes ID verification tools. </div>

FMCSA set a May 14 deadline for carriers and brokers to update their registration information before switching to “Motus,” a system that includes ID verification tools.

<div class="phx-topic">The US Department of Transportation (DOT) is nearly ready to throw the switch on “Motus,” <a href="https://www.fmcsa.dot.gov/newsroom/important-steps-you-must-take-prepare-fmcsas-new-registration-system">a new registration system</a> for trucking companies and freight brokers and forwarders. The DOT is encouraging hundreds of thousands of registered companies to go online and update their information by May 14, when the existing system will “go dark.” “We are modernizing the system and replacing decades-old systems, multiple systems,” Ken Riddle, director of the Office of Registration for the Federal Motor Carrier Safety Administration (FMCSA), told the Journal of Commerce Friday. That includes the Unified Registration System (URS) introduced in 2015 for new motor carrier registrants. For the first time, the new registration system introduces identity verification methods for individuals and businesses aimed at preventing fraud and weeding out “chameleon” carriers that shut down and reopen under new names to avoid penalties and continue operations. Motus will apply to all existing registrants as well as new companies. “We’re asking existing companies to go into their <a href="https://portal.fmcsa.dot.gov/login">FMCSA Portal account</a>, make sure it’s active and update their information,” Riddle said. Going forward, only the company official specifically identified with the account will be able to access the system, and he or she will have to verify their identity, Riddle said. Motus also will replace the FMCSA Portal. <h3>Helping prevent fraud </h3>The FMCSA began implementing Motus in December, making the system available to companies such as process agents and insurers representing motor carriers. The May 14 transition begins “Phase II” of Motus implementation, Riddle said. For companies that miss the deadline, “I’m concerned they’ll have to wait in a long line,” he said. Motus will not only help FMCSA clean up its registration rolls but willalso make it harder for fraudulent companies to operate. The agency contracted with technology-based secure transaction and identity verification firms IDEMIA and CLEAR to verify both personal and business identities of existing and new registrations accessing Motus. “IDEMIA is the same company that verifies IDs at all our airports,” Riddle said. “During the verification process, you’ll scan a QR code that will send you to their ID process — that’s step one. Step two is business verification with CLEAR, which will look at company names, EIN [employer identification numbers], and addresses to ensure they match. “When you go through all that, you will get verification codes you must enter to get into the system, so there are a number of steps that will help us reduce fraud,” he added. “I won’t go so far as to say it will prevent fraud, but it will help.” Riddle said he expects the new system to be online early in the week of May 18. Contact William B. Cassidy at <a href="mailto:bill.cassidy@spglobal.com">bill.cassidy@spglobal.com</a>. </div>

The US Department of Transportation (DOT) is nearly ready to throw the switch on “Motus,” a new registration system for trucking companies and freight brokers and forwarders. The DOT is encouraging hundreds of thousands of registered companies to go online and update their information by May 14, when the existing system will “go dark.” “We are modernizing the system and replacing decades-old systems, multiple systems,” Ken Riddle, director of the Office of Registration for the Federal Motor Carrier Safety Administration (FMCSA), told the Journal of Commerce Friday. That includes the Unified Registration System (URS) introduced in 2015 for new motor carrier registrants. For the first time, the new registration system introduces identity verification methods for individuals and businesses aimed at preventing fraud and weeding out “chameleon” carriers that shut down and reopen under new names to avoid penalties and continue operations. Motus will apply to all existing registrants as well as new companies. “We’re asking existing companies to go into their FMCSA Portal account , make sure it’s active and update their information,” Riddle said. Going forward, only the company official specifically identified with the account will be able to access the system, and he or she will have to verify their identity, Riddle said. Motus also will replace the FMCSA Portal. Helping prevent fraud The FMCSA began implementing Motus in December, making the system available to companies such as process agents and insurers representing motor carriers. The May 14 transition begins “Phase II” of Motus implementation, Riddle said. For companies that miss the deadline, “I’m concerned they’ll have to wait in a long line,” he said. Motus will not only help FMCSA clean up its registration rolls but willalso make it harder for fraudulent companies to operate. The agency contracted with technology-based secure transaction and identity verification firms IDEMIA and CLEAR to verify both personal and business identities of existing and new registrations accessing Motus. “IDEMIA is the same company that verifies IDs at all our airports,” Riddle said. “During the verification process, you’ll scan a QR code that will send you to their ID process — that’s step one. Step two is business verification with CLEAR, which will look at company names, EIN [employer identification numbers], and addresses to ensure they match. “When you go through all that, you will get verification codes you must enter to get into the system, so there are a number of steps that will help us reduce fraud,” he added. “I won’t go so far as to say it will prevent fraud, but it will help.” Riddle said he expects the new system to be online early in the week of May 18. Contact William B. Cassidy at bill.cassidy@spglobal.com .

