<div class="phx-topic abstract-wrapper">This weekend marks the start of the fifth year of the Palestinian uprising against Israeli occupatio</div>

This weekend marks the start of the fifth year of the Palestinian uprising against Israeli occupatio

<div>This weekend marks the start of the fifth year of the Palestinian uprising against Israeli occupation of the West Bank and Gaza Strip. The profound political effects of the uprising, known as the intifada, are well known; at a minimum, it has made a wider worldwide audience aware of Palestinian objections to the Israeli occupation.The economic effects of the intifada are less known, but no less significant. As the rebellion enters its fifth year, the Israeli and Palestinian economies have rebounded to some degree from the initial shock of separation. To a limited extent, the economies have returned to their...

This weekend marks the start of the fifth year of the Palestinian uprising against Israeli occupation of the West Bank and Gaza Strip. The profound political effects of the uprising, known as the intifada, are well known; at a minimum, it has made a wider worldwide audience aware of Palestinian objections to the Israeli occupation. The economic effects of the intifada are less known, but no less significant. As the rebellion enters its fifth year, the Israeli and Palestinian economies have rebounded to some degree from the initial shock of separation. To a limited extent, the economies have returned to their earlier interdependence.The economic changes in the wake of the intifada have largely mirrored the political ones. Israel's initial political response to the uprising was a harsh one. But over time, Israel learned to deal with daily rock throwing and chases through alleyways. It somehow has incorporated these new facts of life as an extension of the Arab-Israeli conflict. An analogous transformation has occurred in the economic sphere. In the first year of the uprising, some Israeli industries - particularly construction - reeled from the impact of losing much of their Arab work force. But then alternative sources presented themselves. Immigrants from Eastern Europe replaced many of the Palestinian workers. At the same time, many Israeli companies invested in automated systems and other labor-saving devices. In the first two years of the uprising, Israel's gross national product dropped by half a percentage point a year. But by 1990 the trend began to slow. That year, the drop in GNP was half what it was the year before. Not surprisingly, the intifada had a more pronounced economic impact on the occupied territories of the West Bank and Gaza than on Israel as a whole. Those territories comprise only about a tenth of the size of the Israeli economy. Initially, they were devastated by the intifada. By early 1989, commercial strikes had cost residents of those territories more than $3 billion in lost wages from work in Israel. Palestinian economists estimate that gross domestic product per capita decreased by more than 20 percent in the territories in each of the first three years of the uprising. The estimated $200 million worth of subcontracting work that Palestinian companies perform for Israeli ones - some of that work is done officially and some is not - was among the first commercial casualties of the intifada. Work stoppages and army curfews made it difficult to move raw materials to and from Israel. In 1988, exports to Israel from the West Bank and Gaza were down 50 percent from the 1987 level. In 1989, exports were down another 40 percent, to $200 million. But even in the territories, the economies rebounded a bit after the initial shock wore off. One of the chief contributors to the rebound was a Palestinian emphasis on economic self-sufficiency. This led to substitution of Palestinian products for Israeli ones. For example, between January of 1988 and March of 1989, Palestinians bought about 750 milk cows a month from Israeli breeders in order to create an independent dairy industry. The effort paid off: Palestinians now provide 80 percent of their own dairy needs. In a survey by a Palestinian economist, there was a 20 percent increase in the the territories' animal husbandry industry during the first two years of the intifada. At the same time, despite continued clashes with the Israeli army, some Arab manufacturing flourished in the territories. Some Palestinian business owners benefited from a boycott of Israeli brands. In foods and textiles, for example, Palestinian producers were able to take significant market share away from Israeli factories. But overall, the disengagement of the Israeli and Palestinian economies caused economic hardships in the West Bank and Gaza. While there has been an increase in sales of Palestinian-made products, the market demand depends on consumer purchasing power - which, in turn, is largely made possible by employment in Israel. On the Israeli side, the initial disengagement of the two economies also caused some hardship. But Israel rebounded from the shock. Some of that adjustment was eased by the influx of a massive labor force of Soviet Jews. In a 1989 study, Israel's Jaffa Institute concluded that the economies of the occupied territories stand to lose a great deal if the two economies remain separate. The study, entitled "The Six Options for Peace," reports that Gaza would see an 80 percent drop in its economic activity from 1986 levels, and the West Bank would see a 40 percent drop, if total separation continues. The authors added that without a new economic engine to replace jobs that Palestinians held in Israel, there would be no way to restore economic activity in the territories to its previous levels. In sum, while the uprising has brought Palestinians international recognition, it has not changed the fact that their economic destiny is closely tied to Israel. It is perhaps out of recognition of that fact that Palestinians continue to trade with and work for Israelis, despite attempts by their leaders to cut off economic relations with Israel.

WAR, WORK AND INTERDEPENDENCE

<div class="phx-topic abstract-wrapper">The world’s largest shipping company said Wednesday the service suspensions and network changes were “in response to the recent changes in demand for cargo transport from Asia to the US.”</div>

The world’s largest shipping company said Wednesday the service suspensions and network changes were “in response to the recent changes in demand for cargo transport from Asia to the US.”

