<div class="phx-topic abstract-wrapper">The Port Authority of New York and New Jersey is asking Congress for $63.1 million in the 1989 fisca</div>

The Port Authority of New York and New Jersey is asking Congress for $63.1 million in the 1989 fisca

<div>The Port Authority of New York and New Jersey is asking Congress for $63.1 million in the 1989 fiscal year, most of it for a project to deepen channels serving the port's major terminal facilities.The port authority needs $54.3 million for the second year of a three- year project to deepen the Kill Van Kull and Newark Bay channels, which provide access to the container terminals at Port Newark and Port Elizabeth, said James J. Kirk, director of the Port Authority's port department.In a letter sent last week, Mr. Kirk asked U.S. congressional representatives in the port district of New...

The Port Authority of New York and New Jersey is asking Congress for $63.1 million in the 1989 fiscal year, most of it for a project to deepen channels serving the port's major terminal facilities. The port authority needs $54.3 million for the second year of a three- year project to deepen the Kill Van Kull and Newark Bay channels, which provide access to the container terminals at Port Newark and Port Elizabeth, said James J. Kirk, director of the Port Authority's port department.In a letter sent last week, Mr. Kirk asked U.S. congressional representatives in the port district of New York and New Jersey to support the budget requests. The other major construction proposed for the next fiscal year, which begins in October, involves a $5 million project to remove old vessels and derelict waterfront structures that contribute heavily to hazardous drifts in the port area, according to Mr. Kirk. This material, if left uncontrolled, has the potential of not only seriously damaging vessels but also washing up on recreational beaches along the New York-New Jersey shore, Mr. Kirk wrote to members of Congress. Mr. Kirk said the port authority is requesting that about $4 million be approved for studies of projects to deepen the Red Hook Flats Anchorage off Brooklyn, and the Arthur Kill. (

Maritime

NY PORT ASKS CONGRESS FOR DREDGING FUNDS

<div class="phx-topic abstract-wrapper">While intermodal savings remain above 20%, according to the latest Intermodal Savings Index, there is not enough pressure yet in the trucking market to drive up rates across the US on intermodal rail.</div>

While intermodal savings remain above 20%, according to the latest Intermodal Savings Index, there is not enough pressure yet in the trucking market to drive up rates across the US on intermodal rail.