Trucking News

Transport, Trade and Regulation News

Logistics Technology News

Truck brokers

Surface

US DOT readies new trucker registration system to help fight fraud

<div class="phx-topic abstract-wrapper">Khor Fakkan and Fujairah in the UAE and Sohar in Oman had kept carriers restricted to imports since the war began due to severe yard space and cargo evacuation constraints. </div>

Khor Fakkan and Fujairah in the UAE and Sohar in Oman had kept carriers restricted to imports since the war began due to severe yard space and cargo evacuation constraints.

<div class="phx-topic">Terminals at alternative ports of call in the Persian Gulf have reopened gates to outbound freight flows, albeit slowly, market sources say. The ports — Khor Fakkan and Fujairah in the United Arab Emirates (UAE) and Sohar in Oman — had kept container carriers restricted to import discharges since the Middle East war began due to severe yard space and cargo evacuation constraints. The ports have been the supply chain lifeline for Middle East-bound shipments since the Middle East war erupted Feb. 28. But contingency port operations effectively meant a “single leg” cargo opportunity for vessel operators as they were not allowed to pick up boxes on the backhaul in order to avoid longer berth stays. Multiple Dubai-based freight forwarder executives who spoke with the Journal of Commerce confirmed that a few mainliners, notably CMA CGM, and other major feeder operators, usually backed by non-vessel-operating common carriers (NVOs), are now moving Middle East-origin containers into India. “Although uneven and dependent on the space situation, export gate-ins have resumed,” said a source who didn’t want to be identified. CMA CGM has regular weekly sailings connecting three western Indian ports — Hazira, Mundra and Nhava Sheva — to Fujairah and Sohar under its “BIGEX” network. The French carrier is also understood to have evacuated most Middle East-bound containers rerouted to Nhava Sheva, including accumulated hazardous/dangerous cargo boxes <a href="https://www.joc.com/article/rerouted-middle-east-hazmat-containers-spark-safety-concerns-at-indian-ports-6208692">that had sparked safety concerns for the port authority</a>. Middle East ports traditionally play a major role for carriers in repositioning empty containers to demand locations, including India. With the renewed operational flexibility, CMA CGM has been able to relocate accumulated empties via Fujairah into Nhava Sheva to replenish its tightening inventory capacity in India. While the Middle East disruption strained carriers’ inventory cycles, weaker export demand from India prevented any sort of industrywide equipment imbalance issues, local sources said. <h3>CMA CGM, AD Ports ink logistics deal </h3>Meanwhile, CMA CGM has reached an agreement with AD Ports Group to work together on intermodal logistics solutions across the UAE to neighboring countries. The move comes as demand for multimodal/land bridge alternatives continues to grow in the region. “The collaboration will explore opportunities to strengthen cargo flows across the UAE and regional markets, including the northern Emirates, whilst extending trade corridor optionality through rail-linked inland connectivity to the borders of ... Oman and ... Saudi Arabia,” the partners said in a joint statement. Through its CMA Terminals subsidiary, the Marseille-based carrier already has a terminal joint venture with AD Ports at Khalifa Port in Abu Dhabi. Contact Bency Mathew at <a href="mailto:bencyvmathew@gmail.com">bencyvmathew@gmail.com</a>. </div>

