<div class="phx-topic abstract-wrapper">Rail logistics providers in North America are moving deeper into the perishables market with new services aimed at shippers looking for dependable and cost-effective transportation options, particularly for long-haul moves.</div>

Rail logistics providers in North America are moving deeper into the perishables market with new services aimed at shippers looking for dependable and cost-effective transportation options, particularly for long-haul moves.

<div>Rail logistics providers in North America are moving deeper into the perishables market with new services aimed at shippers looking for dependable and cost-effective transportation options, particularly for long-haul moves.Although falling fuel prices and other factors are contributing to the current softness in the market, it’s full steam ahead for Railex, which partners with Union Pacific and CSX to provide coast-to-coast expedited rail service for shippers of perishables.Paul Esposito, executive vice president, corporate affairs for Railex, says, “The truck market is collapsed right now. We’re currently dealing with 2005-06 rates for refrigerated transportation across the U.S., which makes it very...

Rail logistics providers in North America are moving deeper into the perishables market with new services aimed at shippers looking for dependable and cost-effective transportation options, particularly for long-haul moves. Although falling fuel prices and other factors are contributing to the current softness in the market, it’s full steam ahead for Railex, which partners with Union Pacific and CSX to provide coast-to-coast expedited rail service for shippers of perishables. Paul Esposito, executive vice president, corporate affairs for Railex, says, “The truck market is collapsed right now. We’re currently dealing with 2005-06 rates for refrigerated transportation across the U.S., which makes it very difficult for anyone in rail to compete (against the trucking sector).” It’s not just low fuel prices that are making trucks more competitive, but also the long-standing drought in California, he said. “There hasn’t been a lot of inventory coming out of California,” which means there has been a lot more truck capacity, Esposito said. A spokesman for Montreal, Canada-based CN Rail concurs. “Over the years, drought conditions in California have created a significant impact on crop yield.” And while low fuel prices are also a challenge, “over and above that we have currency exchange and weather that plays a critical role when you are sourcing products. While one impacts your costs, the other influences product availability. All these factors lead to shift in markets, which means as an industry we need to be nimble to adapt to these changes.” Despite the challenges, Railex’s Esposito sees a silver lining for rail logistics providers vis-a-vis the trucking sector. For example, the Federal Motor Carrier Safety Administration’s hours-of-service rule adds even more regulatory constraints for long-haul truck drivers, giving rails an edge. Likewise, the Food and Drug Administration’s Food Safety Modernization Act is working in Railex’s favor, he said. “The FSMA, while proving onerous to many in the transportation sector, including trucking, actually enhances the marketing program at Railex because we are Safe Quality Food (SQF) and HACCP (Hazard Analysis Critical Control Point) certified at the highest levels at each one of our facilities. We make sure the equipment we’re using is of the highest quality, including our short-haul trucks as well as the boxcars we’re utilizing either from Union Pacific or those we lease ourselves.” The right technology and equipment is key to supporting cold chain integrity. Five years ago, Railex made a significant investment in technology and brought on an entire tech team to tailor a strategy for Railex and its customers. In addition, Railex partners with Midland Carriers to provide GPS-enabled real-time information on the location and temperature of each shipment. “We’re continuously monitoring the long-distance haul when customers’ inventory is in our care, custody and control. We make sure the environment for that product is correct during the entire transit, and provide customers with visibility into that environment,” Esposito said. The EINSTEIN system — a thermal energy auditing methodology for industrial and non-industrial users such as hospitals, office buildings or sports halls — is used by Railex to closely monitor the efficiency and operation of their coolers in each of the company’s facilities. Furthermore, Railex custom built a barcoding track-and-trace system for virtually every pallet that moves through its network, giving customers visibility for pallets from the time they originate at the Railex facility all the way through to the destination. CN’s CargoCool service features ReeferTrak technology that tracks customers’ shipments door-to-door with automated customized temperature reporting, including historical reporting on location and temperature parameters. The service helps customers achieve complete cold chain traceability through remote GPS track-and-trace systems and even allows remote temperature adjustments. “Food security and cargo integrity are core to our program,” CN’s spokesman said. “There are many established products and technology within the market, and it’s a segment that is evolving fast,” he said. “Real-time monitoring and post-audit capability within the rail sector have benefitted shippers within the perishable segment. With scheduled transit, consistent capacity and low seasonality spikes, rail is able to offer a sustainable program that meets industry expectations. Providing visibility within the entire cold chain is crucial, and that is what our focus has been through our investments in assets and technology within the CargoCool service.” CN’s units are equipped with alarms that sound when temperatures deviate from pre-set thresholds. In addition, gensets are equipped with two engines for redundancy — if one fails, the other starts automatically. Last June, CN announced a C$20 million investment in its cold chain capacity, including the purchase of an additional 200 domestic, 53-foot temperature-controlled containers for its North American reefer fleet. The company also acquired 32 electric generators to move 40-foot international marine reefers to and from CN-served ports on CN intermodal trains. The power packs provide economies of scale by connecting up to 17 international marine reefers at a time. Railex realized that it needed to make similar investments in equipment when it launched its service 10 years ago. “We knew that we needed to enhance the Union Pacific boxcar fleet and that we needed a better box for the commodities we were moving. We secured a leasing company and got 50 of our own boxcars, utilizing a 72-foot boxcar instead of a 64-foot boxcar,” Esposito says, which could potentially open up new business for Railex to transport other commodities. Both Railex and CN are confident in their ability to remain competitive and grow, even with the pressures of the current market. “We do not consider ourselves a railway, but rather a supply chain enabler,” CN’s spokesman said. “This allows us to think outside the box and connect the dots within the food supply chain. We are always working with our customers and stakeholders to build new products and services to drive more value to the supply chain. For instance, CN is the first railroad offering containerized reefer to and from Mexico.” In addition, “The majority of the challenges within this industry are around reliable capacity, transit, food security and monitoring. At CN, we have been successful in building a food safety culture that drives our behavior and program. Our team of specialists addresses each of these areas with a high sense of urgency.” Railex also looks for opportunities to better serve its customers, Esposito said. “We’re always looking at expansion and enhancing our distribution platform and the footprint of the food supply chain network. A Midwest expansion is being researched continuously as is a gateway to Mexico, along with a presence in the Southwest, such as Texas.” Contact Lara L. Sowinski at lsowinski@gmail.com .

