<div class="phx-topic abstract-wrapper">MSC has taken issue with the way the carbon intensity of ships will be calculated under a new IMO rule, which it says does not reflect container shipping’s operational realities. </div>

MSC has taken issue with the way the carbon intensity of ships will be calculated under a new IMO rule, which it says does not reflect container shipping’s operational realities.

3685469_FI.PNG

<div>The new carbon intensity regulation for shipping to be imposed on Jan. 1 by the International Maritime Organization (IMO) will inadvertently penalize carriers for trading over shorter distances or spending longer in port, Mediterranean Shipping Co. believes. The carrier has called for the IMO to revise its calculation methodology of the Carbon Intensity Indicator (CII) regulation to avoid “unintended consequences” that distort the performance of a ship. “As things stand, the proposed methodology could lead to situations in which a vessel’s rating would worsen simply because it spends more time in port,” MSC spokesperson Giles Broom said in a statement...

The new carbon intensity regulation for shipping to be imposed on Jan. 1 by the International Maritime Organization (IMO) will inadvertently penalize carriers for trading over shorter distances or spending longer in port, Mediterranean Shipping Co. believes. The carrier has called for the IMO to revise its calculation methodology of the Carbon Intensity Indicator (CII) regulation to avoid “unintended consequences” that distort the performance of a ship. “As things stand, the proposed methodology could lead to situations in which a vessel’s rating would worsen simply because it spends more time in port,” MSC spokesperson Giles Broom said in a statement late Monday. “We respectfully question whether this unintended consequence could be avoided by amending the methodology.” Broom added that although the carrier will comply with the CII ruling, it “should not effectively penalize vessels trading on shorter distances and while waiting alongside.” From Jan. 1, it will be mandatory for all ships to calculate their Energy Efficiency Existing Ship Index (EEXI) to measure energy efficiency and to initiate the collection of data for the reporting of their annual operational carbon intensity indicator. The CII retroactively calculates the grams of carbon dioxide (CO2) emitted per cargo-carrying capacity and nautical mile over a year’s operations, which will be used to determine the CII vessel grade. Starting in 2024, ships will receive a grade of A, B, C, or D annually, and ship owners that notch two straight C or D grades must submit to the IMO a corrective active plan to make the ship more efficient. Concern over calculation methods The CII links the greenhouse gas emissions to the amount of cargo carried over distance travelled, with the actual carbon intensity of a vessel to be documented and verified against the required operational CII of a particular ship. But MSC does not agree with the focus of the CII. “It would be far better to have an operational indicator that would reward more productive ships, including based on cargo carried rather than on a theoretical value that may not correlate to transport work performed,” said Broom. MSC is not alone in its criticism. The shipping industry has expressed concerns over how the CII is calculated ever since the amendments were first adopted at an IMO meeting in mid-2021. The International Chamber of Shipping (ICS) noted in a statement in September that companies with high-profile environment and social governance reporting standards — such as IKEA, Walmart, and Amazon — are expected to insert clauses in charter contracts that will require the use of vessels with better CII ratings. However, the ICS believes operating conditions, including sea state, weather conditions, and wait times at port or anchorage will have a significant impact on CII ratings, despite a vessel itself performing efficiently. Vessel routing may also change in response to CII ratings, particularly if fuel prices drop, as longer routes can improve the ship rating, the ICS added. The IMO regulations are also expected to have an impact on the available container shipping capacity that will rise sharply over the next two years. Container shipping’s orderbook was just shy of 7 million TEU at the beginning of October; 2.6 million TEU of those new ships will be delivered next year and 2.8 million TEU in 2024, according to data from IHS Markit, now part of S&P Global. On top of the new construction, latent capacity lost due to supply chain and port congestion is also being released as port bottlenecks ease. Drewry estimates the effective net increase in container shipping capacity in 2023 will be 11.3 percent, with demand growing at just 1.9 percent. Industry divided over IMO 2023 impact How much of this capacity will be absorbed by the IMO 2023 environmental rulings over the next two years is a question that elicits widely differing views from carriers and analysts . “Based on estimates, CII is expected to absorb about 7 to 10 percent of capacity across the global container fleet as vessels are deployed to meet both the needs of customers and the required CII standards,” Broom said in his statement. Maersk has forecast it will need to add 10 to 15 percent more capacity to the water, while Hapag-Lloyd puts the figure at 5 to 10 percent. Shipping association BIMCO predicts the EEXI and the CII will push out 10 percent of the available fleet capacity next year, while Lars Jensen, CEO of Vespucci Maritime and a JOC analyst, believes the IMO 2023 regulations could reduce effective ocean carrier capacity by up to 15 percent between 2023 and 2024. Drewry does not believe the IMO regulations will have any significant capacity-absorbing impact . How much of the global capacity is absorbed by IMO 2023 will have a significant bearing on carriers with the new tonnage hitting the market as global trade momentum slows and some regions move into recession. Over the next two years, global bank HSBC estimates that overcapacity and falling demand will drive carrier profits down by more than 80 percent. “The global manufacturing PMI saw output and new orders lose further ground in September, suggesting that global industrial production is slipping into recession,” Bennett Parrish, global economist at J.P. Morgan, said in his analysis of the J.P. Morgan Global Manufacturing PMI, produced by JOC.com parent company S&P Global. “The orders-to-inventory ratio fell to another multi-year low last month as excess capacity continued to build at factories,” Parrish said. “The ongoing rise in stock-building is a worrying sign that demand is faltering and will weigh on activity deeper into the second half.” World Trade Organization economists predict global merchandise trade volumes will grow by 1 percent in 2023, down sharply from the previous estimate of 3.4 percent. Contact Greg Knowler at greg.knowler@ihsmarkit.com and follow him on Twitter: @greg_knowler .