Terminals at alternative ports of call in the Persian Gulf have reopened gates to outbound freight flows, albeit slowly, market sources say. The ports — Khor Fakkan and Fujairah in the United Arab Emirates (UAE) and Sohar in Oman — had kept container carriers restricted to import discharges since the Middle East war began due to severe yard space and cargo evacuation constraints. The ports have been the supply chain lifeline for Middle East-bound shipments since the Middle East war erupted Feb. 28. But contingency port operations effectively meant a “single leg” cargo opportunity for vessel operators as they were not allowed to pick up boxes on the backhaul in order to avoid longer berth stays. Multiple Dubai-based freight forwarder executives who spoke with the Journal of Commerce confirmed that a few mainliners, notably CMA CGM, and other major feeder operators, usually backed by non-vessel-operating common carriers (NVOs), are now moving Middle East-origin containers into India. “Although uneven and dependent on the space situation, export gate-ins have resumed,” said a source who didn’t want to be identified. CMA CGM has regular weekly sailings connecting three western Indian ports — Hazira, Mundra and Nhava Sheva — to Fujairah and Sohar under its “BIGEX” network. The French carrier is also understood to have evacuated most Middle East-bound containers rerouted to Nhava Sheva, including accumulated hazardous/dangerous cargo boxes that had sparked safety concerns for the port authority . Middle East ports traditionally play a major role for carriers in repositioning empty containers to demand locations, including India. With the renewed operational flexibility, CMA CGM has been able to relocate accumulated empties via Fujairah into Nhava Sheva to replenish its tightening inventory capacity in India. While the Middle East disruption strained carriers’ inventory cycles, weaker export demand from India prevented any sort of industrywide equipment imbalance issues, local sources said. CMA CGM, AD Ports ink logistics deal Meanwhile, CMA CGM has reached an agreement with AD Ports Group to work together on intermodal logistics solutions across the UAE to neighboring countries. The move comes as demand for multimodal/land bridge alternatives continues to grow in the region. “The collaboration will explore opportunities to strengthen cargo flows across the UAE and regional markets, including the northern Emirates, whilst extending trade corridor optionality through rail-linked inland connectivity to the borders of ... Oman and ... Saudi Arabia,” the partners said in a joint statement. Through its CMA Terminals subsidiary, the Marseille-based carrier already has a terminal joint venture with AD Ports at Khalifa Port in Abu Dhabi. Contact Bency Mathew at bencyvmathew@gmail.com .

Disrupted Middle East-India shipments restart as choked supply chains ease

<div class="phx-topic abstract-wrapper">One analyst says it is almost certain that rates in some parts of the country will climb because of the missing capacity next week, especially in warmer agriculture-dominant states now producing their first crop of the season.</div>

One analyst says it is almost certain that rates in some parts of the country will climb because of the missing capacity next week, especially in warmer agriculture-dominant states now producing their first crop of the season.