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Cool Cargo News

Temp-control services offset soft market for rail logistics providers

<div class="phx-topic abstract-wrapper">The success of container lines in keeping vessel utilization high by removing functional capacity weakens the network and ups volatility in ocean reliability.</div>

The success of container lines in keeping vessel utilization high by removing functional capacity weakens the network and ups volatility in ocean reliability.

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<div class="phx-topic"><div class="wrapper-narrow float-right-element"><img src="/images/phoenix/6172263_0.1.jpg"></img></div>The high level of port-to-port ocean reliability the Gemini Cooperation has delivered since its launch a year ago is pressuring other carriers and alliances to up their game. Yet the obstacles for ocean carriers to remain profitable are only expanding as liners cycle deeper into overcapacity in the coming years. To protect their profitability, container lines have become better at managing short-term demand and supply and removing functional capacity. Their success in keeping utilization high, paradoxically, weakens the network, said Trine Nielsen, vice president of ocean/ global at forwarder Flexport.“As ‘micro-events’ (e.g., localized port congestion, labor strikes) are expected to increase due to shifting trade patterns and introducing more mega-ships, we expect network instability to rise,” she said. “In fact, as more capacity enters the market, we anticipate even further instability because we should expect more aggressive capacity management actions by carriers to protect their profitability.” Facing congestion at Asia load centers such as Shanghai or Ningbo, ocean carriers may have the vessel omit the port entirely to not throw off the rest of their schedule. In some cases, vessels “swap” calls with one vessel covering Shanghai rather than Ningbo, and vice versa, Nielsen said. “While this maximizes asset utilization and prevents a vessel backlog, it triggers blank sailings and forces customers to deal with rolled cargo and unpredictable transit times,” she said. <h3>Obstacles to reliability ratchet up </h3>Port productivity globally is worsening, with S&amp;P Global’s Container Port Performance Index falling from a reading of 38 in 2020 to zero in 2024. The number of tropical storms has increased in recent years, and the intensity and unpredictability of cyclones has increased in the last decade, said Craig West, CEO/Europe at forecasting company Weathernews. “Volatility is not confined to extreme events. Conditions in the Central Atlantic have recently been practically impassable, with persistent weather patterns across the Bay of Biscay and English Channel leaving vessels drifting for multiple days,” West told the Journal of Commerce. “There is no headline-grabbing storm in these situations, yet the commercial damage to uptime and schedule reliability is significant.” Optimistically, the volatility from an overall shambolic network offers increased incentives for ocean carriers to improve their reliability, allowing them to stand out more in a volatile, oft-commoditized market and gain higher and more stable pricing in return. After launching in February 2025, Gemini members Maersk and Hapag-Lloyd are making the case that their joint network’s better than 90% reliability is giving customers enough certainty to reduce their inventories by two weeks. Vessels operated within the alliance hit 81% reliability in 2025, according to online benchmarking platform Xeneta’s eeSea data. Global ocean reliability for the entire industry has been falling since July, notching a reading of 25.4% thus far in February, according to eeSea. “Shippers are also telling us that one of their priorities for 2026 is service reliability,” said Kelly Buckley, deputy director of ocean procurement at Drewry Supply Chain advisors. “Gemini has really raised the profile of that topic, and we can expect shippers to assess much more carefully on-time performance and lead times as part of their (trans-Pacific service contracting) tender process this year.” <h3>Finding reliability in service contracts </h3>The last few years of shipping disruptions due to the pandemic, Suez Canal diversions, and then tariffs left small and medium-size shippers with little time to focus on reliability as they tried to keep their business afloat, Buckley said. Mounting overcapacity gives these shippers more leverage in service contract negotiations and allows them, she said, to “actually start to take a step back and ask questions without fear of the fact that your cargo then may not make it on the vessel the next week.” Transparency on schedule changes remains an issue, Buckley said. Shippers still struggle to keep up with nearly last-minute blank notice announcements, and she said some Drewry customers learned after that fact that their cargo was routed through the Suez Canal via the perilous waters of the Red Sea. Meanwhile, though transit time reliability is critical for Sanmar’s new product launches and deliveries from new vendors, it’s only one element of service, said John Janson, global logistics director at the apparel shipper. “Normally, transit reliability is not as important to us if it is within a reasonable timeframe,” he said. “Having the equipment and space is more critical as our origins are counting on being able to load as most do not have storage.” Janson noted that ocean carriers allowed Sanmar — the US’s 79th largest importer, according to the Journal of Commerce’s 2024 rankings — to exceed forecast volumes for emergencies and guaranteed that shipments would beat tariffs deadlines, saving the company hundreds of thousands of dollars. “No surprise, the folks that stepped up were the ones where we have made the most serious investment in relationships,” he said. Contact Mark <a href="mark.szakonyi@spglobal.com">Szakonyi at mark.szakonyi@spglobal.com</a>. </div>