Container lines

MSC calls for revision of IMO's ‘penalizing’ carbon rating measure

<div class="phx-topic abstract-wrapper">Sentiment heard with greater frequency from within the industry and from financial analysts holds that overcapacity will overwhelm constraints on capacity in a possible multi-year swoon.</div>

Sentiment heard with greater frequency from within the industry and from financial analysts holds that overcapacity will overwhelm constraints on capacity in a possible multi-year swoon.

Feature image

<div class="phx-topic">It is becoming hard to shake the impression that container shipping is headed into a rocky stretch — for shippers and carriers alike. Sentiment heard with greater frequency from within the industry and from financial analysts holds that overcapacity will overwhelm constraints on capacity in a possible multi-year swoon, sending rates back to pre-COVID-19 levels and leading carriers to experience “deep losses,” according to J.P. Morgan. <div class="wrapper-narrow float-right-element"><img src="/images/phoenix/6069890_0.1.jpg"></img></div>“We continue to see an industry that is suffering from material oversupply,” J.P. Morgan wrote in a market update Tuesday. “We see this as a clear issue that the industry will be forced to negotiate, even if diversions away from Suez last longer than we expect.” Thus, breaks on capacity driven by factors external to the industry, such as Red Sea diversions, as well as growing port congestion, both of which carriers have benefited enormously from since the pandemic, will be no match for the growing impact of 30% more capacity hitting the water in the coming years as the largest order book since 2009 is processed and delivered. For US shippers facing margin pressure due to tariffs, lower rates will be a welcome relief from the toxic dynamic since COVID, when rates soared while reliability collapsed. But there is a flip side to that: The rocky stretch for shippers will materialize as carriers react to unfavorable market dynamics, as they inevitably will. Carriers may be unable to neutralize the impact of overcapacity, but they can mitigate it, or at the very least will try. As fundamentals deteriorate, carriers will react in ways that will be less visible to shippers, such as by increasing the scrapping of older ships. But they will also react in ways that will directly affect shippers, who will likely experience a prolonged spate of blank sailings, network adjustments and slow steaming that result in longer transit times, causing a broader supply chain impact on inventories and lead times. That scenario will occur because, outside of the Gemini Cooperation alliance, which launched earlier this year on the premise of delivering 90%-plus schedule reliability to the market, the broader carrier industry is focused primarily on managing its network in support of its own financial well-being, even if doing so comes at the expense of customers’ desire for schedule reliability. <h3>Liners ‘no longer intolerant’ of long-term port congestion </h3>Carriers, especially at the higher end of the market, learned long ago that over-investment in things such as fuel to speed up and maintain schedule integrity was not typically rewarded by the market in the form of higher rates. That made carriers skeptical of the value of reliability, a theory that proved itself during and after COVID, when reliability crashed due to the idling of ships and containers, and yet carriers earned record profits during the period. They saw it again in 2024 and 2025 when profits were propped up by the 10% or so of capacity being taken out of the market due to another factor beyond their control — the attacks on shipping in the Red Sea. Similarly, carriers are no longer as intolerant as they once were of growing long-term port congestion in Asia and Europe, seeing the upside in taking capacity out of the market. The amount of global container ship capacity removed due to port congestion is now 4% versus 2% pre-COVID, according to J.P. Morgan — hardly a negative issue for carriers staring at a costly, multi-year gap between supply and demand. But that gap is becoming hard to ignore. Carriers are preparing for a potentially prolonged downturn, <a href="https://www.joc.com/article/ocean-carriers-intensify-cost-cutting-efforts-as-rates-slide-on-major-trades-6069811">cutting costs</a> and modeling out scenarios where rates sink well below current levels. In its update Tuesday, J.P. Morgan said volumes grew 4.5% in the first half of 2025 due to accelerated shipments caused by US tariffs, but the market is quickly cooling off. The bank expects market growth to slow to 1.8% in the third quarter and be flat in the fourth quarter, then grow 2% annually in 2026 and beyond based on its GDP growth forecasts. In 2025, it sees effective supply growth of 6.5% versus 2024. “Furthermore, we continue to expect capacity to return to the Suez Canal in 2026, which we believe will drive supply growth up to 9% [year over year],” the bank said. “If the trans-Suez route remains constrained, effective supply would likely still grow by 3%-5%, still putting pressure on rates.” It said the 4% of capacity removed due to port congestion has “normalized” and will not grow more pronounced, meaning less impact for carriers in mitigating overcapacity. Contact Peter Tirschwell at <a href="mailto:peter.tirschwell@spglobal.com">peter.tirschwell@spglobal.com</a>.</div>