<div class="phx-topic">When hundreds of law enforcement officers from the US, Mexico and Canada hold the Commercial Vehicle Safety Alliance’s (CVSA’s) annual International Roadcheck May 12-14, trucking leaders say it is likely to further tighten trucking capacity and nudge freight rates even higher. “I think we are going to see a Roadcheck like we haven’t seen in many, many years,” said Dean Croke, principal analyst for DAT Freight and Analytics. “You’re going to see more drivers that just take the week off and a lot of capacity has already left the market.” Croke said DAT did a survey of 534 carriers a couple of weeks ago, with 18% of respondents indicating they would idle their rigs next week. “They [are] parking their trucks and are not driving,” he said. As drivers seek to avoid the scrutiny of Roadcheck inspections, it comes as the federal government has been <a href="https://www.joc.com/article/house-committee-advances-bill-targeting-non-domiciled-commercial-drivers-licenses-6188801">aggressively enforcing regulations concerning non-domiciled commercial driver’s licenses (CDLs)</a>. Transportation Secretary Sean Duffy said this week more than 28,000 truck drivers have been taken off US roads since June 2025 because of the Department of Transportation’s tougher enforcement of standards, including English language proficiency requirements. The CVSA official tasked with organizing and running Roadcheck said it is unfortunate that some drivers plan to park their trucks, even as rates are increasing and, for those drivers who will be on the road, there is money to be made. “Everybody knows they’re trying to avoid inspections,” CVSA’s roadside inspections specialist Jeremy Disbrow said. “The benefit they have is that they know this is coming. This gives them an opportunity to make sure their truck is in good working order. I hear from the industry all the time that they want inspections, voluntary inspections, to improve their safety, so I don’t see why this would be harmful to them.” CVSA said inspectors will “conduct high-volume, 37-step Level I inspections across North America, with a specific focus on electronic logging device (ELD) compliance and cargo securement.” “Drivers with critical violations will be placed out of service,” it said. <h3>Ag shipments boost rates in warm-weather states </h3>Croke said it is almost certain that rates in some parts of the country are going to climb because of the missing capacity during Roadcheck, especially in warmer agriculture-dominant states now producing their first crop of the season. “The bigger thing that’s going to happen this week or next week in particular is the impact on produce, particularly in the Southeast and Florida,” Croke said. “What you’re about to see in the Southeast are spot rates for refrigerated carriers that go through the roof.” The May 4 Market Insights report from FTR Transportation Intelligence and <a href="https://urldefense.com/v3/__http:/truckstop.com/__;!!DEyr4sPAfcQg!TOzvrYUpg7BvtqQHiQeR3G7R9phVZqhjofT6CToxKWRKprPm8yF-BnSUCm_ktEUV4jA7GiFwWng3c9Cu6OguzWS93Y_mMX8z$">Truckstop.com</a> showed broker-posted spot rates were at an all-time high for all equipment. The FTR dashboard showed inbound truckload reefer and flatbed rates in New England are the highest in the country at $3.67 per mile, with flatbed rates at $4.20. New York and Pennsylvania are slightly lower at $3.59 for truckload reefer, while flatbed rates are at $3.87. Reefer rates are $3.39 per mile in Florida, Georgia, South Carolina, North Carolina, Virginia, West Virginia, Maryland, Washington, DC, and Delaware. Flatbed rates there are $3.55 a mile. One example of produce likely to be impacted by higher reefer shipping rates is Georgia’s popular Vidalia onions. The 2026 season is in full swing, and the latest US Department of Agriculture National Shipping report said because the 200 million pounds of the popular sweet onions are grown in only 20 Georgia counties, “Vidalia shipments will likely face competitive freight markets.” <h3>Surging diesel prices </h3>Meanwhile, even before Roadcheck, Florida law enforcement officials had been aggressively enforcing traffic and other laws as part of “Operation Highway Shield,” tightening capacity in that state. The effort ran from March 23 to March 26, with the Florida Department of Law Enforcement inspecting more than 3,300 commercial vehicles. Officials said 176 drivers were removed from service. Fifty-four were for language-related deficiencies, 35 now face criminal violations, and 42 were taken into custody for immigration-related issues. That comes as diesel prices have surged amid the war with Iran and closure of the Strait of Hormuz. AAA said the average diesel price in the US on May 5 was nearly $5.66 per gallon, up 20 cents in just a week and $2.13 higher since the beginning of military hostilities in late February. Croke said Roadcheck will mean a period of several weeks where freight haulers who stay on the road will likely face increased police activity, but with an opportunity to make substantially more money in a relatively short period of time. “You’ve got even fewer trucks for the demand, and that means rates go even higher,” he said. “I’ve said what we have is stabilizing demand meets constrained supply.” And he says the next month will be volatile. “Rates will spike and then come back down when carriers come back into the market,” Croke said. “There will be a period of 10 to 14 days after Roadcheck where the market will start to stabilize and come back to normal. [But] May is going to be a great month for a lot of carriers.” Contact Dan Ronan at <a href="mailto:contactdanronan@gmail.com">contactdanronan@gmail.com</a>. </div>