The high level of port-to-port ocean reliability the Gemini Cooperation has delivered since its launch a year ago is pressuring other carriers and alliances to up their game. Yet the obstacles for ocean carriers to remain profitable are only expanding as liners cycle deeper into overcapacity in the coming years. To protect their profitability, container lines have become better at managing short-term demand and supply and removing functional capacity. Their success in keeping utilization high, paradoxically, weakens the network, said Trine Nielsen, vice president of ocean/ global at forwarder Flexport. “As ‘micro-events’ (e.g., localized port congestion, labor strikes) are expected to increase due to shifting trade patterns and introducing more mega-ships, we expect network instability to rise,” she said. “In fact, as more capacity enters the market, we anticipate even further instability because we should expect more aggressive capacity management actions by carriers to protect their profitability.” Facing congestion at Asia load centers such as Shanghai or Ningbo, ocean carriers may have the vessel omit the port entirely to not throw off the rest of their schedule. In some cases, vessels “swap” calls with one vessel covering Shanghai rather than Ningbo, and vice versa, Nielsen said. “While this maximizes asset utilization and prevents a vessel backlog, it triggers blank sailings and forces customers to deal with rolled cargo and unpredictable transit times,” she said. Obstacles to reliability ratchet up Port productivity globally is worsening, with S&P Global’s Container Port Performance Index falling from a reading of 38 in 2020 to zero in 2024. The number of tropical storms has increased in recent years, and the intensity and unpredictability of cyclones has increased in the last decade, said Craig West, CEO/Europe at forecasting company Weathernews. “Volatility is not confined to extreme events. Conditions in the Central Atlantic have recently been practically impassable, with persistent weather patterns across the Bay of Biscay and English Channel leaving vessels drifting for multiple days,” West told the Journal of Commerce. “There is no headline-grabbing storm in these situations, yet the commercial damage to uptime and schedule reliability is significant.” Optimistically, the volatility from an overall shambolic network offers increased incentives for ocean carriers to improve their reliability, allowing them to stand out more in a volatile, oft-commoditized market and gain higher and more stable pricing in return. After launching in February 2025, Gemini members Maersk and Hapag-Lloyd are making the case that their joint network’s better than 90% reliability is giving customers enough certainty to reduce their inventories by two weeks. Vessels operated within the alliance hit 81% reliability in 2025, according to online benchmarking platform Xeneta’s eeSea data. Global ocean reliability for the entire industry has been falling since July, notching a reading of 25.4% thus far in February, according to eeSea. “Shippers are also telling us that one of their priorities for 2026 is service reliability,” said Kelly Buckley, deputy director of ocean procurement at Drewry Supply Chain advisors. “Gemini has really raised the profile of that topic, and we can expect shippers to assess much more carefully on-time performance and lead times as part of their (trans-Pacific service contracting) tender process this year.” Finding reliability in service contracts The last few years of shipping disruptions due to the pandemic, Suez Canal diversions, and then tariffs left small and medium-size shippers with little time to focus on reliability as they tried to keep their business afloat, Buckley said. Mounting overcapacity gives these shippers more leverage in service contract negotiations and allows them, she said, to “actually start to take a step back and ask questions without fear of the fact that your cargo then may not make it on the vessel the next week.” Transparency on schedule changes remains an issue, Buckley said. Shippers still struggle to keep up with nearly last-minute blank notice announcements, and she said some Drewry customers learned after that fact that their cargo was routed through the Suez Canal via the perilous waters of the Red Sea. Meanwhile, though transit time reliability is critical for Sanmar’s new product launches and deliveries from new vendors, it’s only one element of service, said John Janson, global logistics director at the apparel shipper. “Normally, transit reliability is not as important to us if it is within a reasonable timeframe,” he said. “Having the equipment and space is more critical as our origins are counting on being able to load as most do not have storage.” Janson noted that ocean carriers allowed Sanmar — the US’s 79th largest importer, according to the Journal of Commerce’s 2024 rankings — to exceed forecast volumes for emergencies and guaranteed that shipments would beat tariffs deadlines, saving the company hundreds of thousands of dollars. “No surprise, the folks that stepped up were the ones where we have made the most serious investment in relationships,” he said. Contact Mark Szakonyi at mark.szakonyi@spglobal.com .

Trans-Atlantic

Asia-Europe

Trans-Pacific

Container Shipping News

Greater capacity control needs hinder ocean reliability efforts

<div class="phx-topic abstract-wrapper">As volumes of new energy generation and storage technologies increase, shippers expect more documentation, transparency and greater control over risk, according to project forwarders and carriers.</div>

As volumes of new energy generation and storage technologies increase, shippers expect more documentation, transparency and greater control over risk, according to project forwarders and carriers.

<div class="phx-topic">A nascent boom in the transport of new power-related technologies such as large scale battery energy storage system (BESS) units is placing a higher compliance burden on project logistics professionals, from dangerous goods regulations and port processes to biosecurity and onsite safety requirements. Regulators and government authorities are restricting approval pathways, and shippers expect more documentation, more transparency, and greater control over risk, Colin Charnock, group CEO of forwarder Trans Global Projects (TGP), told the Journal of Commerce. “The power sector’s longstanding high expectations are not only continuing but intensifying,” Charnock said. “Logistics providers must operate with deeper technical expertise, stronger quality governance and more structured execution models. “Capacity planning, specialized equipment availability and cross-border regulatory alignment will all become more challenging as demand increases, particularly for remote-area deliveries, renewable energy projects and next-generation storage systems,” he added. And although it may be supercharged, <a href="https://www.joc.com/article/lumpy-project-cargo-demand-to-lead-to-two-tier-mpv-market-6164866">the power drive isn’t likely to be steady or uniform</a>, according to a spokesperson for Chipolbrok who did not want to be identified. The multipurpose and heavy-lift vessel (MPV) operator has seen a “remarkable decline” in oil and gas development <a href="https://www.joc.com/article/reversal-in-us-clean-energy-investment-signals-shift-in-project-cargo-momentum-6169519">outside the US</a>, with traditional power plant equipment volumes now “significantly exceeded” by demand from renewable energy and infrastructure projects, the spokesperson said. Earlier this year, Chipolbrok announced an order for up to 10 60,800-deadweight-ton MPVs that will increase its fleet to more than 40 vessels. The ships, the first of which is scheduled for delivery in November 2027, will be capable of carrying containerized energy storage systems, battery packs and electrical charging equipment, as well as other power-related project cargoes such as wind farm components. Demand is also uneven among geographical regions, the spokesperson said, adding that Chipolbrok is “focusing heavily on developments in the Arab world and the Indian subcontinent.” The situation in Central Europe, however, remains “somewhat unclear,” he said, as infrastructure projects have been overshadowed by military buildup and the war in Ukraine, even though there is a significant need for development there. Investors, developers and logistics providers must also deal with sudden policy upheavals, such as the Trump administration’s decision to cancel five major US offshore wind projects in late 2025. A January court ruling allowed construction to resume on all five sites — Coastal Virginia Offshore Wind-Commercial, Empire Wind 1, Revolution Wind, Sunrise Wind, and Vineyard Wind 1 — but the administration plans to appeal that decision, US Secretary of the Interior Doug Burgum said <a href="https://www.youtube.com/watch?v=JHSzhcphfkc">in an interview with Bloomberg Television.</a><h3>An ‘evolving’ environment </h3>Charnock said the global transition toward lower- and zero-carbon energy sources has further accelerated freight demand from the power generation and storage sector, but noted that TGP’s current cargo pipeline “spans every major segment of the sector: hydrogen, wind, nuclear, traditional generation and emerging technologies.” Although the logistics provider’s approach to transporting renewable power project cargoes does not differ fundamentally from moving conventional energy freight, the variety of equipment is increasing and each technology brings its own regulatory and operational challenges, he said. “Many of the core components, such as transformers, cables and control systems, are identical across both conventional and renewable applications,” Charnock said. “What differs is the regulatory framework around each technology, the sequencing of deliveries and in some cases the level of scrutiny from authorities and investors.” Charnock cited a recent delivery of 48 lithium BESS units from China to a remote site in Western Australia, the region’s first approved lithium battery import, as an example of the more stringent safety, compliance and risk management environment around new power technologies. Operationally, the move involved breakbulk ocean transport, specialized handling equipment and a challenging 90-km final leg across a dirt road. It also required “extensive compliance work,” he said, including a two year consultation process to secure port approval under new International Maritime Organization regulations, strict dangerous goods procedures, high pressure cleaning, and detailed biosecurity and customs controls. <h3>’Elevated safety protocol’ </h3>Jack Zhou, general manager at MPV operator AAL Shipping, said transporting IMO-classified cargo such as BESS units “requires elevated security documentation and safety protocol.” For starters, all AAL vessels hold a Document of Compliance for the Carriage of Dangerous Goods, which includes tailored onboard contingency plans covering spillage, fire and other emergency scenarios involving BESS units. “To further enhance the safety of the vessel and monitor the internal temperature of the BESS units, AAL has invested in flammable-gas detectors, temperature and humidity monitoring systems, portable thermal cameras and high-capacity submersible pumps,” Zhou told the Journal of Commerce. “Crews undergo specific drills prior to each shipment and vessels are equipped with toxic-gas protective gear.” Strict loading controls overseen by the vessel’s Officer of the Watch ensure all dangerous goods signals are displayed and that no “hot work,” such as welding the D-rings used for lashing, is carried out after BESS units are loaded on board. Weather routing experts help the in-house performance optimization team plan voyage routes to minimize vessel motion. During transit, the crew performs regular inspections and activate immediate countermeasures if any irregularities are found. “As BESS technology scales and unit sizes grow, AAL expects regulations to further evolve,” Zhou added. Contact Felicity Landon on <a href="mailto:felicity@felicitylandon.com">felicity@felicitylandon.com.</a></div>