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<div class="phx-topic">Mediterranean Shipping Co. has halted two services from China to the US and revamped other container services to the East and Gulf coasts as the Trump administration’s tariffs against Beijing continue to weaken freight demand. The world’s largest shipping company said in an advisory Wednesday the service suspensions and network changes were “in response to the recent changes in demand for cargo transport from Asia to the US.” Following the Trump administration’s imposition of 145% tariffs on most Chinese imports, ocean carriers reported seeing container volumes drop by one-third. Hapag-Lloyd and US-based Matson both said volumes out of China dropped 30% after April 9 when the new China tariffs went into effect. The affected MSC services are all part of <a href="https://www.joc.com/article/network-realignment-shines-light-on-hub-focused-product-vs-direct-calls-5783930">the carrier’s 2025 network following the dissolution of the 2M Alliance with Maersk</a>. In place of Maersk, <a href="https://www.joc.com/article/zim-msc-ink-cooperation-deal-on-services-linking-asia-europe-and-med-5223119">Zim Integrated Shipping Services has signed on to share vessel space and charter slots</a> on some of MSC’s Asia-US routes. The suspensions include the Empire service, which calls three of China’s largest ports and the East Coast ports of New York and New Jersey, Norfolk and Baltimore. The service provided 11,500 TEUs in weekly capacity, according to a report from Hong Kong-based logistics provider Honour Lane Shipping.MSC will also suspend the Pelican service from the Chinese ports of Xiamen and Yantian, along with Vietnam’s Vung Tau and South Korea’s Busan, and calling the Gulf Coast ports of Houston, Mobile and Tampa. Honour Lane said the Pelican service provides weekly capacity ranging between 6,500 and 8,500 TEUs. <h3>Boost SE Asia coverage</h3>The two service suspensions coincide with other interim changes by MSC taking effect this week on four other services that will increase port coverage of Southeast Asia and fill in coverage gaps. The America service from Asia to the US East Coast will stop calling China’s Yantian port, MSC said, while adding a westbound call at Vietnam’s Haiphong port and an eastbound call at the Port of Colombo in Sri Lanka. The service will also add East Coast calls at the ports of Savannah and Jacksonville, while dropping a call to Norfolk. The Amberjack service from China to the US Southeast will drop a call at China’s Nansha port but keep calling other major Chinese ports. Likewise, the Amberjack’s US rotation will now make its first two calls at the ports of New York-New Jersey and Baltimore and drop service to the Port of Wilmington, North Carolina. MSC’s Emerald service will add an outbound call at Taiwan’s Kaohsiung port. The service’s US leg will stop calling Jacksonville and Baltimore but add calls to Norfolk and Boston. The Lone Star service from Asia to the Gulf Coast will add a call at China’s Yantian port, along with adding calls to Singapore and Vung Tau. The service’s US rotation will drop a call at the Port of New Orleans. The MSC suspensions, among the first big ones to hit the East and Gulf coasts, follow similar steps for West Coast services that are also heavily exposed to Chinese freight. Alphaliner reported Tuesday that MSC also suspended its Orient service to Long Beach, while OOCL suspended its Pacific South China Express service to Long Beach.Contact Michael Angell at <a href="mailto:michael.angell@spglobal.com">michael.angell@spglobal.com</a>. </div>

Mediterranean Shipping Co. has halted two services from China to the US and revamped other container services to the East and Gulf coasts as the Trump administration’s tariffs against Beijing continue to weaken freight demand. The world’s largest shipping company said in an advisory Wednesday the service suspensions and network changes were “in response to the recent changes in demand for cargo transport from Asia to the US.” Following the Trump administration’s imposition of 145% tariffs on most Chinese imports, ocean carriers reported seeing container volumes drop by one-third. Hapag-Lloyd and US-based Matson both said volumes out of China dropped 30% after April 9 when the new China tariffs went into effect. The affected MSC services are all part of the carrier’s 2025 network following the dissolution of the 2M Alliance with Maersk . In place of Maersk, Zim Integrated Shipping Services has signed on to share vessel space and charter slots on some of MSC’s Asia-US routes. The suspensions include the Empire service, which calls three of China’s largest ports and the East Coast ports of New York and New Jersey, Norfolk and Baltimore. The service provided 11,500 TEUs in weekly capacity, according to a report from Hong Kong-based logistics provider Honour Lane Shipping. MSC will also suspend the Pelican service from the Chinese ports of Xiamen and Yantian, along with Vietnam’s Vung Tau and South Korea’s Busan, and calling the Gulf Coast ports of Houston, Mobile and Tampa. Honour Lane said the Pelican service provides weekly capacity ranging between 6,500 and 8,500 TEUs. Boost SE Asia coverage The two service suspensions coincide with other interim changes by MSC taking effect this week on four other services that will increase port coverage of Southeast Asia and fill in coverage gaps. The America service from Asia to the US East Coast will stop calling China’s Yantian port, MSC said, while adding a westbound call at Vietnam’s Haiphong port and an eastbound call at the Port of Colombo in Sri Lanka. The service will also add East Coast calls at the ports of Savannah and Jacksonville, while dropping a call to Norfolk. The Amberjack service from China to the US Southeast will drop a call at China’s Nansha port but keep calling other major Chinese ports. Likewise, the Amberjack’s US rotation will now make its first two calls at the ports of New York-New Jersey and Baltimore and drop service to the Port of Wilmington, North Carolina. MSC’s Emerald service will add an outbound call at Taiwan’s Kaohsiung port. The service’s US leg will stop calling Jacksonville and Baltimore but add calls to Norfolk and Boston. The Lone Star service from Asia to the Gulf Coast will add a call at China’s Yantian port, along with adding calls to Singapore and Vung Tau. The service’s US rotation will drop a call at the Port of New Orleans. The MSC suspensions, among the first big ones to hit the East and Gulf coasts, follow similar steps for West Coast services that are also heavily exposed to Chinese freight. Alphaliner reported Tuesday that MSC also suspended its Orient service to Long Beach, while OOCL suspended its Pacific South China Express service to Long Beach. Contact Michael Angell at michael.angell@spglobal.com .

Trans-Pacific

North American ports

Container lines

MSC suspends two US services, rejigs others as tariffs hit Chinese imports

<div class="phx-topic abstract-wrapper">Stephen Carmel’s nomination to lead the agency comes after the White House withdrew previous nominee Brent Sadler from consideration for the post.</div>

Stephen Carmel’s nomination to lead the agency comes after the White House withdrew previous nominee Brent Sadler from consideration for the post.