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<div class="phx-topic">US shippers saved an average of 21% on spot market freight and nearly 25% on contract loads in the third quarter by using domestic intermodal instead of long-haul trucking as truckload spot rates began to recover, according to the latest Journal of Commerce <a href="https://www.joc.com/resources/special-reports/intermodal-savings-index">Intermodal Savings Index</a> (ISI). Intermodal contract rates were flat in the third quarter compared with a year ago — up 0.4% excluding fuel, but down 0.2% including fuel. Momentum picked up in September, however, as spot truckload rates on indexed lanes rose 2% year over year; preliminary data for October shows spot truckload rates continued to rise. Truckload spot rates tend to be a leading indicator, which results in truckload contract rates rising, with intermodal rates eventually following as capacity tightens. North American railroads hauled 2.22 million domestic containers in the third quarter, up 2.5% compared with a year ago, according to the Intermodal Association of North America (IANA). The results were better than the Journal of Commerce forecast of a 1% decline for the third quarter, due to an unusually strong September. IANA reported domestic container volume grew 5.8% year over year in September. “[It was] a delayed West Coast peak season from what we originally anticipated,” Phil Yeager, CEO of intermodal service provider Hub Group, said on an Oct. 30 earnings call. “We did not see that inventory materially impact domestic shipping until following the Labor Day holiday. Strong West Coast shipping demand in September continued through October, and customers are indicating that will be maintained into November.” The Spot ISI averaged 121.1 in the third quarter, up from 120.0 a year ago. The Contract ISI slipped to 124.5 from 126 a year ago. Index values above 100 indicate intermodal is the more cost-effective mode; the higher the index number, the greater the savings. A spot ISI of 121.1 translates to a 21.1% savings on intermodal versus truckload, and a contract ISI of 124.5 implies a 24.5% savings. All calculations assume local drayage at origin and destination, so shippers with distribution centers more than 30 minutes from the terminal will save less than the index values. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="ec19c445-5809-4a2a-9f63-2d09d02aca85"></dynamic-object></div>In terms of raw dollars, intermodal shippers saved an average of $563 per container on the spot market in the third quarter and $734 per container on the contract market. In Q3 2024, the average spot intermodal load saved $633 per container, with the contract load saving $704 per container. Spot intermodal rates rose 3 cents between July and September to $1.56 per mile, while spot truckload rates rose 6 cents to $1.95 during the same period, according to the ISI. Contract truckload rates fell 2 cents to $1.94 per mile in Q3, while contract intermodal rates rose 1 cent to $1.50 per mile, primarily due to peak season surcharges. <h3>Watching 2026 </h3>It’s unclear whether the momentum in the late third quarter will translate into rate increases in truckload or intermodal next year. A prolonged West Coast peak season in 2024 yielded only minimal rate increases in contracts negotiated earlier this year on lanes exiting Southern California, while annual pricing on other lanes was flat or down. J.B. Hunt Transport Services and Hub Group were reserved in their outlook for 2026 intermodal bids. “What is washed in the results is there is some good pricing movement in the head-hauls. There is some negative pricing in backhauls,” Darren Field, president of J.B. Hunt’s intermodal division, said on an Oct. 15 earnings call. “And when you combine them, it looks relatively muted in terms of price per load.” Field also described transcontinental volume on head-haul lanes out of Southern California as “disappointing” in the third quarter. Yeager was also non-committal about how Hub Group will approach bid season. “[We are] executing with the mindset that we aren't going to get cyclical help [from the economy],” he said on the earnings call. “We want to see that capacity tighten. We certainly want to get our foundational network established at the front end of bid season…we do see great opportunities in the head-haul right now.” <a href="https://www.joc.com/article/volume-not-pricing-driving-us-intermodal-results-in-q3-6099159">Intermodal executives</a> at the Journal of Commerce Inland Distribution Conference Sept. 29-Oct. 1 predicted that contract rates will rise on outbound lanes in California in early 2026, but remain flat or down elsewhere. Contact Ari Ashe at <a href="mailto:ari.ashe@spglobal.com">ari.ashe@spglobal.com</a>. The data behind the Contract ISI and Spot ISI is available to Journal of Commerce subscribers with a Gold-tier subscription. </div>