A nascent boom in the transport of new power-related technologies such as large scale battery energy storage system (BESS) units is placing a higher compliance burden on project logistics professionals, from dangerous goods regulations and port processes to biosecurity and onsite safety requirements. Regulators and government authorities are restricting approval pathways, and shippers expect more documentation, more transparency, and greater control over risk, Colin Charnock, group CEO of forwarder Trans Global Projects (TGP), told the Journal of Commerce. “The power sector’s longstanding high expectations are not only continuing but intensifying,” Charnock said. “Logistics providers must operate with deeper technical expertise, stronger quality governance and more structured execution models. “Capacity planning, specialized equipment availability and cross-border regulatory alignment will all become more challenging as demand increases, particularly for remote-area deliveries, renewable energy projects and next-generation storage systems,” he added. And although it may be supercharged, the power drive isn’t likely to be steady or uniform , according to a spokesperson for Chipolbrok who did not want to be identified. The multipurpose and heavy-lift vessel (MPV) operator has seen a “remarkable decline” in oil and gas development outside the US , with traditional power plant equipment volumes now “significantly exceeded” by demand from renewable energy and infrastructure projects, the spokesperson said. Earlier this year, Chipolbrok announced an order for up to 10 60,800-deadweight-ton MPVs that will increase its fleet to more than 40 vessels. The ships, the first of which is scheduled for delivery in November 2027, will be capable of carrying containerized energy storage systems, battery packs and electrical charging equipment, as well as other power-related project cargoes such as wind farm components. Demand is also uneven among geographical regions, the spokesperson said, adding that Chipolbrok is “focusing heavily on developments in the Arab world and the Indian subcontinent.” The situation in Central Europe, however, remains “somewhat unclear,” he said, as infrastructure projects have been overshadowed by military buildup and the war in Ukraine, even though there is a significant need for development there. Investors, developers and logistics providers must also deal with sudden policy upheavals, such as the Trump administration’s decision to cancel five major US offshore wind projects in late 2025. A January court ruling allowed construction to resume on all five sites — Coastal Virginia Offshore Wind-Commercial, Empire Wind 1, Revolution Wind, Sunrise Wind, and Vineyard Wind 1 — but the administration plans to appeal that decision, US Secretary of the Interior Doug Burgum said in an interview with Bloomberg Television. An ‘evolving’ environment Charnock said the global transition toward lower- and zero-carbon energy sources has further accelerated freight demand from the power generation and storage sector, but noted that TGP’s current cargo pipeline “spans every major segment of the sector: hydrogen, wind, nuclear, traditional generation and emerging technologies.” Although the logistics provider’s approach to transporting renewable power project cargoes does not differ fundamentally from moving conventional energy freight, the variety of equipment is increasing and each technology brings its own regulatory and operational challenges, he said. “Many of the core components, such as transformers, cables and control systems, are identical across both conventional and renewable applications,” Charnock said. “What differs is the regulatory framework around each technology, the sequencing of deliveries and in some cases the level of scrutiny from authorities and investors.” Charnock cited a recent delivery of 48 lithium BESS units from China to a remote site in Western Australia, the region’s first approved lithium battery import, as an example of the more stringent safety, compliance and risk management environment around new power technologies. Operationally, the move involved breakbulk ocean transport, specialized handling equipment and a challenging 90-km final leg across a dirt road. It also required “extensive compliance work,” he said, including a two year consultation process to secure port approval under new International Maritime Organization regulations, strict dangerous goods procedures, high pressure cleaning, and detailed biosecurity and customs controls. ’Elevated safety protocol’ Jack Zhou, general manager at MPV operator AAL Shipping, said transporting IMO-classified cargo such as BESS units “requires elevated security documentation and safety protocol.” For starters, all AAL vessels hold a Document of Compliance for the Carriage of Dangerous Goods, which includes tailored onboard contingency plans covering spillage, fire and other emergency scenarios involving BESS units. “To further enhance the safety of the vessel and monitor the internal temperature of the BESS units, AAL has invested in flammable-gas detectors, temperature and humidity monitoring systems, portable thermal cameras and high-capacity submersible pumps,” Zhou told the Journal of Commerce. “Crews undergo specific drills prior to each shipment and vessels are equipped with toxic-gas protective gear.” Strict loading controls overseen by the vessel’s Officer of the Watch ensure all dangerous goods signals are displayed and that no “hot work,” such as welding the D-rings used for lashing, is carried out after BESS units are loaded on board. Weather routing experts help the in-house performance optimization team plan voyage routes to minimize vessel motion. During transit, the crew performs regular inspections and activate immediate countermeasures if any irregularities are found. “As BESS technology scales and unit sizes grow, AAL expects regulations to further evolve,” Zhou added. Contact Felicity Landon on felicity@felicitylandon.com.