<div class="phx-topic">Former Maersk executive Stephen Carmel has been tapped by the Trump administration to serve as head of the US Maritime Administration (MARAD) after Brent Sadler’s nomination for the post was pulled. No reason was given for the switch, but Sadler, a retired US Navy Captain initially nominated in March to head MARAD, said on social media he supports Carmel. The White House announced on Tuesday that it would nominate Carmel as MARAD administrator. Carmel is currently president of US Marine Management, a Norfolk, Virginia-based maritime services provider to commercial and military fleets. Until September 2023, he served as senior vice president at Maersk Line Limited, the shipping line’s US-flag subsidiary. The MARAD administrator role has been vacant since January, when Ann Phillips resigned. MARAD, part of the US Department of Transportation, is responsible for US waterways, as well as supporting the US Maritime Service and US Merchant Marine. Carmel’s nomination comes amid a push by the Trump administration to revitalize US shipbuilding, with a planned set of fees targeting Chinese-built ships due to come into force in October. The revenue from those fees is meant to be channeled into a trust fund supporting US maritime activity. Contact Eric Johnson at <a href="mailto:eric.johnson@spglobal.com">eric.johnson@spglobal.com</a>. </div>

Former Maersk executive Stephen Carmel has been tapped by the Trump administration to serve as head of the US Maritime Administration (MARAD) after Brent Sadler’s nomination for the post was pulled. No reason was given for the switch, but Sadler, a retired US Navy Captain initially nominated in March to head MARAD, said on social media he supports Carmel. The White House announced on Tuesday that it would nominate Carmel as MARAD administrator. Carmel is currently president of US Marine Management, a Norfolk, Virginia-based maritime services provider to commercial and military fleets. Until September 2023, he served as senior vice president at Maersk Line Limited, the shipping line’s US-flag subsidiary. The MARAD administrator role has been vacant since January, when Ann Phillips resigned. MARAD, part of the US Department of Transportation, is responsible for US waterways, as well as supporting the US Maritime Service and US Merchant Marine. Carmel’s nomination comes amid a push by the Trump administration to revitalize US shipbuilding, with a planned set of fees targeting Chinese-built ships due to come into force in October. The revenue from those fees is meant to be channeled into a trust fund supporting US maritime activity. Contact Eric Johnson at eric.johnson@spglobal.com .

Maritime

Transport, Trade and Regulation News

Trump taps former Maersk executive to head MARAD

<div class="phx-topic abstract-wrapper">US imports rebounded to a record high in 2024 amid widespread frontloading, while exports expanded slightly for the second straight year.</div>

US imports rebounded to a record high in 2024 amid widespread frontloading, while exports expanded slightly for the second straight year.