When hundreds of law enforcement officers from the US, Mexico and Canada hold the Commercial Vehicle Safety Alliance’s (CVSA’s) annual International Roadcheck May 12-14, trucking leaders say it is likely to further tighten trucking capacity and nudge freight rates even higher. “I think we are going to see a Roadcheck like we haven’t seen in many, many years,” said Dean Croke, principal analyst for DAT Freight and Analytics. “You’re going to see more drivers that just take the week off and a lot of capacity has already left the market.” Croke said DAT did a survey of 534 carriers a couple of weeks ago, with 18% of respondents indicating they would idle their rigs next week. “They [are] parking their trucks and are not driving,” he said. As drivers seek to avoid the scrutiny of Roadcheck inspections, it comes as the federal government has been aggressively enforcing regulations concerning non-domiciled commercial driver’s licenses (CDLs) . Transportation Secretary Sean Duffy said this week more than 28,000 truck drivers have been taken off US roads since June 2025 because of the Department of Transportation’s tougher enforcement of standards, including English language proficiency requirements. The CVSA official tasked with organizing and running Roadcheck said it is unfortunate that some drivers plan to park their trucks, even as rates are increasing and, for those drivers who will be on the road, there is money to be made. “Everybody knows they’re trying to avoid inspections,” CVSA’s roadside inspections specialist Jeremy Disbrow said. “The benefit they have is that they know this is coming. This gives them an opportunity to make sure their truck is in good working order. I hear from the industry all the time that they want inspections, voluntary inspections, to improve their safety, so I don’t see why this would be harmful to them.” CVSA said inspectors will “conduct high-volume, 37-step Level I inspections across North America, with a specific focus on electronic logging device (ELD) compliance and cargo securement.” “Drivers with critical violations will be placed out of service,” it said. Ag shipments boost rates in warm-weather states Croke said it is almost certain that rates in some parts of the country are going to climb because of the missing capacity during Roadcheck, especially in warmer agriculture-dominant states now producing their first crop of the season. “The bigger thing that’s going to happen this week or next week in particular is the impact on produce, particularly in the Southeast and Florida,” Croke said. “What you’re about to see in the Southeast are spot rates for refrigerated carriers that go through the roof.” The May 4 Market Insights report from FTR Transportation Intelligence and Truckstop.com showed broker-posted spot rates were at an all-time high for all equipment. The FTR dashboard showed inbound truckload reefer and flatbed rates in New England are the highest in the country at $3.67 per mile, with flatbed rates at $4.20. New York and Pennsylvania are slightly lower at $3.59 for truckload reefer, while flatbed rates are at $3.87. Reefer rates are $3.39 per mile in Florida, Georgia, South Carolina, North Carolina, Virginia, West Virginia, Maryland, Washington, DC, and Delaware. Flatbed rates there are $3.55 a mile. One example of produce likely to be impacted by higher reefer shipping rates is Georgia’s popular Vidalia onions. The 2026 season is in full swing, and the latest US Department of Agriculture National Shipping report said because the 200 million pounds of the popular sweet onions are grown in only 20 Georgia counties, “Vidalia shipments will likely face competitive freight markets.” Surging diesel prices Meanwhile, even before Roadcheck, Florida law enforcement officials had been aggressively enforcing traffic and other laws as part of “Operation Highway Shield,” tightening capacity in that state. The effort ran from March 23 to March 26, with the Florida Department of Law Enforcement inspecting more than 3,300 commercial vehicles. Officials said 176 drivers were removed from service. Fifty-four were for language-related deficiencies, 35 now face criminal violations, and 42 were taken into custody for immigration-related issues. That comes as diesel prices have surged amid the war with Iran and closure of the Strait of Hormuz. AAA said the average diesel price in the US on May 5 was nearly $5.66 per gallon, up 20 cents in just a week and $2.13 higher since the beginning of military hostilities in late February. Croke said Roadcheck will mean a period of several weeks where freight haulers who stay on the road will likely face increased police activity, but with an opportunity to make substantially more money in a relatively short period of time. “You’ve got even fewer trucks for the demand, and that means rates go even higher,” he said. “I’ve said what we have is stabilizing demand meets constrained supply.” And he says the next month will be volatile. “Rates will spike and then come back down when carriers come back into the market,” Croke said. “There will be a period of 10 to 14 days after Roadcheck where the market will start to stabilize and come back to normal. [But] May is going to be a great month for a lot of carriers.” Contact Dan Ronan at contactdanronan@gmail.com .

Truckload

Annual ‘Roadcheck’ likely to tighten US trucking capacity, boost rates 

<div class="phx-topic abstract-wrapper">But CEO Vincent Clerc said while the carrier assesses the situation with the view of eventually restarting some services through the region, Maersk would be taking a cautious approach, with the safety of seafarers the “first priority.” </div>

But CEO Vincent Clerc said while the carrier assesses the situation with the view of eventually restarting some services through the region, Maersk would be taking a cautious approach, with the safety of seafarers the “first priority.”