It is becoming hard to shake the impression that container shipping is headed into a rocky stretch — for shippers and carriers alike. Sentiment heard with greater frequency from within the industry and from financial analysts holds that overcapacity will overwhelm constraints on capacity in a possible multi-year swoon, sending rates back to pre-COVID-19 levels and leading carriers to experience “deep losses,” according to J.P. Morgan. “We continue to see an industry that is suffering from material oversupply,” J.P. Morgan wrote in a market update Tuesday. “We see this as a clear issue that the industry will be forced to negotiate, even if diversions away from Suez last longer than we expect.” Thus, breaks on capacity driven by factors external to the industry, such as Red Sea diversions, as well as growing port congestion, both of which carriers have benefited enormously from since the pandemic, will be no match for the growing impact of 30% more capacity hitting the water in the coming years as the largest order book since 2009 is processed and delivered. For US shippers facing margin pressure due to tariffs, lower rates will be a welcome relief from the toxic dynamic since COVID, when rates soared while reliability collapsed. But there is a flip side to that: The rocky stretch for shippers will materialize as carriers react to unfavorable market dynamics, as they inevitably will. Carriers may be unable to neutralize the impact of overcapacity, but they can mitigate it, or at the very least will try. As fundamentals deteriorate, carriers will react in ways that will be less visible to shippers, such as by increasing the scrapping of older ships. But they will also react in ways that will directly affect shippers, who will likely experience a prolonged spate of blank sailings, network adjustments and slow steaming that result in longer transit times, causing a broader supply chain impact on inventories and lead times. That scenario will occur because, outside of the Gemini Cooperation alliance, which launched earlier this year on the premise of delivering 90%-plus schedule reliability to the market, the broader carrier industry is focused primarily on managing its network in support of its own financial well-being, even if doing so comes at the expense of customers’ desire for schedule reliability. Liners ‘no longer intolerant’ of long-term port congestion Carriers, especially at the higher end of the market, learned long ago that over-investment in things such as fuel to speed up and maintain schedule integrity was not typically rewarded by the market in the form of higher rates. That made carriers skeptical of the value of reliability, a theory that proved itself during and after COVID, when reliability crashed due to the idling of ships and containers, and yet carriers earned record profits during the period. They saw it again in 2024 and 2025 when profits were propped up by the 10% or so of capacity being taken out of the market due to another factor beyond their control — the attacks on shipping in the Red Sea. Similarly, carriers are no longer as intolerant as they once were of growing long-term port congestion in Asia and Europe, seeing the upside in taking capacity out of the market. The amount of global container ship capacity removed due to port congestion is now 4% versus 2% pre-COVID, according to J.P. Morgan — hardly a negative issue for carriers staring at a costly, multi-year gap between supply and demand. But that gap is becoming hard to ignore. Carriers are preparing for a potentially prolonged downturn, cutting costs and modeling out scenarios where rates sink well below current levels. In its update Tuesday, J.P. Morgan said volumes grew 4.5% in the first half of 2025 due to accelerated shipments caused by US tariffs, but the market is quickly cooling off. The bank expects market growth to slow to 1.8% in the third quarter and be flat in the fourth quarter, then grow 2% annually in 2026 and beyond based on its GDP growth forecasts. In 2025, it sees effective supply growth of 6.5% versus 2024. “Furthermore, we continue to expect capacity to return to the Suez Canal in 2026, which we believe will drive supply growth up to 9% [year over year],” the bank said. “If the trans-Suez route remains constrained, effective supply would likely still grow by 3%-5%, still putting pressure on rates.” It said the 4% of capacity removed due to port congestion has “normalized” and will not grow more pronounced, meaning less impact for carriers in mitigating overcapacity. Contact Peter Tirschwell at peter.tirschwell@spglobal.com .

Supply chain

Container Shipping News

Port News

International ports

North American ports

Maritime

Rocky stretch ahead for shippers, carriers in 2026 and beyond

<div class="phx-topic abstract-wrapper">Transportation Secretary Sean Duffy gave California, New Mexico and Washington 30 days to adopt and enforce ELP regulations or lose access to federal safety funding. </div>

Transportation Secretary Sean Duffy gave California, New Mexico and Washington 30 days to adopt and enforce ELP regulations or lose access to federal safety funding.