The largest US shippers grew their volumes at a faster rate than the overall market last year, according to the 2025 Journal of Commerce Top 100 US Importers and Exporters rankings. Containerized imports to the US rebounded to a record high in 2024 amid widespread frontloading aimed at mitigating the risk of longshore labor disruption and, later in the year, looming tariffs. Against this backdrop, the Top 100 Importers saw their combined volumes surge an estimated 34.1% year over year. Total container imports spiked 15.3% to 25.66 million TEUs in 2024, more than offsetting a 13% decline in 2023 and narrowly surpassing the previous high of 25.57 million TEUs achieved in both 2021 and 2022, according to PIERS, a sister product of the Journal of Commerce within S&P Global. On the export side, outbound container volumes from the US expanded slightly for the second straight year in 2024 after snapping a three-year skid in 2023. Volumes among the Top 100 Exporters jumped an estimated 14.1% for the full year, while total US exports grew 0.9% in 2024 following a 0.3% uptick in 2023. The annual container volumes of major importers and exporters are not publicly available, so the Top 100 rankings are the best approximation using analysis of PIERS data, confirmation of volumes with cargo owners, and limited modeling. Modeling factors include historical volumes, industry vertical growth and company revenue growth. 2025 Journal of Commerce Top 100 US Importers Annual containerized US imports in 2024, in laden TEUs Rank Importer TEUs Sector 1 Walmart 960,000 Retail 2 Home Depot 516,000 Retail 3 Target 420,000 Retail 4 LG Group 309,160 Conglomerate 5 Lowe's 254,242 Retail 6 Amazon 250,000 Retail 7 Ashley Furniture 207,190 Furniture 8 Chiquita Brands International 189,058 Foodstuffs 9 Dollar Tree 180,283 Retail 10 Samsung SDS 150,357 Conglomerate 11 Fresh Del Monte Produce 133,299 Foodstuffs 12 Hyundai Motor Company, Mobis 115,707 Automotive goods 13 IKEA 110,557 Retail 14 Williams-Sonoma 110,000 Retail 15 Ross Stores 101,500 Retail 16 GE Appliances, a Haier Company 95,000 Retail/Household Goods 17 Tesla 89,000 Automotive goods 18 General Motors 87,568 Automotive goods 19 First Solar 85,651 Solar 20 Sumitomo Corporation 83,500 Conglomerate 21 Newell Brands 64,000 Electronics 22 Bob’s Discount Furniture 61,776 Household goods 23 Rooms to Go 61,000 Furniture 24 Heineken USA 57,802 Alcoholic beverages 25 Dollar General 55,124 Retail 26 Tractor Supply Company 53,600 Retail 27 Daimler Trucks 53,375 Automotive goods 28 Electrolux 51,824 Electronics and household goods 29 John Deere 50,000 Heavy machinery 30 Kohl's 50,000 Retail 31 Michelin North America 47,219 Automotive goods 32 Toyota Tsusho America 45,802 Automotive goods 33 Kubota Tractor Company 45,490 Heavy machinery 34 VF Corp. 43,800 Apparel and footwear 35 Costco Wholesale 39,360 Retail 36 Best Buy 39,000 Electronics 37 At Home 38,500 Retail 38 Yokohama Tire 38,352 Automotive goods 39 Q Cells 38,188 Solar 40 Trina Solar 38,000 Solar 41 Continental Tire 36,169 Automotive goods 42 Hankook Tire America 35,244 Automotive goods 43 Goodyear Rubber & Tire 35,089 Automotive goods 44 Red Bull 35,000 Foodstuffs 45 Dole Packaged Foods 33,000 Foodstuffs 46 Ford Motor Co. 32,727 Automotive goods 47 Element Electronics 31,603 Electronics 48 Toyo Tires 31,363 Automotive goods 49 BYD 31,000 Automotive goods 50 JA Solar 30,584 Solar 51 Sailun Tire Americas 30,030 Automotive goods 52 Adidas Group 29,237 Apparel and footwear 53 BSH Hausgeräte 29,000 Consumer products 54 Euromarket Designs 28,997 Retail 55 TMALL 28,837 Retail 56 Living Spaces Furniture 28,711 Furniture 57 Southern Glazer's Wine & Spirits 27,433 Foodstuffs 58 Bissell Homecare 27,000 Household goods 59 Subaru of America 26,426 Automotive goods 60 Dollarama L.P. 25,591 Retail 61 Cardinal Health 24,993 Health care 62 Midea Group 24,621 Household goods 63 Conair LLC 23,992 Electronics 64 Mitsubishi Motors 23,614 Automotive goods 65 SharkNinja Operating LLC 23,483 Household goods 66 Kumho Tire 23,238 Automotive goods 67 Stanley Black & Decker 22,800 Manufacture  68 LKQ Homecare 22,762 Automotive goods 69 Keter North America Inc. 22,575 Storage 70 Goya Foods 22,443 Foodstuffs 71 Volkswagen Group 21,900 Automotive goods 72 Curtis International 20,998 Electronics 73 Raymour & Flanigan 20,276 Retail 74 Yamaha Motor Corporation 20,150 Automotive goods 75 Sol Foods 20,008 Foodstuffs 76 Dorel Industries 20,000 Conglomerate 77 BJ's Wholesale Club 19,928 Retail 78 Sentury Tire 18,973 Automotive goods 79 SanMar 18,940 Footwear and apparel 80 Fiji Water 18,441 Retail 81 American Furniture Warehouse 18,212 Furniture 82 ESWINDOWS 18,000 Glass manufacturer  83 Mattel 17,911 Toys and games 84 Dick's Sporting Goods 17,584 Retail sporting goods 85 JOANN 17,551 Haberdashery and mercery 86 Hewlett-Packard 17,263 Computer technology 87 QVC 17,087 Retail 88 Olam International 16,659 Cotton, spices and vegetables 89 New Balance Athletics 16,638 Footwear and apparel 90 The Vita Coco Company 16,553 Foodstuffs 91 Tireco 16,293 Automotive goods 92 ArdoVLM 16,124 Foodstuffs 93 LollicupStore 16,067 Retail 94 Walgreens 15,467 Retail 95 API Tires  14,729 Automotive goods 96 CMPC Maderas 14,652 Paper product 97 Hyosung Motors 14,401 Automotive goods 98 Procter & Gamble 14,377 Conglomerate 99 Danone Waters 14,256 Foodstuffs 100 EGA America Inc. 14,221 Metals and recyclables © 2025 S&P Global 2025 Journal of Commerce Top 100 US Exporters Annual containerized US exports in 2024, in laden TEUs Rank Exporter TEUs Sector 1 International Paper 230,000 Paper and packaging 2 Dow Chemical 199,000 Chemicals  3 Koch Industries 194,113 Conglomerate 4 DeLong 147,120 Animal Feed and Grain 5 ExxonMobil Chemical 140,000 Chemicals 6 America Chung Nam 111,788 Paper and plastics recyclables 7 Winfibre 100,000 Paper and recyclables 8 Scoular 97,623 Animal Feed and Grain 9 Archer Daniels Midland  97,000 Foodstuffs 10 Ravago 95,019 Chemicals 11 International Forest Products LLC 82,238 Packaging, paper products, pulp, forest products and recyclables 12 Newport CH International 81,857 Paper, metals and plastics recyclables 13 Shintech 80,375 Chemicals 14 WM Recycle America 80,226 Diversified recyclables 15 POET Nutrition 78,832 Animal Feed and Grain 16 Sims Metal Management 78,501 Metal and electronics recyclables 17 JBS USA 77,639 Refrigerated meats and poultry 18 Gavilon/Viterra USA 73,000 Animal Feed and Grain 19 CellMark Group 72,108 Diversified 20 The Anderson's Inc. 68,341 Agricultural goods 21 Cargill 67,694 Conglomerate 22 Louis Dreyfus Company 66,478 Cotton 23 Tricon Energy 64,262 Chemicals 24 Smurfit Westrock 55,280 Paper and packaging 25 BMW of North America 55,000 Automotive goods 26 CHS 54,822 Agriculture, energy and foodstuffs 27 Frey Commodities 54,129 Commodity trading 28 Olam International 48,000 Cotton, spices and vegetables 29 Eastman Chemical 47,145 Chemicals, fibers and plastics 30 Chevron Phillips Chemical 47,000 Chemicals 31 Tyson Foods 46,394 Refrigerated meats and poultry 32 Domtar 44,700 Paper and forest products 33 Walmart 43,649 Retail 34 Prairie Creek Grain 42,957 Plastics, rubber and chemicals 35 Cycle Link 42,170 Recycling  36 PriceSmart, Inc. 41,933 Membership warehouse club 37 Montachem International 41,229 Plastics 38 EM Solutions Inc. 41,000 Electronics manufacturing 39 Rayonier Advanced Materials 40,768 Chemicals and forest products 40 Almarai 40,000 Animal feed 41 SA Recycling 38,885 Recycling  42 Vinmar International LTD 37,000 Chemicals and plastics 43 Smithfield Foods 36,000 Foodstuffs 44 Canusa Hershman Recycling 33,818 Diversified recyclables 45 Celanese 33,500 Chemicals 46 AJC International 33,410 Foodstuffs 47 Staple Cotton 33,214 Cotton 48 International Feed 33,000 Agricultural goods 49 Fresh Del Monte Produce 32,000 Foodstuffs 50 KaMin 31,258 Minerals and clay 51 Alco Iron and Metal 30,914 Metals and recyclables 52 Daimler Trucks 30,000 Automotive goods 53 Valero 29,811 Petrochemical products 54 Al Dahra ACX Inc. 28,678 Animal Feed and Grain 55 Genesis Resource Enterprises 28,628 Paper and recyclables 56 Ekman Group 28,000 Paper and recyclables 57 U.S. Borax Inc. 27,272 Chemicals 58 Stone Arch Commodities 26,030 Animal Feed and Grain 59 Vipa Group 25,012 Paper and recyclables 60 NORAG 25,000 Agricultural goods 61 DuPont 24,664 Diversified 62 Ascend Performance Materials 23,740 Chemicals, fibers and plastics 63 Mitsui & Co. 23,253 Conglomerate 64 Perdue 23,157 Foodstuffs 65 GE Healthcare 23,044 Retail/Household Goods 66 Fornazor International 22,703 Animal feed 67 Haykingdom 21,000 Agricultural goods 68 Potential Industries 20,866 Paper and recyclables 69 Hawkeye Gold 20,770 Minerals 70 Costco Wholesale 20,482 Retail 71 Sappi North America 20,468 Paper and recyclables 72 CELANESE 20,088 Chemicals 73 Michelin North America 18,088 Automotive goods 74 Procter & Gamble 18,061 Consumer Goods 75 Khanna Paper 18,000 Paper prodcuts 76 Seaboard Foods 17,178 Foodstuffs 77 America Metal Export 16,378 Metals and recyclables 78 Active Minerals International 16,337 Minerals 79 Gildan Activewear 15,965 Apparel and footwear 80 Pilgrim's Pride 15,577 Foodstuffs 81 Central National Gottesman 14,393 Paper and forest products 82 Graphic Packaging International 14,042 Paper prodcuts 83 Toyota Tsusho America 13,887 Automotive goods 84 Bayer CropScience 13,761 Agricultural goods 85 National Beef 13,724 Foodstuffs 86 Allan Company 12,741 Paper and recyclables 87 Anheuser Busch InBev 12,585 Foodstuffs 88 Healthy Green Life 12,341 Consumer Goods 89 Wheaton Grain 11,865 Agricultural goods 90 Home Depot 11,614 Retail 91 Fibre Trade 11,474 Paper and recyclables 92 Caterpillar 11,308 Heavy machinery 93 Anderson Hay & Grain 10,900 Animal feed 94 Forest Marketing Enterprises 10,511 Forest products 95 Hayburg 10,394 Agricultural goods 96 Intervision Foods 10,307 Foodstuffs 97 Conveyco Technologies 10,207 Manufacture 98 Zen Trading 9,894 Animal Feed and Grain 99 Mountaire Farms 9,144 Animal Feed and Grain 100 Sysco 9,074 Foodstuffs © 2025 S&P Global © 2025 S&P Global.