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Growing energy cargo demand brings higher compliance burden

<div class="phx-topic abstract-wrapper">China export forecasts could top 8 million vehicles this year, providing a steady flow of cargo for the expected 8% increase in the global ro/ro fleet.</div>

China export forecasts could top 8 million vehicles this year, providing a steady flow of cargo for the expected 8% increase in the global ro/ro fleet.

<div class="phx-topic">Surging vehicle exports from China to developing markets will offset looming fears of overcapacity in the vehicle carrier market, the head of one of the roll-on/roll-off sector’s biggest operators said. Lasse Kristoffersen, president and CEO of Wallenius Wilhelmsen, predicted the growth in vehicle exports, especially from China, will match the influx of new vehicle carrier capacity this year based on manufacturers’ sales forecasts. He said China’s top seven manufacturers, including BYD, Geely, Chery and Nio, planned to ship an extra 2.3 million vehicles to overseas markets this year on top of official total vehicle exports of 5.9 million units. That followed a 24% rise in China’s vehicle exports to 6.9 million last year, up from 5 million in the year prior, Kristoffersen said during a results briefing last week. Kristoffersen noted the peak in pure car and truck carrier (PCTC) deliveries last year with 75 ships totaling 600,000 car equivalent units (CEU) joining the global fleet. A further 67 vessels are set for delivery this year, adding to the current fleet of 899 ships, according to figures from maritime consultant AXS Marine and British shipbroking house Clarksons.   This year’s new vessel deliveries equate to an 8% rise in total fleet capacity to 5.3 million CEUs this year, adding to the 13% increase last year. “This extra export volume more or less matches the extra capacity coming out of shipyards,” Kristoffersen said during the briefing. “That’s why we believe China will surprise on the upside.” Both Mitsui OSK Lines and “K” Line, in earnings statements last week, said they expected “solid demand” for vehicle exports to continue this year. <h3>Focus on emerging markets </h3>Kristoffersen said China’s vehicle export boom is being driven by a surge in exports to emerging markets including Latin America, where volumes are expected to grow 40% this year, and the Middle East, where 14% growth is expected. These developing markets call for longer two-month voyages, which reduces the impact of the influx of new shipping capacity, he said. Kristoffersen was commenting after several analysts, including Clarksons and AXS Marine, recently warned that the vehicle carrier market faces overcapacity, falling freight rates and lackluster demand growth on the back of limited scrapping. “While Chinese car and vehicle exports continue to record strong [volumes], the expansion of the PCTC fleet has become increasingly disproportionate to underlying market fundamentals, “ASX RoRo said in its February market report. “While Chinese vehicle exports continue to expand and are unlikely to slow materially, this growth largely reflects a shift in production and export patterns rather than a meaningful increase in global vehicle demand,” the report added. China’s vehicle exports continue to outpace Japan, which it overtook as the world’s biggest vehicle exporter in 2023. Japan and South Korea have both seen vehicle exports fall by almost 2% over the last two years, while Western manufacturers saw a steeper decline of between 4% and 10% in exports to Asia last year. “Unless demolition activity picks up more decisively, utilization and earnings are likely to come under pressure,” the AXS RoRo report said. Clarksons was slightly more upbeat, saying while one-year vessel charter rates had fallen 63% at the end of last year from “exceptional highs” in 2024, carriers generally continue to report “healthy earnings as cargo continues to be moved under contracts renegotiated at higher levels.” Highlighting the potential for vessel scrapping, Mitsui OSK Lines said in an earnings report this month that 29%, or 239 vehicle carriers, of the existing fleet of 819 ships is over 20 years old, while 18% is more than 26 years old. Kristoffersen said the decline in rates, from $115,000 per day for a 6,500-CEU ship in the first half of 2024 to almost $45,000 per day last month, has also opened opportunities to charter ships at more realistic levels for ad hoc spot vehicle and high-and-heavy cargoes. Contact Keith Wallis at <a href="mailto:keithwallis@hotmail.com">keithwallis@hotmail.com</a>.</div>