<div class="phx-topic">California, New Mexico and Washington will lose access to federal motor carrier safety funding unless those states adopt and enforce a federal <a href="https://www.joc.com/article/us-dot-initiates-crackdown-on-non-english-speaking-truckers-6009357">English language proficiency</a> (ELP) requirement for truck drivers, US Transportation Secretary Sean Duffy said Tuesday. “States don’t get to pick and choose which federal safety rules to follow,” Duffy said at a press conference in Washington, DC. Duffy gave the states 30 days to adopt and enforce ELP regulations or lose access to Motor Carrier Safety Assistance Program (MCSAP) funds. The Department of Transportation (DOT) sent notices to California, New Mexico and Washington opening a process that would freeze millions of dollars in funds distributed annually through the MCSAP program, which helps fund law enforcement. California received approximately $30.7 million in MCSAP funding in fiscal year 2024, while Washington received $9.8 million and New Mexico about $6.7 million, according to the US Federal Motor Carrier Safety Administration (FMCSA), which administers MCSAP. “It’s my hope these states will understand the common sense nature of what we’re doing and become good partners,” Duffy said. “This is about keeping individuals and families safe as we use our roadways.” The states have not responded to DOT’s announcement. The DOT’s action follows an investigation into an Aug. 12 accident in Florida that claimed three lives when a truck driver, Harjinder Singh, made an illegal U-turn. Singh, who federal officials claim entered the US illegally and obtained commercial driver’s licenses from Washington and California, failed a post-accident English language test. Following the accident, US Secretary of State Marco Rubio <a href="https://x.com/secrubio/status/1958644528253948015?s=46&amp;t=yxYBta0zhKqvzUP8zCYxjw">last Thursday announced</a> a freeze on certain worker visas for non-US commercial truck drivers. The State Department later clarified the targeted credentials were H-2B, E-2 and EB-3 work visas. H-2B visas are capped at 66,000 a year, and truck drivers represent a small portion of those. The other visas are aimed at investors and skilled workers. Singh has not been reported to have a work visa of any type. The company he worked for, White Hawk Carriers of Ceres, California, no longer has <a href="https://ai.fmcsa.dot.gov/SMS/Carrier/2866642/Overview.aspx?FirstView=True">for-hire operating authority</a>. Neither greater ELP enforcement nor a related freeze on new work visas are expected to have <a href="https://apnews.com/article/foreign-truckers-visas-rubio-trump-florida-crash-beee82cfa284a174d7a74c42199bbd45">a major impact</a> on US truck capacity or pricing. <h3>ELP enforcement </h3>The DOT action highlights uneven state enforcement of the ELP requirement. Since June 25, the FMCSA has considered failure to pass an ELP test as an out-of-service violation for truck drivers. New Mexico and Washington have adopted the ELP guidance issued by the DOT but are not enforcing it, the DOT said in a statement, adding that California has yet to adopt and enforce compatible ELP laws and regulations. New Mexico allegedly did not administer an ELP test when state police conducted a roadside inspection of Singh and his truck in July. Singh was given a speeding ticket. States receiving MCSAP funds are required to adopt FMCSA regulations <a href="https://www.joc.com/article/congress-states-join-dot-targeting-non-english-speaking-truckers-6014680">in their own laws</a>, but how that is done, and how quickly, can vary from state to state. Out of 6,067 ELP violations issued during roadside inspections so far in calendar year 2025, 1,201 have resulted in out-of-service orders, according to FMCSA data. That compares with 5,863 violations and five out-of-service orders in calendar year 2024. An analysis by <a href="https://www.overdriveonline.com/regulations/article/15751741/california-highway-patrol-not-enforcing-trumps-elp-mandate-for-truck-drivers">trucker magazine Overdrive</a> found Texas, Arizona and California were the top three states for ELP violations from June 25 to July 20, with 2,089 violations. Those violations only resulted in 50 out-of-service orders, however. That’s because most of those violations occurred in counties on the US-Mexico border, where inspectors are allowed to issue violations but not place drivers out of service. Non-border states mostly have placed drivers with ELP violations out of service since June 25, Overdrive found. Contact William B. Cassidy at <a href="mailto:bill.cassidy@spglobal.com">bill.cassidy@spglobal.com</a>.</div>