Trans-Atlantic

Container Shipping News

Top 100 Importer/Exporter Rankings: Largest US shippers outpace hot market

<div class="phx-topic abstract-wrapper">A slip in a key sentiment index reveals the MPV sector’s vulnerability to general market uncertainty, but operators remain optimistic that the cargo pipeline is still robust. </div>

A slip in a key sentiment index reveals the MPV sector’s vulnerability to general market uncertainty, but operators remain optimistic that the cargo pipeline is still robust.

<div class="phx-topic">A sense of unease has settled over the project cargo sector as softening multipurpose freight rates and a climate of near-term market uncertainty prevail, stakeholders say. The benchmark indicator for the multipurpose vessel (MPV) sector, the One World Shipbrokers’ Market Sentiment Index (MSI) that was published Tuesday, reflects the headwinds facing the industry, dropping from 54.3 in the previous edition to 53.3 points. Still, the figure remains above the crucial 50-point mark, which delineates generally positive versus negative sentiment. Friday &amp; Co shipbroker Justin Archard, creator of the One World Shipbrokers’ MSI, noted that at the time of polling for the latest index, the announcement of a highly punitive US tariff regime had just been made, followed quickly by a moratorium on many of those tariffs after significant convulsions in equity and bond markets. Archard said that “nothing stops investment and growth like uncertainty and much of the business world is now sitting on its hands waiting for the situation to play out.” <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="f0797b66-fe22-4f8b-aeed-cca72e834834"></dynamic-object></div>Operators are observing that shipping committed cargo remains a priority, while shipments that can be delayed are being postponed. Michael Morland, project cargo director for the Atlantic at G2 Ocean, told the Journal of Commerce that new projects are facing difficulties in obtaining final investment decisions due to the shifting economic climate, particularly for industrial projects and commodities. Morland added that doubts about future project cargo volumes are “increasing risk and making importers hesitant.” Felix Schoeller, director at AAL Shipping, told the Journal of Commerce that “many stakeholders are adopting a wait-and-see approach to current investment decisions … any shift in trade patterns will take time to materialize — if at all.” Schoeller expects the current situation to calm in the coming months, providing a clearer picture of policies and tariffs, which will allow for a better assessment of market development. Lars Bonnesen, managing director of Germany’s United Heavy Lift (UHL), described the current market as “a bit of a rollercoaster, and it’s quite difficult to prepare for the future with any certainty.” Data from Esgian, the Norwegian shipbroker and maritime consultancy, showed UHL and G2 Ocean were among the MPV operators heavily focused on the US market. Some 68% of UHL’s ocean sailings last year were on US trade lanes, while for G2 Ocean, 51% of sailings were between the US and the East Coast of South America, according to an Esgian analysis of route data from last year published in its February market report. <h3>Underlying fundamentals still strong </h3>Despite the pervasive uncertainty, the MPV fleet remains largely fully employed, with both freight and time charter levels at healthy and sustainable levels. While the sale and purchase market for MPVs is currently experiencing difficulties due to valuation gaps between buyers and sellers, quality tonnage is achieving strong rates on the commercial charter market, offering owners a viable alternative to selling. Looking ahead, MPV operators and owners still anticipate the MSI to be higher in a year’s time, although confidence in the future market environment has waned over the last three MSI editions. Bonnesen mirrored the confidence about longer-term prospects. “I’m not overly concerned about the current situation,” he said. “All in all, I feel quite confident. On top of that, our order books are pretty full for the next three to four years.” A notable MSI development highlighted by Archard is the unprecedented convergence of regional sentiment. Sentiment in the Americas is described as being in “relative freefall,” while Asian carriers maintain a more positive longer-term outlook. The One World Shipbrokers’ Market Sentiment Index (MSI) averages the responses from an anonymous group of 20 to 30 MPV owners and operators to a set of breakbulk shipping-related questions. A reading of 50 is neutral, indicating a static market, while scores below 50 show pessimism or wariness and scores above 50 indicate optimism. Contact Carly Fields at <a href="mailto:carly.fields@spglobal.com">carly.fields@spglobal.com</a>. Contact Keith Wallis at <a href="mailto:keithwallis@hotmail.com">keithwallis@hotmail.com</a>.</div>