Surging vehicle exports from China to developing markets will offset looming fears of overcapacity in the vehicle carrier market, the head of one of the roll-on/roll-off sector’s biggest operators said. Lasse Kristoffersen, president and CEO of Wallenius Wilhelmsen, predicted the growth in vehicle exports, especially from China, will match the influx of new vehicle carrier capacity this year based on manufacturers’ sales forecasts. He said China’s top seven manufacturers, including BYD, Geely, Chery and Nio, planned to ship an extra 2.3 million vehicles to overseas markets this year on top of official total vehicle exports of 5.9 million units. That followed a 24% rise in China’s vehicle exports to 6.9 million last year, up from 5 million in the year prior, Kristoffersen said during a results briefing last week. Kristoffersen noted the peak in pure car and truck carrier (PCTC) deliveries last year with 75 ships totaling 600,000 car equivalent units (CEU) joining the global fleet. A further 67 vessels are set for delivery this year, adding to the current fleet of 899 ships, according to figures from maritime consultant AXS Marine and British shipbroking house Clarksons.   This year’s new vessel deliveries equate to an 8% rise in total fleet capacity to 5.3 million CEUs this year, adding to the 13% increase last year. “This extra export volume more or less matches the extra capacity coming out of shipyards,” Kristoffersen said during the briefing. “That’s why we believe China will surprise on the upside.” Both Mitsui OSK Lines and “K” Line, in earnings statements last week, said they expected “solid demand” for vehicle exports to continue this year. Focus on emerging markets Kristoffersen said China’s vehicle export boom is being driven by a surge in exports to emerging markets including Latin America, where volumes are expected to grow 40% this year, and the Middle East, where 14% growth is expected. These developing markets call for longer two-month voyages, which reduces the impact of the influx of new shipping capacity, he said. Kristoffersen was commenting after several analysts, including Clarksons and AXS Marine, recently warned that the vehicle carrier market faces overcapacity, falling freight rates and lackluster demand growth on the back of limited scrapping. “While Chinese car and vehicle exports continue to record strong [volumes], the expansion of the PCTC fleet has become increasingly disproportionate to underlying market fundamentals, “ASX RoRo said in its February market report. “While Chinese vehicle exports continue to expand and are unlikely to slow materially, this growth largely reflects a shift in production and export patterns rather than a meaningful increase in global vehicle demand,” the report added. China’s vehicle exports continue to outpace Japan, which it overtook as the world’s biggest vehicle exporter in 2023. Japan and South Korea have both seen vehicle exports fall by almost 2% over the last two years, while Western manufacturers saw a steeper decline of between 4% and 10% in exports to Asia last year. “Unless demolition activity picks up more decisively, utilization and earnings are likely to come under pressure,” the AXS RoRo report said. Clarksons was slightly more upbeat, saying while one-year vessel charter rates had fallen 63% at the end of last year from “exceptional highs” in 2024, carriers generally continue to report “healthy earnings as cargo continues to be moved under contracts renegotiated at higher levels.” Highlighting the potential for vessel scrapping, Mitsui OSK Lines said in an earnings report this month that 29%, or 239 vehicle carriers, of the existing fleet of 819 ships is over 20 years old, while 18% is more than 26 years old. Kristoffersen said the decline in rates, from $115,000 per day for a 6,500-CEU ship in the first half of 2024 to almost $45,000 per day last month, has also opened opportunities to charter ships at more realistic levels for ad hoc spot vehicle and high-and-heavy cargoes. Contact Keith Wallis at keithwallis@hotmail.com .

Ro/ro cargo

Surging China auto exports to counter carrier overcapacity fears: Wilhelmsen CEO

<div class="phx-topic abstract-wrapper">The increase in volume that would result across the trans-Atlantic and trans-Pacific corridors was particularly welcome, according to Hapag-Lloyd’s CEO.</div>

The increase in volume that would result across the trans-Atlantic and trans-Pacific corridors was particularly welcome, according to Hapag-Lloyd’s CEO.

<div class="phx-topic">Hapag-Lloyd’s $4.2 billion acquisition of Zim Integrated Shipping Services that was announced Monday will significantly improve the Hamburg-based carrier’s position on several major trade lanes. While cementing the buyer’s position <a href="https://www.joc.com/article/hapag-lloyds-plan-to-acquire-zim-would-deepen-shipping-oligopoly-6170073">as the world’s fifth-largest container shipping company</a>, the takeover will grow Hapag-Lloyd’s volume share on the trans-Atlantic from 24% to 27%, on the trans-Pacific from 7% to 12%, in Asia from 9% to 11%, on Asia-Latin America from 11% to 14%, and from 2% to 7% on the intra-Europe trade, according to data from Container Trades Statistics (CTS) cited by Hapag-Lloyd. Hapag-Lloyd CEO Rolf Habben Jansen highlighted as particularly welcome the increase in volume that would result across the trans-Atlantic and trans-Pacific corridors. “When we look for a minute at the trade portfolios on the Atlantic and trans-Pacific, if we joined forces we would really get into very strong position,” he told reporters during an online briefing Monday shortly after signing the Zim deal in Tel Aviv. A 27% market share on the trans-Atlantic would put Hapag-Lloyd in second place behind Mediterranean Shipping Co. at 29%, according to the CTS figures cited by Hapag-Lloyd. According to PIERS, a sister company of the Journal of Commerce within S&amp;P Global, Hapag-Lloyd had a market share of 19.6% on the trans-Atlantic in January, behind MSC’s 22.6%. But Hapag-Lloyd held the top position throughout the fourth quarter of 2025 with a share that exceeded 25% in October and December. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="ce24ca8a-5149-4e8e-a00a-5743e4d2abba"></dynamic-object></div>On the trans-Pacific, the addition of Zim would put Hapag-Lloyd level with Ocean Network Express in third position behind MSC at 13%, according to CTS. Habben Jansen said the Asia-Latin America trade has long been a corridor he has wanted to expand. In 2023, Hapag-Lloyd strengthened its position with the acquisition of SM SAAM terminal business while growing dedicated service networks on the trade lane. “Zim has done really well on Asia-Latin America in the last couple of years and this would allow us to get closer to the 15%, 16% [volume share] that we’ve always aspired to,” Habben Jansen told reporters. MSC holds the largest market share on the trade at 21%. <h3>Intra-Europe share ‘too small’ </h3>The Zim volume added on the intra-Europe trade would put Hapag-Lloyd level with Cosco Shipping at 7%, although considering it is a home market for the Hamburg-based carrier, Habben Jansen indicated there is still room to grow. “Intra-Europe for Hapag-Lloyd is too small in my view,” he said. “We would like to get to a market share of around 10%, and this would help us make a good step in that direction.” The Zim deal is expected to be completed by the end of the year, subject to approval of the Israeli carrier’s shareholders and regulatory approval in several jurisdictions. The acquisition comes as container shipping moves into a supply-driven downcycle, with the declining market sharply illustrated in Hapag-Lloyd’s preliminary results for 2025 <a href="https://www.joc.com/article/fourth-quarter-rate-slump-drags-down-hapag-lloyds-2025-financials-6166755">that included a steep drop in profitability</a>. Zim’s earnings have yet to be announced. Hapag-Lloyd’s estimated 2025 revenue for the combined entity would be $28 billion, a $1.1 billion drop from 2024. In earnings before interest and taxes, the $5.3 billion reported in 2024 by both carriers is expected to plummet to $2 billion should Zim hit the higher end of its 2025 forecast. Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