California, New Mexico and Washington will lose access to federal motor carrier safety funding unless those states adopt and enforce a federal English language proficiency (ELP) requirement for truck drivers, US Transportation Secretary Sean Duffy said Tuesday. “States don’t get to pick and choose which federal safety rules to follow,” Duffy said at a press conference in Washington, DC. Duffy gave the states 30 days to adopt and enforce ELP regulations or lose access to Motor Carrier Safety Assistance Program (MCSAP) funds. The Department of Transportation (DOT) sent notices to California, New Mexico and Washington opening a process that would freeze millions of dollars in funds distributed annually through the MCSAP program, which helps fund law enforcement. California received approximately $30.7 million in MCSAP funding in fiscal year 2024, while Washington received $9.8 million and New Mexico about $6.7 million, according to the US Federal Motor Carrier Safety Administration (FMCSA), which administers MCSAP. “It’s my hope these states will understand the common sense nature of what we’re doing and become good partners,” Duffy said. “This is about keeping individuals and families safe as we use our roadways.” The states have not responded to DOT’s announcement. The DOT’s action follows an investigation into an Aug. 12 accident in Florida that claimed three lives when a truck driver, Harjinder Singh, made an illegal U-turn. Singh, who federal officials claim entered the US illegally and obtained commercial driver’s licenses from Washington and California, failed a post-accident English language test. Following the accident, US Secretary of State Marco Rubio last Thursday announced a freeze on certain worker visas for non-US commercial truck drivers. The State Department later clarified the targeted credentials were H-2B, E-2 and EB-3 work visas. H-2B visas are capped at 66,000 a year, and truck drivers represent a small portion of those. The other visas are aimed at investors and skilled workers. Singh has not been reported to have a work visa of any type. The company he worked for, White Hawk Carriers of Ceres, California, no longer has for-hire operating authority . Neither greater ELP enforcement nor a related freeze on new work visas are expected to have a major impact on US truck capacity or pricing. ELP enforcement The DOT action highlights uneven state enforcement of the ELP requirement. Since June 25, the FMCSA has considered failure to pass an ELP test as an out-of-service violation for truck drivers. New Mexico and Washington have adopted the ELP guidance issued by the DOT but are not enforcing it, the DOT said in a statement, adding that California has yet to adopt and enforce compatible ELP laws and regulations. New Mexico allegedly did not administer an ELP test when state police conducted a roadside inspection of Singh and his truck in July. Singh was given a speeding ticket. States receiving MCSAP funds are required to adopt FMCSA regulations in their own laws , but how that is done, and how quickly, can vary from state to state. Out of 6,067 ELP violations issued during roadside inspections so far in calendar year 2025, 1,201 have resulted in out-of-service orders, according to FMCSA data. That compares with 5,863 violations and five out-of-service orders in calendar year 2024. An analysis by trucker magazine Overdrive found Texas, Arizona and California were the top three states for ELP violations from June 25 to July 20, with 2,089 violations. Those violations only resulted in 50 out-of-service orders, however. That’s because most of those violations occurred in counties on the US-Mexico border, where inspectors are allowed to issue violations but not place drivers out of service. Non-border states mostly have placed drivers with ELP violations out of service since June 25, Overdrive found. Contact William B. Cassidy at bill.cassidy@spglobal.com .

Trucking News

Truckload

Flatbed

Trucking labor

Surface

US DOT presses states to enforce English-language trucking rules

<div class="phx-topic abstract-wrapper">The Israeli carrier said it’s taking steps to comply with a purported ban on its ships at Turkish ports as relations between the two countries sour over the war in Gaza.</div>

The Israeli carrier said it’s taking steps to comply with a purported ban on its ships at Turkish ports as relations between the two countries sour over the war in Gaza.

<div class="phx-topic">Zim Integrated Shipping Services may revamp its Mediterranean long-distance and feeder networks due to Turkey’s purported ban on arrivals of Israeli-linked ships at its ports. Haifa-based Zim said Monday in a customer advisory that it plans on updating its vessel schedules due to the “latest decisions made by the authorities in Turkey regarding Israeli-linked vessels.” The company said it will service “Turkish customers while complying with the new guidelines.” The carrier did not provide any detail about those guidelines, but <a href="https://www.reuters.com/world/middle-east/turkish-ports-raise-new-barriers-israel-linked-ships-sources-say-2025-08-21/">Reuters reported last week</a> that Turkey’s port authorities are requesting local ship agents to declare that ships arriving at the country’s ports are not linked to Israel nor are carrying military or related cargoes destined for Israel. Some local ship agents are reportedly being told that the ban extends to any ships going to or from Israeli ports. Turkey’s move comes 15 months after the country suspended all trade with Israel in May 2024 due to the war in Gaza, with Turkey’s President Recep Erdogan ramping up his criticism after Israel signaled its intent to occupy more of Gaza. Following the ban, an unidentified Zim vessel was <a href="https://en.globes.co.il/en/article-turkey-prevents-zim-ship-from-docking-at-istanbul-port-1001519821">reportedly refused entry to Istanbul</a> last week, forcing the ship to dock in the Greek port of Piraeus instead. Zim did not return a request for comment about the ban. <h3>Long distance, feeder services affected </h3>Turkey’s ban has the potential to change the rotation on several long-distance Zim services. The carrier lists two Mediterranean-US East Coast services that call Turkey, along with one Asia-Europe service and one Mediterranean-Northwest Europe service. The other impact would be on its intra-Mediterranean feeder services, five of which call Turkish ports. While the extent of the ban is not clear, Zim has two services that also cross Turkey’s Bosphorus Straits to serve Black Sea ports. Zim’s vessels made 88 port calls to Turkey during the second quarter, according to AIS data from Sea-web, a sister company of the Journal of Commerce within S&amp;P Global. Contact Michael Angell at <a href="mailto:michael.angell@spglobal.com">michael.angell@spglobal.com</a>. </div>