A sense of unease has settled over the project cargo sector as softening multipurpose freight rates and a climate of near-term market uncertainty prevail, stakeholders say. The benchmark indicator for the multipurpose vessel (MPV) sector, the One World Shipbrokers’ Market Sentiment Index (MSI) that was published Tuesday, reflects the headwinds facing the industry, dropping from 54.3 in the previous edition to 53.3 points. Still, the figure remains above the crucial 50-point mark, which delineates generally positive versus negative sentiment. Friday & Co shipbroker Justin Archard, creator of the One World Shipbrokers’ MSI, noted that at the time of polling for the latest index, the announcement of a highly punitive US tariff regime had just been made, followed quickly by a moratorium on many of those tariffs after significant convulsions in equity and bond markets. Archard said that “nothing stops investment and growth like uncertainty and much of the business world is now sitting on its hands waiting for the situation to play out.” Operators are observing that shipping committed cargo remains a priority, while shipments that can be delayed are being postponed. Michael Morland, project cargo director for the Atlantic at G2 Ocean, told the Journal of Commerce that new projects are facing difficulties in obtaining final investment decisions due to the shifting economic climate, particularly for industrial projects and commodities. Morland added that doubts about future project cargo volumes are “increasing risk and making importers hesitant.” Felix Schoeller, director at AAL Shipping, told the Journal of Commerce that “many stakeholders are adopting a wait-and-see approach to current investment decisions … any shift in trade patterns will take time to materialize — if at all.” Schoeller expects the current situation to calm in the coming months, providing a clearer picture of policies and tariffs, which will allow for a better assessment of market development. Lars Bonnesen, managing director of Germany’s United Heavy Lift (UHL), described the current market as “a bit of a rollercoaster, and it’s quite difficult to prepare for the future with any certainty.” Data from Esgian, the Norwegian shipbroker and maritime consultancy, showed UHL and G2 Ocean were among the MPV operators heavily focused on the US market. Some 68% of UHL’s ocean sailings last year were on US trade lanes, while for G2 Ocean, 51% of sailings were between the US and the East Coast of South America, according to an Esgian analysis of route data from last year published in its February market report. Underlying fundamentals still strong Despite the pervasive uncertainty, the MPV fleet remains largely fully employed, with both freight and time charter levels at healthy and sustainable levels. While the sale and purchase market for MPVs is currently experiencing difficulties due to valuation gaps between buyers and sellers, quality tonnage is achieving strong rates on the commercial charter market, offering owners a viable alternative to selling. Looking ahead, MPV operators and owners still anticipate the MSI to be higher in a year’s time, although confidence in the future market environment has waned over the last three MSI editions. Bonnesen mirrored the confidence about longer-term prospects. “I’m not overly concerned about the current situation,” he said. “All in all, I feel quite confident. On top of that, our order books are pretty full for the next three to four years.” A notable MSI development highlighted by Archard is the unprecedented convergence of regional sentiment. Sentiment in the Americas is described as being in “relative freefall,” while Asian carriers maintain a more positive longer-term outlook. The One World Shipbrokers’ Market Sentiment Index (MSI) averages the responses from an anonymous group of 20 to 30 MPV owners and operators to a set of breakbulk shipping-related questions. A reading of 50 is neutral, indicating a static market, while scores below 50 show pessimism or wariness and scores above 50 indicate optimism. Contact Carly Fields at carly.fields@spglobal.com . Contact Keith Wallis at keithwallis@hotmail.com .

Breakbulk carriers

Heavy-haul transport

Project cargo

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Market ‘unease’ catches up with MPVs amid tariffs, economic uncertainty

<div class="phx-topic abstract-wrapper">With the status of a federal multimodal freight network unclear, heavy haulers are forging ahead with their own push for processes, highway improvements and infrastructure specific to the transport of oversized and overweight loads.</div>

With the status of a federal multimodal freight network unclear, heavy haulers are forging ahead with their own push for processes, highway improvements and infrastructure specific to the transport of oversized and overweight loads.