Hapag-Lloyd’s $4.2 billion acquisition of Zim Integrated Shipping Services that was announced Monday will significantly improve the Hamburg-based carrier’s position on several major trade lanes. While cementing the buyer’s position as the world’s fifth-largest container shipping company , the takeover will grow Hapag-Lloyd’s volume share on the trans-Atlantic from 24% to 27%, on the trans-Pacific from 7% to 12%, in Asia from 9% to 11%, on Asia-Latin America from 11% to 14%, and from 2% to 7% on the intra-Europe trade, according to data from Container Trades Statistics (CTS) cited by Hapag-Lloyd. Hapag-Lloyd CEO Rolf Habben Jansen highlighted as particularly welcome the increase in volume that would result across the trans-Atlantic and trans-Pacific corridors. “When we look for a minute at the trade portfolios on the Atlantic and trans-Pacific, if we joined forces we would really get into very strong position,” he told reporters during an online briefing Monday shortly after signing the Zim deal in Tel Aviv. A 27% market share on the trans-Atlantic would put Hapag-Lloyd in second place behind Mediterranean Shipping Co. at 29%, according to the CTS figures cited by Hapag-Lloyd. According to PIERS, a sister company of the Journal of Commerce within S&P Global, Hapag-Lloyd had a market share of 19.6% on the trans-Atlantic in January, behind MSC’s 22.6%. But Hapag-Lloyd held the top position throughout the fourth quarter of 2025 with a share that exceeded 25% in October and December. On the trans-Pacific, the addition of Zim would put Hapag-Lloyd level with Ocean Network Express in third position behind MSC at 13%, according to CTS. Habben Jansen said the Asia-Latin America trade has long been a corridor he has wanted to expand. In 2023, Hapag-Lloyd strengthened its position with the acquisition of SM SAAM terminal business while growing dedicated service networks on the trade lane. “Zim has done really well on Asia-Latin America in the last couple of years and this would allow us to get closer to the 15%, 16% [volume share] that we’ve always aspired to,” Habben Jansen told reporters. MSC holds the largest market share on the trade at 21%. Intra-Europe share ‘too small’ The Zim volume added on the intra-Europe trade would put Hapag-Lloyd level with Cosco Shipping at 7%, although considering it is a home market for the Hamburg-based carrier, Habben Jansen indicated there is still room to grow. “Intra-Europe for Hapag-Lloyd is too small in my view,” he said. “We would like to get to a market share of around 10%, and this would help us make a good step in that direction.” The Zim deal is expected to be completed by the end of the year, subject to approval of the Israeli carrier’s shareholders and regulatory approval in several jurisdictions. The acquisition comes as container shipping moves into a supply-driven downcycle, with the declining market sharply illustrated in Hapag-Lloyd’s preliminary results for 2025 that included a steep drop in profitability . Zim’s earnings have yet to be announced. Hapag-Lloyd’s estimated 2025 revenue for the combined entity would be $28 billion, a $1.1 billion drop from 2024. In earnings before interest and taxes, the $5.3 billion reported in 2024 by both carriers is expected to plummet to $2 billion should Zim hit the higher end of its 2025 forecast. Contact Greg Knowler at greg.knowler@spglobal.com .

Container lines

Zim deal to strengthen Hapag-Lloyd’s market share across key trade lanes

<div class="phx-topic abstract-wrapper">Fragmented regional greenhouse gas regulatory frameworks such as the EU ETS have increased the complexity of operating a global network and will be difficult to navigate, observers say.</div>

Fragmented regional greenhouse gas regulatory frameworks such as the EU ETS have increased the complexity of operating a global network and will be difficult to navigate, observers say.

<div class="phx-topic">A series of maritime carbon pricing schemes either in effect or under development in various jurisdictions is reinforcing industry concerns that the absence of global regulation will lead to overlapping measures that undermine shipping’s decarbonization drive. The International Maritime Organization last October was forced to <a href="https://www.joc.com/article/delay-in-imo-decarbonization-plans-robs-green-fuel-investors-of-certainty-6101250">delay adoption of its net-zero framework</a> for a year. At the time, critics warned the delay would lead to a host of local carbon pricing initiatives that would be difficult for carriers to navigate; according to design and engineering consultancy BAR Technologies, momentum is building in that direction. “Carbon compliance is becoming more fragmented by the month,” BAR Technologies CEO John Cooper said in a statement. “Instead of building momentum behind a single global framework, we’re creating a patchwork of schemes with different baselines, rules and cost mechanisms. “That creates confusion, inflates costs, and weakens the industry’s ability to invest in real, scalable solutions,” he added. According to the International Carbon Action Partnership (ICAP), the carbon pricing measures currently in effect are the European Union emissions trading system (EU ETS), the South Korean ETS, the New Zealand ETS, and the China-Shanghai pilot ETS that has been in force since 2013. A Brazilian greenhouse gas (GHG) emissions trading system is under development. Last week, the British House of Commons voted to roll out a UK ETS to the domestic maritime industry from July 1, while it considers expanding that to include international maritime voyages starting or ending in the UK, with a proposed start date of 2028. But the UK Chamber of Shipping warned that the policy risks harming UK competitiveness while increasing costs for island communities and slowing progress toward net-zero. It called for alignment with EU ETS rules to avoid double‑charging and carbon leakage, and for a phased in or “monitor‑only” period until operators and ports have the systems required for compliance. “The sector supports the UK’s climate goals, but cannot deliver meaningful emissions reduction without the necessary fuels, infrastructure and clear guidance in place — and [with] unreasonable timeframes to implement flawed policy,” a spokesperson for the UK chamber said in a statement, noting that premature implementation risks higher costs for freight. Maersk noted in its annual report for 2025 published earlier this month that regional GHG regulatory frameworks such as the EU ETS have increased the complexity of operating a global network. “With each regulation having different standards and criteria, the need for allocation of lower GHG emission fuels to cover the compliance requirements of different regulations and customer demands in the most cost-effective manner, complexity is added,” the carrier said, adding that global regulation was required to curb emissions. The IMO’s net-zero framework was expected to be adopted at a special meeting of its Marine Environment Protection Committee (MEPC) in London in October last year after the measure was approved by a majority of member states the previous April. But the regulation was postponed for one year after it was derailed by US-led opposition during the combative October meeting. <h3>Europe’s ETS now fully phased in </h3>From a container shipping perspective, the EU ETS is by far the most significant carbon pricing mechanism currently in effect. Compliance has been phased in over the past two years, and 100% of reported maritime emissions are now covered in the EU ETS allowances with carriers passing on the costs to their customers. The regulation covers 100% of emissions for voyages between two EU ports and 50% of emissions for voyages starting or ending outside the EU for any ship of over 5,000 gross tons. Vessels are required to buy European Union Allowances (EUAs) to cover the emissions generated by their voyages and surrender the allowances by September of the following year. Failure to comply can lead to a penalty of €100 per ton. Methane and nitrous oxide have been included in the emissions calculations from this year, with the inclusion designed to incentivize a shift toward cleaner fuels, although the infrastructure and cost of those alternatives remain significant barriers. The EUA price is forecast by carbon market specialist Grey Epoch to rise 19% in 2026 to €86 ($101) per metric ton of CO2 equivalent. According to Deutsche Bank, the EU carbon price will range between $70 to $177 in 2026. Visibility provider Searoutes noted in a recent market update that the introduction of the EU ETS in 2024 coincided with Red Sea ship diversions when ETS surcharges added just 1% to shipping costs, a drop in the ocean as rates soared. But in 2026, the market situation has changed. Rates have fallen and EU ETS compliance costs have increased, with carrier surcharges now averaging $168 per FEU from Asia to North Europe, 8% of the current rate on Drewry’s World Container Index. Searoutes warns that surcharges could jump to 12% or more of total costs should a full resumption of Red Sea transits occur this year.Contact Greg Knowler at <a href="">greg.knowler@spglobal.com</a>. </div>