Zim Integrated Shipping Services may revamp its Mediterranean long-distance and feeder networks due to Turkey’s purported ban on arrivals of Israeli-linked ships at its ports. Haifa-based Zim said Monday in a customer advisory that it plans on updating its vessel schedules due to the “latest decisions made by the authorities in Turkey regarding Israeli-linked vessels.” The company said it will service “Turkish customers while complying with the new guidelines.” The carrier did not provide any detail about those guidelines, but Reuters reported last week that Turkey’s port authorities are requesting local ship agents to declare that ships arriving at the country’s ports are not linked to Israel nor are carrying military or related cargoes destined for Israel. Some local ship agents are reportedly being told that the ban extends to any ships going to or from Israeli ports. Turkey’s move comes 15 months after the country suspended all trade with Israel in May 2024 due to the war in Gaza, with Turkey’s President Recep Erdogan ramping up his criticism after Israel signaled its intent to occupy more of Gaza. Following the ban, an unidentified Zim vessel was reportedly refused entry to Istanbul last week, forcing the ship to dock in the Greek port of Piraeus instead. Zim did not return a request for comment about the ban. Long distance, feeder services affected Turkey’s ban has the potential to change the rotation on several long-distance Zim services. The carrier lists two Mediterranean-US East Coast services that call Turkey, along with one Asia-Europe service and one Mediterranean-Northwest Europe service. The other impact would be on its intra-Mediterranean feeder services, five of which call Turkish ports. While the extent of the ban is not clear, Zim has two services that also cross Turkey’s Bosphorus Straits to serve Black Sea ports. Zim’s vessels made 88 port calls to Turkey during the second quarter, according to AIS data from Sea-web, a sister company of the Journal of Commerce within S&P Global. Contact Michael Angell at michael.angell@spglobal.com .

Zim signals changes to Med network amid apparent Turkish port ban

<div class="phx-topic abstract-wrapper">CPKC’s opposition comes just two years after its acquisition of Kansas City Southern Railway was approved by US regulators.</div>

CPKC’s opposition comes just two years after its acquisition of Kansas City Southern Railway was approved by US regulators.

<div class="phx-topic">Canadian Pacific Kansas City (CPKC) on Tuesday urged federal regulators to reject Union Pacific Railroad’s proposed acquisition of Norfolk Southern Railway, arguing the deal, which would create the US’ first coast-to-coast railroad, would not serve the public interest and that shippers can achieve similar benefits through stronger rail partnerships. The opposition comes two years after US regulators approved Canadian Pacific’s takeover of Kansas City Southern, the last major rail merger that created CPKC. “We believe that a transcontinental merger would trigger permanent restructuring of the industry and result in a disproportionately large railway whose size and scope would require others to take action,” Keith Creel, CPKC’s president and CEO, said in a statement. “This will likely result in an unnecessary wave of railway mergers that today is not the best way to support American businesses nor the public interest, and has the potential to create more issues than it solves.” Union Pacific and Norfolk Southern expect to file their application with the US Surface Transportation Board by mid-January. A final decision on the proposed deal is unlikely until at least the spring of 2027 at the earliest The two railroads argue the combination would create the nation’s first true <a href="https://www.joc.com/article/up-looks-to-create-first-coast-to-coast-railroad-with-85-billion-ns-deal-6052288">transcontinental US carrier</a>, but CPKC believes further rail consolidation is unnecessary. “The existing six major railways in the United States are capable of offering their customers high-quality and near-seamless transportation services across the continent,” CPKC said. “As evidenced by previous rail network alliances by CPKC and CSX in the Southeast US, as well as the recent alliance announced by BNSF and CSX, there remain opportunities for further cooperation between ‘willing’ railways to improve service while preserving optionality for shippers.” Warren Buffett, chairman of Berkshire Hathaway, which owns BNSF Railway, echoed that view in a <a href="https://www.cnbc.com/2025/08/25/warren-buffett-is-not-in-market-to-buy-another-railroad-but-he-met-with-csx-ceo-about-greater-cooperation.html">CNBC interview</a> Monday. He said he was not interested in acquiring another railroad and told CSX CEO Joe Hinrichs in an Aug. 3 meeting that partnerships can deliver the same benefits. BNSF and CSX last week <a href="https://www.joc.com/article/bnsf-csx-unveil-new-joint-intermodal-lanes-in-aftermath-of-up-ns-merger-6067789">announced</a> a joint service linking Southern California with Charlotte and Jacksonville and Phoenix with Atlanta. The trains will operate in a nearly single-line fashion via BNSF to Atlanta, where the railroads co-manage a terminal in Fairburn, Georgia, before CSX moves loads onward to Charlotte and Jacksonville. Neither BNSF nor CSX has taken a public position on the UP-NS transaction. Canadian National Railway has also remained silent, a stance that may reflect its close partnerships with Union Pacific and Norfolk Southern. CN and UP are the two railroads involved in the Falcon Premium service, an intermodal offering connecting Canada and Mexico. CN also runs dozens of cross-border US lanes with UP and NS using a shared pool of rail-owned containers, known as “EMP” boxes, many of which interchange with NS in the eastern US. <h3>Others support UP-NS deal </h3>Other companies, however, have endorsed the proposed deal. C.R. England, a leading temperature-controlled carrier and UP partner, and Mode Global, a non-asset-based intermodal marketing company, said the UP-NS merger would improve service and lower costs for shippers. C.R. England, well known as a refrigerated truckload carrier, partners with UP on more than 95% of its temperature-controlled intermodal business in the western US. Mode is among the largest users of the rail-owned container pool. “The improved transit times and single-carrier service will mean faster, more reliable deliveries for our customers and lower shipping costs for beneficial cargo owners,” Mode CEO Lance Malesh said in a statement. “Ultimately, those savings will benefit the entire American economy — when shippers save, consumers do too.” C.R. England said the deal is something it has “dreamed about for years.” “It means faster transit, greater capacity, and lower costs,” Zach England, chief operating officer of C.R. England, said in a statement. “For our customers, that translates to improved supply chain efficiency and savings we can pass on to consumers.” Contact Ari Ashe at <a href="mailto:ari.ashe@spglobal.com">ari.ashe@spglobal.com</a>.</div>