<div class="phx-topic">After a decade of sporadic development, an in-depth federal map of corridors and facilities critical to multimodal freight transport in the US is closer than ever to completion. But it’s unclear whether the map, formally known as the National Multimodal Freight Network, will come to fruition now that its fate is in the hands of the Trump administration.With those efforts in question, heavy haulers with a stake in the multimodal network are forging ahead with their own push for processes, highway improvements and infrastructure specific to the transport of oversized and/or overweight (OS/OW) loads that carry breakbulk and project cargo over land. “The continuing message is: Don’t forget the oversized-overweight segment. If a state is going to be looking at corridors for freight, remember that our industry is out there as well, and we’re going to need some slightly different accommodations on those highway networks,” Chris Smith, transportation vice president for the Specialized Carriers &amp; Rigging Association (SC&amp;RA), told the Journal of Commerce. Creation of the network was scheduled to advance to the final stages this spring, although that timeline was set during the final days of the Biden administration. “I think uncertainty is the word of the day,” Smith said.After failed attempts by the Obama and previous Trump administrations to establish the network, the Biden administration revived those efforts in late 2023. On Jan. 13, a week before Donald Trump took office, the US Department of Transportation published a draft version of its National Multimodal Freight Network map, informed by public comments the department solicited in April 2024. The draft was signed Jan. 6 by Allison Dane Camden, the then-principal deputy assistant secretary for multimodal freight under the US Department of Transportation (US DOT). Camden, who was tapped by the Biden administration to oversee the network’s development, has since left the agency. The US DOT did not respond to a request for comment from the Journal of Commerce. The draft network consists of 175,000 miles of highways, railways and waterways, along with 205 marine ports and airports designated as critical to freight movement and global and domestic supply chains. US DOT opened up the draft for public comments through Feb. 27 with plans to designate the network in spring 2025. Once designated, the network could be used to inform decision-making and investment priorities at the federal, state and local levels.When tying freight corridors to ports, industrial parks and intermodal centers, Smith said both federal and state corridor mapping should factor in the needs of heavy-haul transport.“The economic impact of the things our segment carries far outpaces the volume,” he said. “But there are some special needs that come with that.”<h3>Oversized parking problem</h3>Establishing a network of critical multimodal corridors could help remedy a perennial challenge for heavy-haul truckers — the need for more rest stops that can accommodate oversized loads, as some rest areas restrict them. Smith cited a concerted effort by USDOT to address the shortage of parking for cargo trucks, especially in urban and high-traffic areas. Finding enough space for container trucks and standard-size hauls presents a challenge in and of itself, but factoring in heavy-haul vehicles and loads adds another layer of complexity. “Oversized, overweight permanent loads often run on local and state highways, not on the interstate,” Smith said.” So if all the rest stations are on the interstate, that’s a problem.” John Welch, general manager of heavy-haul and wind operations for Fort Worth-based Lone Star Transportation, told the Journal of Commerce that developing such a map could help governments pinpoint where to locate rest areas, while giving commercial developers insights into where to build truck stops. “I would hope that would encourage the Flying Js, the Pilots, the larger truck stops to start putting their facilities along those corridors,” he said.Welch said federal mapping could also help government entities prioritize which corridors are in need of improvements. “I think this network would be great, especially if these roads were continually funded by federal grants so they’re constantly being repaired and upgraded,” he said.Preserving the existing corridors that heavy haulers rely on is another concern for OS/OW transporters. Craig McGraw, vice president of sales and marketing for New Jersey-based carrier Trans American Trucking &amp; Warehouse, told the Journal of Commerce that the addition of roundabouts makes it more difficult for oversized loads to maneuver. “All the heavy-haul routes are in place for a reason,” he said. “So our big push was just to keep everything the way it is with that.” Roundabouts can make things particularly challenging when transporting massive components such as wind turbines, Welch said. “A route that would be good for a general 13-axle heavy load would not necessarily be good for the blades,” he said. “We could not get most of our blades into and out of most of the ports around the greater Houston area.” Welch added that he’s seeing larger blades being sent to Corpus Christi and Brownsville instead because that’s where the infrastructure can accommodate them.<h3>States stepping up</h3>Independent of federal efforts to develop mapping for multimodal freight, the heavy-haul segment has made a push over the last decade for improved synchronization among state transportation departments when it comes to OS/OW transport requirements, as well as automated permitting systems for each state. Permitting and regulations vary from state to state, and there are often additional, overlapping requirements set by county and municipal governments. In 2018, SC&amp;RA rolled out an initiative encouraging states to implement an automated system that would make the issuance of permits available electronically 24 hours a day, seven days a week — eliminating the need for human review in most cases. At the time, there were 36 states with some level of automation. Since then, Alaska and Wyoming have joined the ranks, launching fully automated systems in 2024, while Connecticut and Oregon have systems in development, Smith said. “So, we’re down to a handful of states that don’t have it yet,” he said. According to a Journal of Commerce analysis of SC&amp;RA data, only seven states and the District of Columbia have indicated no interest in using an automated permitting system. The states are Alabama, California, Delaware, Hawaii, Michigan, South Carolina and Vermont. Should the Multimodal Freight Network move forward this spring, states would have a specific role to play in developing it. Each state would have at least 180 days to propose route additions of up to 30% of the total mileage designated in that state. Following US DOT’s April 2024 request for information, the agency received 43 written responses from shippers, carriers, port authorities, state DOT representatives, metropolitan planning organizations, railroads and community interest groups.Among them was the American Association of State Highway and Transportation Officials (AASHTO). On Feb. 25, the association submitted a letter to US DOT Secretary Sean Duffy urging the department to finalize the multimodal network map. “Our supply chains have been tested significantly in recent years, and we strongly advise that the completion of this framework will serve as a vital tool for improving freight transportation infrastructure,” the organization wrote.Regardless of whether the Multimodal Freight Network moves forward, Smith said there are indications that efforts to meet the needs of heavy haulers will continue to advance.“I do think there’s a sense that this administration will ultimately be more friendly to commerce and trade,” he said.Contact Autumn Cafiero Giusti at <a href="mailto:autumn@autumngiusti.com">autumn@autumngiusti.com</a>.</div>