US shippers saved an average of 21% on spot market freight and nearly 25% on contract loads in the third quarter by using domestic intermodal instead of long-haul trucking as truckload spot rates began to recover, according to the latest Journal of Commerce Intermodal Savings Index (ISI). Intermodal contract rates were flat in the third quarter compared with a year ago — up 0.4% excluding fuel, but down 0.2% including fuel. Momentum picked up in September, however, as spot truckload rates on indexed lanes rose 2% year over year; preliminary data for October shows spot truckload rates continued to rise. Truckload spot rates tend to be a leading indicator, which results in truckload contract rates rising, with intermodal rates eventually following as capacity tightens. North American railroads hauled 2.22 million domestic containers in the third quarter, up 2.5% compared with a year ago, according to the Intermodal Association of North America (IANA). The results were better than the Journal of Commerce forecast of a 1% decline for the third quarter, due to an unusually strong September. IANA reported domestic container volume grew 5.8% year over year in September. “[It was] a delayed West Coast peak season from what we originally anticipated,” Phil Yeager, CEO of intermodal service provider Hub Group, said on an Oct. 30 earnings call. “We did not see that inventory materially impact domestic shipping until following the Labor Day holiday. Strong West Coast shipping demand in September continued through October, and customers are indicating that will be maintained into November.” The Spot ISI averaged 121.1 in the third quarter, up from 120.0 a year ago. The Contract ISI slipped to 124.5 from 126 a year ago. Index values above 100 indicate intermodal is the more cost-effective mode; the higher the index number, the greater the savings. A spot ISI of 121.1 translates to a 21.1% savings on intermodal versus truckload, and a contract ISI of 124.5 implies a 24.5% savings. All calculations assume local drayage at origin and destination, so shippers with distribution centers more than 30 minutes from the terminal will save less than the index values. In terms of raw dollars, intermodal shippers saved an average of $563 per container on the spot market in the third quarter and $734 per container on the contract market. In Q3 2024, the average spot intermodal load saved $633 per container, with the contract load saving $704 per container. Spot intermodal rates rose 3 cents between July and September to $1.56 per mile, while spot truckload rates rose 6 cents to $1.95 during the same period, according to the ISI. Contract truckload rates fell 2 cents to $1.94 per mile in Q3, while contract intermodal rates rose 1 cent to $1.50 per mile, primarily due to peak season surcharges. Watching 2026 It’s unclear whether the momentum in the late third quarter will translate into rate increases in truckload or intermodal next year. A prolonged West Coast peak season in 2024 yielded only minimal rate increases in contracts negotiated earlier this year on lanes exiting Southern California, while annual pricing on other lanes was flat or down. J.B. Hunt Transport Services and Hub Group were reserved in their outlook for 2026 intermodal bids. “What is washed in the results is there is some good pricing movement in the head-hauls. There is some negative pricing in backhauls,” Darren Field, president of J.B. Hunt’s intermodal division, said on an Oct. 15 earnings call. “And when you combine them, it looks relatively muted in terms of price per load.” Field also described transcontinental volume on head-haul lanes out of Southern California as “disappointing” in the third quarter. Yeager was also non-committal about how Hub Group will approach bid season. “[We are] executing with the mindset that we aren't going to get cyclical help [from the economy],” he said on the earnings call. “We want to see that capacity tighten. We certainly want to get our foundational network established at the front end of bid season…we do see great opportunities in the head-haul right now.” Intermodal executives at the Journal of Commerce Inland Distribution Conference Sept. 29-Oct. 1 predicted that contract rates will rise on outbound lanes in California in early 2026, but remain flat or down elsewhere. Contact Ari Ashe at ari.ashe@spglobal.com . The data behind the Contract ISI and Spot ISI is available to Journal of Commerce subscribers with a Gold-tier subscription.

