Several network changes unveiled by carriers include the 2M Alliance and Zim ending a slot swap agreement on two Asia-Mediterranean services and two Asia services into Vancouver and Seattle on April 1.

The port of New York–New Jersey is looking at how it can deal with five years of expected cargo growth that has hit the port through 2021, while other Northeast ports are expanding capacity to deal with larger ships.

As consumer demand in the US plummets due to the coronavirus disease 2019 (COVID-19), trans-Pacific carriers are suspending entire strings in addition to blanking additional sailings from Asia in the second quarter.

The first of the global container carrier alliances has announced its 2020 schedule, with the other two groupings due to reveal their networks soon.

Recent quotes by carriers on their surcharges for more expensive low-sulfur fuel oil are confusing shippers and causing suspicion carriers are attempting to make unreasonable profits from the global LSFO mandate that took effect Wednesday.

Carrier market share in the trans-Pacific is not expected to change much in the next few months, in part because carriers will manage capacity by blanking individual sailings and deploying extra-loader vessels to handle import surges.

Amid rising Asian imports into the Gulf Coast, two new services linking the regions that Zim Integrated Shipping Services will launch in August are expected to increase the cargo moved by the carrier with the 2M Alliance, strengthening the relationship as 2M prepares to lose market share due to the departure of HMM.

Container carrier schedule reliability in the eastbound trans-Pacific has bounced back from record lows in early 2019 but still lags global on-time performance by quite a bit.

This is the second time in nine months congestion has affected operations at Shanghai ports.

Six months after the merger process started, UASC was integrated with German carrier Hapag-Lloyd.

The cash infusion surpassed the company’s initial goal of raising $165 million.

Yang Ming reports a third-quarter profit on higher volume and freight rates, after 10 loss-making quarters.

The landside ability of the supply chain to handle volume generated by mega-ships must improve before carriers can achieve the lower unit costs their deployment promises.

Shippers are seeing little improvement in service levels from the new container shipping alliances.

The significant number of mega-ships set to enter Asia-North Europe by the end of 2018 has resulted in capacity upgrates on many services on the trade.