Canadian Pacific Kansas City (CPKC) on Tuesday urged federal regulators to reject Union Pacific Railroad’s proposed acquisition of Norfolk Southern Railway, arguing the deal, which would create the US’ first coast-to-coast railroad, would not serve the public interest and that shippers can achieve similar benefits through stronger rail partnerships. The opposition comes two years after US regulators approved Canadian Pacific’s takeover of Kansas City Southern, the last major rail merger that created CPKC. “We believe that a transcontinental merger would trigger permanent restructuring of the industry and result in a disproportionately large railway whose size and scope would require others to take action,” Keith Creel, CPKC’s president and CEO, said in a statement. “This will likely result in an unnecessary wave of railway mergers that today is not the best way to support American businesses nor the public interest, and has the potential to create more issues than it solves.” Union Pacific and Norfolk Southern expect to file their application with the US Surface Transportation Board by mid-January. A final decision on the proposed deal is unlikely until at least the spring of 2027 at the earliest The two railroads argue the combination would create the nation’s first true transcontinental US carrier , but CPKC believes further rail consolidation is unnecessary. “The existing six major railways in the United States are capable of offering their customers high-quality and near-seamless transportation services across the continent,” CPKC said. “As evidenced by previous rail network alliances by CPKC and CSX in the Southeast US, as well as the recent alliance announced by BNSF and CSX, there remain opportunities for further cooperation between ‘willing’ railways to improve service while preserving optionality for shippers.” Warren Buffett, chairman of Berkshire Hathaway, which owns BNSF Railway, echoed that view in a CNBC interview Monday. He said he was not interested in acquiring another railroad and told CSX CEO Joe Hinrichs in an Aug. 3 meeting that partnerships can deliver the same benefits. BNSF and CSX last week announced a joint service linking Southern California with Charlotte and Jacksonville and Phoenix with Atlanta. The trains will operate in a nearly single-line fashion via BNSF to Atlanta, where the railroads co-manage a terminal in Fairburn, Georgia, before CSX moves loads onward to Charlotte and Jacksonville. Neither BNSF nor CSX has taken a public position on the UP-NS transaction. Canadian National Railway has also remained silent, a stance that may reflect its close partnerships with Union Pacific and Norfolk Southern. CN and UP are the two railroads involved in the Falcon Premium service, an intermodal offering connecting Canada and Mexico. CN also runs dozens of cross-border US lanes with UP and NS using a shared pool of rail-owned containers, known as “EMP” boxes, many of which interchange with NS in the eastern US. Others support UP-NS deal Other companies, however, have endorsed the proposed deal. C.R. England, a leading temperature-controlled carrier and UP partner, and Mode Global, a non-asset-based intermodal marketing company, said the UP-NS merger would improve service and lower costs for shippers. C.R. England, well known as a refrigerated truckload carrier, partners with UP on more than 95% of its temperature-controlled intermodal business in the western US. Mode is among the largest users of the rail-owned container pool. “The improved transit times and single-carrier service will mean faster, more reliable deliveries for our customers and lower shipping costs for beneficial cargo owners,” Mode CEO Lance Malesh said in a statement. “Ultimately, those savings will benefit the entire American economy — when shippers save, consumers do too.” C.R. England said the deal is something it has “dreamed about for years.” “It means faster transit, greater capacity, and lower costs,” Zach England, chief operating officer of C.R. England, said in a statement. “For our customers, that translates to improved supply chain efficiency and savings we can pass on to consumers.” Contact Ari Ashe at ari.ashe@spglobal.com .

North-American rail

Rail News

UP-NS deal would trigger ‘unnecessary wave’ of rail mergers: CPKC

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

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

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

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

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

Use code GTW695 at checkout and save $800 on first year of an annual Gold subscription!