Rail News

North-American rail

Intermodal providers

Surface

Intermodal savings rose in Q3, but might not yield high rates in ‘26

<div class="phx-topic abstract-wrapper">The migration of European carriers away from their traditional foreign "flags of convenience" to India’s emerging market is seen as a major maritime boost for New Delhi as it vigorously seeks private investment to drive economic growth.</div>

The migration of European carriers away from their traditional foreign "flags of convenience" to India’s emerging market is seen as a major maritime boost for New Delhi as it vigorously seeks private investment to drive economic growth.

<div class="phx-topic">Mediterranean Shipping Co. (MSC) has become the latest major ocean carrier to invest beyond port-to-port shipping and inland logistics operations in India. The world’s largest liner operator has confirmed a program to reflag 12 of its container ships to the Indian registry, <a href="https://nam11.safelinks.protection.outlook.com/?url=https%3A%2F%2Fwww.joc.com%2Farticle%2Fmaersk-joins-cma-cgm-in-reflagging-container-ships-in-india-amid-antitrust-pressure-6104614&amp;data=05%7C02%7Ckevin.saville2%40spglobal.com%7Ce25119e77e48409f9fd008de1afbe98d%7C8f3e36ea80394b4081a77dc0599e8645%7C1%7C0%7C638977866451687870%7CUnknown%7CTWFpbGZsb3d8eyJFbXB0eU1hcGkiOnRydWUsIlYiOiIwLjAuMDAwMCIsIlAiOiJXaW4zMiIsIkFOIjoiTWFpbCIsIldUIjoyfQ%3D%3D%7C0%7C%7C%7C&amp;sdata=ATLTeE4VZiT%2FdEk4u7KDaKfZ6tz6lsNZ648tVwEVkE4%3D&amp;reserved=0">adding to the wave of recent similar flag changes already carried out by CMA CGM and Maersk</a>. In a LinkedIn post Monday, MSC CEO Soren Toft said the planned Indian-flagged fleet operation “strengthens the company’s long-term partnership and support for India’s maritime ambitions.” “India is a key country for MSC, with continued strong development across shipping, ports and logistics,” Toft noted. Details of the vessels to be registered in India were not immediately disclosed. Efforts to seek comment from officials at MSC (India) were unsuccessful. <h3>Boost for New Delhi</h3>MSC’s reflagging move was another key industry investment commitment unfolded at <a href="https://nam11.safelinks.protection.outlook.com/?url=https%3A%2F%2Fwww.joc.com%2Farticle%2Fdp-world-lines-up-5-billion-investment-program-for-india-expansion-6106499&amp;data=05%7C02%7Ckevin.saville2%40spglobal.com%7Ce25119e77e48409f9fd008de1afbe98d%7C8f3e36ea80394b4081a77dc0599e8645%7C1%7C0%7C638977866451709845%7CUnknown%7CTWFpbGZsb3d8eyJFbXB0eU1hcGkiOnRydWUsIlYiOiIwLjAuMDAwMCIsIlAiOiJXaW4zMiIsIkFOIjoiTWFpbCIsIldUIjoyfQ%3D%3D%7C0%7C%7C%7C&amp;sdata=CI4%2FOl11z7UXiroHYAMAqcQMiEMmlWAuZOMn%2FPwT%2F%2FQ%3D&amp;reserved=0">the recent maritime summit in Mumbai.</a> The migration of European carriers away from their traditional cost-saving foreign "flags of convenience" to India’s emerging market is seen as a major maritime boost for New Delhi as it vigorously seeks private investment to drive economic growth through a buildup of manufacturing and export verticals. Additionally, carrier collaborations <a href="https://nam11.safelinks.protection.outlook.com/?url=https%3A%2F%2Fwww.joc.com%2Farticle%2Fcma-cgm-signs-350-million-indian-shipbuilding-order-for-six-box-ships-6097779&amp;data=05%7C02%7Ckevin.saville2%40spglobal.com%7Ce25119e77e48409f9fd008de1afbe98d%7C8f3e36ea80394b4081a77dc0599e8645%7C1%7C0%7C638977866451727877%7CUnknown%7CTWFpbGZsb3d8eyJFbXB0eU1hcGkiOnRydWUsIlYiOiIwLjAuMDAwMCIsIlAiOiJXaW4zMiIsIkFOIjoiTWFpbCIsIldUIjoyfQ%3D%3D%7C0%7C%7C%7C&amp;sdata=%2FDyTYJQw5D4RIVSbQMl9WMVuKyoBpeTzvxQI%2FT3TmeE%3D&amp;reserved=0">with Indian shipbuilding yards are gathering pace</a>, with the lead taken by Maersk and CMA CGM. MSC was reportedly weighing similar interest following Toft’s meeting with Indian government leaders earlier this year. MSC is the largest ocean carrier out of India, with growing landside investment interests that include container terminal partnerships with Adani at Mundra and Ennore (Chennai). The carrier handles large-scale regional transshipment volumes at Mundra as well as Vizhinjam Port, India’s newest container hub that is also managed by Adani. Contact Bency Mathew at <a href="mailto:bencyvmathew@gmail.com">bencyvmathew@gmail.com.</a></div>

Mediterranean Shipping Co. (MSC) has become the latest major ocean carrier to invest beyond port-to-port shipping and inland logistics operations in India. The world’s largest liner operator has confirmed a program to reflag 12 of its container ships to the Indian registry, adding to the wave of recent similar flag changes already carried out by CMA CGM and Maersk . In a LinkedIn post Monday, MSC CEO Soren Toft said the planned Indian-flagged fleet operation “strengthens the company’s long-term partnership and support for India’s maritime ambitions.” “India is a key country for MSC, with continued strong development across shipping, ports and logistics,” Toft noted. Details of the vessels to be registered in India were not immediately disclosed. Efforts to seek comment from officials at MSC (India) were unsuccessful. Boost for New Delhi MSC’s reflagging move was another key industry investment commitment unfolded at the recent maritime summit in Mumbai. The migration of European carriers away from their traditional cost-saving foreign "flags of convenience" to India’s emerging market is seen as a major maritime boost for New Delhi as it vigorously seeks private investment to drive economic growth through a buildup of manufacturing and export verticals. Additionally, carrier collaborations with Indian shipbuilding yards are gathering pace , with the lead taken by Maersk and CMA CGM. MSC was reportedly weighing similar interest following Toft’s meeting with Indian government leaders earlier this year. MSC is the largest ocean carrier out of India, with growing landside investment interests that include container terminal partnerships with Adani at Mundra and Ennore (Chennai). The carrier handles large-scale regional transshipment volumes at Mundra as well as Vizhinjam Port, India’s newest container hub that is also managed by Adani. Contact Bency Mathew at bencyvmathew@gmail.com.

Container lines

North American ports

Marine terminals

Container Shipping News

MSC agrees to reflag 12 container ships in India in diversification push

<div class="phx-topic abstract-wrapper">Trade software vendor Altana released a tool this month designed to help US Customs and Border Protection match its ability to screen import goods at a level on par with new US regulations. </div>

Trade software vendor Altana released a tool this month designed to help US Customs and Border Protection match its ability to screen import goods at a level on par with new US regulations.