A series of maritime carbon pricing schemes either in effect or under development in various jurisdictions is reinforcing industry concerns that the absence of global regulation will lead to overlapping measures that undermine shipping’s decarbonization drive. The International Maritime Organization last October was forced to delay adoption of its net-zero framework for a year. At the time, critics warned the delay would lead to a host of local carbon pricing initiatives that would be difficult for carriers to navigate; according to design and engineering consultancy BAR Technologies, momentum is building in that direction. “Carbon compliance is becoming more fragmented by the month,” BAR Technologies CEO John Cooper said in a statement. “Instead of building momentum behind a single global framework, we’re creating a patchwork of schemes with different baselines, rules and cost mechanisms. “That creates confusion, inflates costs, and weakens the industry’s ability to invest in real, scalable solutions,” he added. According to the International Carbon Action Partnership (ICAP), the carbon pricing measures currently in effect are the European Union emissions trading system (EU ETS), the South Korean ETS, the New Zealand ETS, and the China-Shanghai pilot ETS that has been in force since 2013. A Brazilian greenhouse gas (GHG) emissions trading system is under development. Last week, the British House of Commons voted to roll out a UK ETS to the domestic maritime industry from July 1, while it considers expanding that to include international maritime voyages starting or ending in the UK, with a proposed start date of 2028. But the UK Chamber of Shipping warned that the policy risks harming UK competitiveness while increasing costs for island communities and slowing progress toward net-zero. It called for alignment with EU ETS rules to avoid double‑charging and carbon leakage, and for a phased in or “monitor‑only” period until operators and ports have the systems required for compliance. “The sector supports the UK’s climate goals, but cannot deliver meaningful emissions reduction without the necessary fuels, infrastructure and clear guidance in place — and [with] unreasonable timeframes to implement flawed policy,” a spokesperson for the UK chamber said in a statement, noting that premature implementation risks higher costs for freight. Maersk noted in its annual report for 2025 published earlier this month that regional GHG regulatory frameworks such as the EU ETS have increased the complexity of operating a global network. “With each regulation having different standards and criteria, the need for allocation of lower GHG emission fuels to cover the compliance requirements of different regulations and customer demands in the most cost-effective manner, complexity is added,” the carrier said, adding that global regulation was required to curb emissions. The IMO’s net-zero framework was expected to be adopted at a special meeting of its Marine Environment Protection Committee (MEPC) in London in October last year after the measure was approved by a majority of member states the previous April. But the regulation was postponed for one year after it was derailed by US-led opposition during the combative October meeting. Europe’s ETS now fully phased in From a container shipping perspective, the EU ETS is by far the most significant carbon pricing mechanism currently in effect. Compliance has been phased in over the past two years, and 100% of reported maritime emissions are now covered in the EU ETS allowances with carriers passing on the costs to their customers. The regulation covers 100% of emissions for voyages between two EU ports and 50% of emissions for voyages starting or ending outside the EU for any ship of over 5,000 gross tons. Vessels are required to buy European Union Allowances (EUAs) to cover the emissions generated by their voyages and surrender the allowances by September of the following year. Failure to comply can lead to a penalty of €100 per ton. Methane and nitrous oxide have been included in the emissions calculations from this year, with the inclusion designed to incentivize a shift toward cleaner fuels, although the infrastructure and cost of those alternatives remain significant barriers. The EUA price is forecast by carbon market specialist Grey Epoch to rise 19% in 2026 to €86 ($101) per metric ton of CO2 equivalent. According to Deutsche Bank, the EU carbon price will range between $70 to $177 in 2026. Visibility provider Searoutes noted in a recent market update that the introduction of the EU ETS in 2024 coincided with Red Sea ship diversions when ETS surcharges added just 1% to shipping costs, a drop in the ocean as rates soared. But in 2026, the market situation has changed. Rates have fallen and EU ETS compliance costs have increased, with carrier surcharges now averaging $168 per FEU from Asia to North Europe, 8% of the current rate on Drewry’s World Container Index. Searoutes warns that surcharges could jump to 12% or more of total costs should a full resumption of Red Sea transits occur this year. Contact Greg Knowler at  greg.knowler@spglobal.com . 

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