After a decade of sporadic development, an in-depth federal map of corridors and facilities critical to multimodal freight transport in the US is closer than ever to completion. But it’s unclear whether the map, formally known as the National Multimodal Freight Network, will come to fruition now that its fate is in the hands of the Trump administration. With those efforts in question, heavy haulers with a stake in the multimodal network are forging ahead with their own push for processes, highway improvements and infrastructure specific to the transport of oversized and/or overweight (OS/OW) loads that carry breakbulk and project cargo over land. “The continuing message is: Don’t forget the oversized-overweight segment. If a state is going to be looking at corridors for freight, remember that our industry is out there as well, and we’re going to need some slightly different accommodations on those highway networks,” Chris Smith, transportation vice president for the Specialized Carriers & Rigging Association (SC&RA), told the Journal of Commerce. Creation of the network was scheduled to advance to the final stages this spring, although that timeline was set during the final days of the Biden administration. “I think uncertainty is the word of the day,” Smith said. After failed attempts by the Obama and previous Trump administrations to establish the network, the Biden administration revived those efforts in late 2023. On Jan. 13, a week before Donald Trump took office, the US Department of Transportation published a draft version of its National Multimodal Freight Network map, informed by public comments the department solicited in April 2024. The draft was signed Jan. 6 by Allison Dane Camden, the then-principal deputy assistant secretary for multimodal freight under the US Department of Transportation (US DOT). Camden, who was tapped by the Biden administration to oversee the network’s development, has since left the agency. The US DOT did not respond to a request for comment from the Journal of Commerce. The draft network consists of 175,000 miles of highways, railways and waterways, along with 205 marine ports and airports designated as critical to freight movement and global and domestic supply chains. US DOT opened up the draft for public comments through Feb. 27 with plans to designate the network in spring 2025. Once designated, the network could be used to inform decision-making and investment priorities at the federal, state and local levels. When tying freight corridors to ports, industrial parks and intermodal centers, Smith said both federal and state corridor mapping should factor in the needs of heavy-haul transport. “The economic impact of the things our segment carries far outpaces the volume,” he said. “But there are some special needs that come with that.” Oversized parking problem Establishing a network of critical multimodal corridors could help remedy a perennial challenge for heavy-haul truckers — the need for more rest stops that can accommodate oversized loads, as some rest areas restrict them. Smith cited a concerted effort by USDOT to address the shortage of parking for cargo trucks, especially in urban and high-traffic areas. Finding enough space for container trucks and standard-size hauls presents a challenge in and of itself, but factoring in heavy-haul vehicles and loads adds another layer of complexity. “Oversized, overweight permanent loads often run on local and state highways, not on the interstate,” Smith said.” So if all the rest stations are on the interstate, that’s a problem.” John Welch, general manager of heavy-haul and wind operations for Fort Worth-based Lone Star Transportation, told the Journal of Commerce that developing such a map could help governments pinpoint where to locate rest areas, while giving commercial developers insights into where to build truck stops. “I would hope that would encourage the Flying Js, the Pilots, the larger truck stops to start putting their facilities along those corridors,” he said. Welch said federal mapping could also help government entities prioritize which corridors are in need of improvements. “I think this network would be great, especially if these roads were continually funded by federal grants so they’re constantly being repaired and upgraded,” he said. Preserving the existing corridors that heavy haulers rely on is another concern for OS/OW transporters. Craig McGraw, vice president of sales and marketing for New Jersey-based carrier Trans American Trucking & Warehouse, told the Journal of Commerce that the addition of roundabouts makes it more difficult for oversized loads to maneuver. “All the heavy-haul routes are in place for a reason,” he said. “So our big push was just to keep everything the way it is with that.” Roundabouts can make things particularly challenging when transporting massive components such as wind turbines, Welch said. “A route that would be good for a general 13-axle heavy load would not necessarily be good for the blades,” he said. “We could not get most of our blades into and out of most of the ports around the greater Houston area.” Welch added that he’s seeing larger blades being sent to Corpus Christi and Brownsville instead because that’s where the infrastructure can accommodate them. States stepping up Independent of federal efforts to develop mapping for multimodal freight, the heavy-haul segment has made a push over the last decade for improved synchronization among state transportation departments when it comes to OS/OW transport requirements, as well as automated permitting systems for each state. Permitting and regulations vary from state to state, and there are often additional, overlapping requirements set by county and municipal governments. In 2018, SC&RA rolled out an initiative encouraging states to implement an automated system that would make the issuance of permits available electronically 24 hours a day, seven days a week — eliminating the need for human review in most cases. At the time, there were 36 states with some level of automation. Since then, Alaska and Wyoming have joined the ranks, launching fully automated systems in 2024, while Connecticut and Oregon have systems in development, Smith said. “So, we’re down to a handful of states that don’t have it yet,” he said. According to a Journal of Commerce analysis of SC&RA data, only seven states and the District of Columbia have indicated no interest in using an automated permitting system. The states are Alabama, California, Delaware, Hawaii, Michigan, South Carolina and Vermont. Should the Multimodal Freight Network move forward this spring, states would have a specific role to play in developing it. Each state would have at least 180 days to propose route additions of up to 30% of the total mileage designated in that state. Following US DOT’s April 2024 request for information, the agency received 43 written responses from shippers, carriers, port authorities, state DOT representatives, metropolitan planning organizations, railroads and community interest groups. Among them was the American Association of State Highway and Transportation Officials (AASHTO). On Feb. 25, the association submitted a letter to US DOT Secretary Sean Duffy urging the department to finalize the multimodal network map. “Our supply chains have been tested significantly in recent years, and we strongly advise that the completion of this framework will serve as a vital tool for improving freight transportation infrastructure,” the organization wrote. Regardless of whether the Multimodal Freight Network moves forward, Smith said there are indications that efforts to meet the needs of heavy haulers will continue to advance. “I do think there’s a sense that this administration will ultimately be more friendly to commerce and trade,” he said. Contact Autumn Cafiero Giusti at autumn@autumngiusti.com .

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

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Shippers save money, time with automated transportation bidding tools

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

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