<div class="phx-topic">Increasing trade regulations in various countries are putting a burden on customs agencies that most are unable to cope with because those agencies lack the ability to effectively scrutinize product components and suppliers involved in complex supply chains. US Customs and Border Protection (CBP) is at the forefront of this challenge, given the scrutiny that import supply chains are receiving under the Trump administration. But the US is far from the only key trade country that has increased such scrutiny on importers and exporters. “The key thing to call out is these trade policies are compelling the border agencies to scrutinize the supply chain network beyond their own borders into extra-territorial regulations,” Evan Smith, CEO of trade software vendor Altana, told the Journal of Commerce. Essentially, a government’s ability to dictate whether a product faces higher duties based on the place where a subcomponent or material of that product was placed is a new and growing challenge, Smith said. “Any government has the ability to say what happens within its borders, but what’s new is deciding that what happens in other countries can be enforced at your borders,” he said. Regulations like the EU’s carbon border adjustment mechanism, or China’s export controls on rare earth minerals should be thought of as in the same realm as US component-based tariffs and forced labor restrictions, according to Smith. The major constraint on CBP and other customs authorities is that the data provided in a customs entry filing can’t support what CBP needs given its task of understanding the origin of product materials. <h3>More data needed </h3>“The customs process has been built around transactions,” Smith said. “A shipment arrives, duties are paid and it’s released or not. But the customs process is literally breaking in this environment.” Smith said, for instance, that the Automated Broker Interface, which customs brokers use to file entries with CBP, can’t receive information about the entire supply chain network responsible for a shipment. “It’s a goods description with a HS code (used to classify goods for international shipping),” and other characteristics of the shipment,” he said. “That level is insufficient for CBP to make a determination about the value chain network of the goods, where was it made, what are its component parts.” Altana has been working with CBP on a public-private partnership that would enable CBP to digest that data before goods even hit a port or airport – sometimes even before a product has been manufactured — by allowing importers to proactively convey information related to the manufacturing and transportation of the product. That partnership became what Altana calls Product Passports, which Smith likens to Global Entry for goods. Maersk, LL Bean, BASF, and a range of apparel manufacturers, chemical companies, retailers and automotive suppliers are already using the product, which Altana released publicly earlier this month. <h3>Increased supply chain scrutiny </h3>Trade compliance experts have for months told the Journal of Commerce that importers need to recognize that CBP scrutiny of import supply chains — not just import shipments — would ramp up. For example, one compliance source who did not want to be identified said the Altana tool helps CBP proactively identify the content and value of steel and aluminum in a given product so that Section 232 duties on those components are claimed and paid correctly, something the source called “a huge challenge right now.” And the agency’s technology expansion encompasses more than just Altana. Another software vendor, Exiger, announced last week it has signed a multi-million-dollar deal with CBP to detect fraudulent country-of-origin determination by importers. Altana’s strategy has been to work with custom authorities and large global third-party logistics providers and then approach importers and exporters to persuade them to use a common platform. The Product Passport tools are a manifestation of that aim. “Think of it as a payload of information from the importer to CBP,” Smith said. “AI screens it on both sides, and any potential risk is flagged, and now CBP and the importer’s suppliers have a collaboration layer.” As an example, Smith said a CBP officer can say, “this thing in your tier 2 supplier looks off to us,” and the importer can then upload documents that attest to the “hygiene” of the supplier. That enables communication between CBP and the importer that is not possible outside of a trade compliance dialogue or determination process that typically involves a shipment detention or legal proceeding. With <a href="https://www.joc.com/article/importers-see-major-uptick-in-cbp-requests-for-shipment-information-6097919">importers receiving a historic level</a> of Customs Forms 28 (CF-28) requests for information issued by CBP about specific shipments, Smith said the passports are essentially a way to avoid having to respond to the deluge of such requests. Altana is in the process of rolling out the capability with CBP to create passports for e-commerce and small packages so the customs agency can better handle the flood of entries associated with shipments that previously qualified as duty-free under the de minimis rule. This extension would create a data pipeline from an e-commerce checkout platform or a courier booking to allow CBP to do the same pre-screening with AI, with the customs entry linked through an Altana-assigned ID to the specific shipment. “It’s an architecture designed for this new trade paradigm, separate of, and in advance of, the customs entry,” Smith said. “And in the dream state, the entry dissolves away because it’s not needed.” The compliance expert agreed. “This will eventually become the entry process itself for larger importers,” the source said. Contact Eric Johnson at <a href="mailto:eric.johnson@spglobal.com">eric.johnson@spglobal.com</a>. </div>