<div class="phx-topic">An end to the war in the Middle East would raise the prospect that the other key shipping corridor in the region — the Red Sea/Suez Canal — could be a viable option once again for commercial shipping, Maersk’s CEO says. Red Sea transits were halted when the war broke out in late February, just as ocean carriers were launching a tentative return to the route that had mostly been off-limits since late 2023 when Houthi militants in Yemen began attacks on vessels as a show of solidarity for Hamas in its war with Israel. Those attacks ended late last year amid a fragile ceasefire, prompting carriers to resume Red Sea transits on a small scale. But the route became effectively off-limits again when the US and Israel launched attacks on Iran on Feb. 28. Tehran is reportedly considering the latest US peace plan, despite warships from both sides exchanging fire this week. Should the conflict end, there are hopes that Houthi militants — supported and supplied by Tehran — will allow safe passage for commercial shipping eager to return to the Red Sea/Suez Canal route. Maersk CEO Vincent Clerc said an end to the war would bring the Red Sea back into the frame for the Copenhagen-based carrier, and he pointed out that no attacks have been reported in the Red Sea so far this year. But Clerc, speaking to analysts during <a href="https://www.joc.com/article/maersk-passing-500-million-monthly-fuel-bill-to-customers-in-full-ceo-6216319">Maersk’s first-quarter earnings call</a> Thursday, said while the carrier assesses the situation between the US and Iran with the view of eventually restarting some services through the Red Sea, Maersk would be taking a cautious approach, with the safety of seafarers the “first priority.” He also said the safety threshold required by Maersk appeared to be higher than that being applied by other carriers. “There is no doubt that we have a bit of a different threshold than some of our competitors that are going through the Bab el-Mandeb [Strait] today,” Clerc said. The Maersk CEO was clearly referencing CMA CGM, which has sent several ships via the Red Sea this year and just last week safely sailed its 23,876-TEU CMA CGM Grand Palais through the Bab el-Mandab Strait and Suez Canal en route to Malta from Singapore. Clerc also noted that some carriers in the Strait of Hormuz were taking “different chances than we did and have had either people being detained or people getting injured.” That, again, appeared to refer to CMA CGM, which on Tuesday had a vessel hit by a projectile while sailing past the coast of Oman at night. CMA CGM said in a statement the attack on the CMA CGM San Antonio injured an undisclosed number of seafarers and damaged the vessel. “The injured crew members have been evacuated and are provided with the necessary medical care,” the carrier said. “CMA CGM is closely monitoring the situation and remains fully mobilized alongside the crew.” <h3>Limited naval escort capacity </h3>Any return to Red Sea voyages would have to be gradual, Clerc said, because there was limited naval capacity to escort vessels passing through the Houthi-controlled Bab el-Mandeb. “There’s only so many services that we could send through the Red Sea, and I would think that others will have the same issue,” Clerc said. “For it to be a full return, we would need to feel comfortable with the safety and security assessment that we could sail without any monitoring “I have no idea, given the volatility of the situation between the US and Iran, when that is going to be,” he added. “It could be very soon, or it could take a while.” Sailing via the Red Sea on Asia-Europe/Mediterranean and Asia-US East Coast trades is far shorter than voyages around southern Africa, and with bunker fuel prices significantly higher than before the Middle East war started, there are savings in time and costs to be had. The Red Sea route adds 31% to Asia-North Europe transit times and more than 60% to east Mediterranean destinations, some 10 to 14 days of additional sailing time that increases fuel consumption by as much as 40%, according to Sea-Intelligence Maritime Analysis. Bunker prices assessed May 7 in Singapore of $816 per metric ton, while almost 30% lower than the high reached in mid-March, were still 60% higher than the late February prices before the Middle East war began, according to Ship &amp; Bunker. “When you’re sailing from India to the Mediterranean, you’re going to burn a lot less fuel by going through the Red Sea than if you have to use the long route as we do today,” Clerc told analysts. A resumption of Red Sea transits would also release capacity into the market that Clerc said would allow carriers to slow ship speeds, mitigating the rate-destroying impact of additional tonnage while lowering fuel consumption in a high-priced bunker market. Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