Upgrade Subscription - Gold Trials

Become a Gold Subscriber and Save!

Arm your team with the most trusted information portal for the international container shipping industry.

Group Subscriptions - Wide Box

Get into a group subscription today

Use code ESSW30 at checkout to save 30% on a Silver or Silver Plus annual subscription! 

Subscribe Now - FT/Anonymous to S/SP - Wide Box

END OF SUMMER SALE

Use code ESSW595 at checkout to save $900 on first year of a Gold subscription and 20% on a TPM26 registration!

Upgrade Subscription - S/SP to Gold - Wide Box

Access Journal of Commerce content for 30 days

Free Trial - Wide Box

START A FREE TRIAL TODAY

Use code ESSGW995 at checkout to save $500 on first year of a Gold subscription and 20% on a TPM26 registration!

Subscribe Now - FT/Anonymous to Gold - Wide Box

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

Photo 2.png

SSA Marine Mexico: True Commitment to Sustainability

START A FREE TRIAL: Access Journal of Commerce content for 30 days

Free Trial - Offer Box

Free Trial

END OF SUMMER SALE: Use code ESSW30 to save 30% on first year of a Silver or Silver Plus annual subscription!


Subscribe Now - FT/Anonymous to S/SP - Offer Box

SUBSCRIBE AND SAVE

GET INTO A GROUP SUBSCRIPTION: Arm your team with unlimited Journal of Commerce content

Group Subscriptions - Offer Box

Group Subscriptions

UPGRADE TO GOLD AND SAVE: Use code GTW695 at checkout and save $800 on first year of a Gold subscription!

Upgrade Subscription

END OF SUMMER SALE: Use code ESSW595 at checkout to save $900 on first year of a Gold subscription and 20% on TPM26! 

Upgrade Subscription - S/SP to Gold - Offer Box

END OF SUMMER SALE: Use code ESSW995 to save $500 on an annual Gold subscription and 20% on a TPM26 registration!

Subscribe Now - FT/Anonymous to Gold - Offer Box

A must-attend conference for shippers & logistics providers moving goods inland

Inland Conference - Rectangle Box

Attend Inland25

Monthly publication providing an editorial deep dive into global supply chain news

Journal of Commerce Magazine - Rectangle Box

Journal of Commerce Magazine

A premium access index of savings using domestic intermodal vs. OTR 

ISI Report - Rectangle Box

Intermodal Savings Index

An in-depth analysis of transport trends in the multipurpose and heavy-lift fleet segment

Breakbulk Report - Rectangle Box

Breakbulk Quarterly

An extensive dashboard of charts organized by trade lane, mode, and topic

Gateway - Rectangle Box

Gateway

Customers scoring their intermodal partners to identify the best service providers

Intermodal Service Scorecard - Rectangle Box

Intermodal Service Scorecard

A premium access outlook critical to shippers and transportation providers

QI Report - Rectangle Box

Quarterly Intelligence

The latest container shipping news and analysis of ocean container shipping, logistics, supply chains, technology solutions and end-to-end connectivity. Coverage includes the movement of containerized cargo handled by marine terminals and container ports, depots, container lines, drayage, consignees, importers and shippers, forwarders, non-vessel operating common carriers (NVOs) and off-dock warehousing providers. The Journal of Commerce's container shipping news includes news from the trans-Pacific, Asia–Europe, North America–Caribbean, Central and South America trades, and intra-Asia trades.

Trans-Atlantic

Forwarding

Asia-Europe

Trans-Pacific

Container shipping news and analysis of ocean container shipping, logistics, supply chains, technology and end-to-end connectivity.

Container Shipping News | Journal of Commerce

The Journal of Commerce is the industry’s source for maritime news and analysis about ocean container shipping, logistics, supply chains, global shipping ports, shipping technology solutions and end-to-end connectivity. Coverage tracks the movement of containerized cargo — from origin to destination — handled by marine terminals in the US and abroad, depots, container ports, container lines, drayage, consignees and shippers, forwarders, non-vessel operating common carriers (NVOs) and off-dock warehousing providers, as well as pricing, capacity, volume and reliability on the trans-Pacific, Asia–Europe, North America–Caribbean, Central and South American and intra-Asia trades.

Discover comprehensive trucking news and trends with Journal of Commerce - from trucking LTL to regulation and trucking supply and demand.

Breakbulk News shipping | Journal of Commerce

Breakbulk News

Stay informed on port news worldwide with Journal of Commerce. From decarbonization to labor updates, get insights on global developments.

Port News | Journal of Commerce

News and analysis of ocean containerized cargo movement, logistics, supply chains, technology, and end-to-end connectivity. Maritime news and analysis of containerized ocean cargo movement, breakbulk and roll-on and roll-off shipping from origin to destination.

Latest News

More News & Analysis

Rocky stretch ahead for shippers, carriers in 2026 and beyond

US DOT presses states to enforce English-language trucking rules

Zim signals changes to Med network amid apparent Turkish port ban