An end to the war in the Middle East would raise the prospect that the other key shipping corridor in the region — the Red Sea/Suez Canal — could be a viable option once again for commercial shipping, Maersk’s CEO says. Red Sea transits were halted when the war broke out in late February, just as ocean carriers were launching a tentative return to the route that had mostly been off-limits since late 2023 when Houthi militants in Yemen began attacks on vessels as a show of solidarity for Hamas in its war with Israel. Those attacks ended late last year amid a fragile ceasefire, prompting carriers to resume Red Sea transits on a small scale. But the route became effectively off-limits again when the US and Israel launched attacks on Iran on Feb. 28. Tehran is reportedly considering the latest US peace plan, despite warships from both sides exchanging fire this week. Should the conflict end, there are hopes that Houthi militants — supported and supplied by Tehran — will allow safe passage for commercial shipping eager to return to the Red Sea/Suez Canal route. Maersk CEO Vincent Clerc said an end to the war would bring the Red Sea back into the frame for the Copenhagen-based carrier, and he pointed out that no attacks have been reported in the Red Sea so far this year. But Clerc, speaking to analysts during Maersk’s first-quarter earnings call Thursday, said while the carrier assesses the situation between the US and Iran with the view of eventually restarting some services through the Red Sea, Maersk would be taking a cautious approach, with the safety of seafarers the “first priority.” He also said the safety threshold required by Maersk appeared to be higher than that being applied by other carriers. “There is no doubt that we have a bit of a different threshold than some of our competitors that are going through the Bab el-Mandeb [Strait] today,” Clerc said. The Maersk CEO was clearly referencing CMA CGM, which has sent several ships via the Red Sea this year and just last week safely sailed its 23,876-TEU CMA CGM Grand Palais through the Bab el-Mandab Strait and Suez Canal en route to Malta from Singapore. Clerc also noted that some carriers in the Strait of Hormuz were taking “different chances than we did and have had either people being detained or people getting injured.” That, again, appeared to refer to CMA CGM, which on Tuesday had a vessel hit by a projectile while sailing past the coast of Oman at night. CMA CGM said in a statement the attack on the CMA CGM San Antonio injured an undisclosed number of seafarers and damaged the vessel. “The injured crew members have been evacuated and are provided with the necessary medical care,” the carrier said. “CMA CGM is closely monitoring the situation and remains fully mobilized alongside the crew.” Limited naval escort capacity Any return to Red Sea voyages would have to be gradual, Clerc said, because there was limited naval capacity to escort vessels passing through the Houthi-controlled Bab el-Mandeb. “There’s only so many services that we could send through the Red Sea, and I would think that others will have the same issue,” Clerc said. “For it to be a full return, we would need to feel comfortable with the safety and security assessment that we could sail without any monitoring “I have no idea, given the volatility of the situation between the US and Iran, when that is going to be,” he added. “It could be very soon, or it could take a while.” Sailing via the Red Sea on Asia-Europe/Mediterranean and Asia-US East Coast trades is far shorter than voyages around southern Africa, and with bunker fuel prices significantly higher than before the Middle East war started, there are savings in time and costs to be had. The Red Sea route adds 31% to Asia-North Europe transit times and more than 60% to east Mediterranean destinations, some 10 to 14 days of additional sailing time that increases fuel consumption by as much as 40%, according to Sea-Intelligence Maritime Analysis. Bunker prices assessed May 7 in Singapore of $816 per metric ton, while almost 30% lower than the high reached in mid-March, were still 60% higher than the late February prices before the Middle East war began, according to Ship & Bunker. “When you’re sailing from India to the Mediterranean, you’re going to burn a lot less fuel by going through the Red Sea than if you have to use the long route as we do today,” Clerc told analysts. A resumption of Red Sea transits would also release capacity into the market that Clerc said would allow carriers to slow ship speeds, mitigating the rate-destroying impact of additional tonnage while lowering fuel consumption in a high-priced bunker market. Contact Greg Knowler at greg.knowler@spglobal.com .

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Maersk mulls potential Red Sea return as hopes rise over US-Iran deal

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