Increasing trade regulations in various countries are putting a burden on customs agencies that most are unable to cope with because those agencies lack the ability to effectively scrutinize product components and suppliers involved in complex supply chains. US Customs and Border Protection (CBP) is at the forefront of this challenge, given the scrutiny that import supply chains are receiving under the Trump administration. But the US is far from the only key trade country that has increased such scrutiny on importers and exporters. “The key thing to call out is these trade policies are compelling the border agencies to scrutinize the supply chain network beyond their own borders into extra-territorial regulations,” Evan Smith, CEO of trade software vendor Altana, told the Journal of Commerce. Essentially, a government’s ability to dictate whether a product faces higher duties based on the place where a subcomponent or material of that product was placed is a new and growing challenge, Smith said. “Any government has the ability to say what happens within its borders, but what’s new is deciding that what happens in other countries can be enforced at your borders,” he said. Regulations like the EU’s carbon border adjustment mechanism, or China’s export controls on rare earth minerals should be thought of as in the same realm as US component-based tariffs and forced labor restrictions, according to Smith. The major constraint on CBP and other customs authorities is that the data provided in a customs entry filing can’t support what CBP needs given its task of understanding the origin of product materials. More data needed “The customs process has been built around transactions,” Smith said. “A shipment arrives, duties are paid and it’s released or not. But the customs process is literally breaking in this environment.” Smith said, for instance, that the Automated Broker Interface, which customs brokers use to file entries with CBP, can’t receive information about the entire supply chain network responsible for a shipment. “It’s a goods description with a HS code (used to classify goods for international shipping),” and other characteristics of the shipment,” he said. “That level is insufficient for CBP to make a determination about the value chain network of the goods, where was it made, what are its component parts.” Altana has been working with CBP on a public-private partnership that would enable CBP to digest that data before goods even hit a port or airport – sometimes even before a product has been manufactured — by allowing importers to proactively convey information related to the manufacturing and transportation of the product. That partnership became what Altana calls Product Passports, which Smith likens to Global Entry for goods. Maersk, LL Bean, BASF, and a range of apparel manufacturers, chemical companies, retailers and automotive suppliers are already using the product, which Altana released publicly earlier this month. Increased supply chain scrutiny Trade compliance experts have for months told the Journal of Commerce that importers need to recognize that CBP scrutiny of import supply chains — not just import shipments — would ramp up. For example, one compliance source who did not want to be identified said the Altana tool helps CBP proactively identify the content and value of steel and aluminum in a given product so that Section 232 duties on those components are claimed and paid correctly, something the source called “a huge challenge right now.” And the agency’s technology expansion encompasses more than just Altana. Another software vendor, Exiger, announced last week it has signed a multi-million-dollar deal with CBP to detect fraudulent country-of-origin determination by importers. Altana’s strategy has been to work with custom authorities and large global third-party logistics providers and then approach importers and exporters to persuade them to use a common platform. The Product Passport tools are a manifestation of that aim. “Think of it as a payload of information from the importer to CBP,” Smith said. “AI screens it on both sides, and any potential risk is flagged, and now CBP and the importer’s suppliers have a collaboration layer.” As an example, Smith said a CBP officer can say, “this thing in your tier 2 supplier looks off to us,” and the importer can then upload documents that attest to the “hygiene” of the supplier. That enables communication between CBP and the importer that is not possible outside of a trade compliance dialogue or determination process that typically involves a shipment detention or legal proceeding. With importers receiving a historic level of Customs Forms 28 (CF-28) requests for information issued by CBP about specific shipments, Smith said the passports are essentially a way to avoid having to respond to the deluge of such requests. Altana is in the process of rolling out the capability with CBP to create passports for e-commerce and small packages so the customs agency can better handle the flood of entries associated with shipments that previously qualified as duty-free under the de minimis rule. This extension would create a data pipeline from an e-commerce checkout platform or a courier booking to allow CBP to do the same pre-screening with AI, with the customs entry linked through an Altana-assigned ID to the specific shipment. “It’s an architecture designed for this new trade paradigm, separate of, and in advance of, the customs entry,” Smith said. “And in the dream state, the entry dissolves away because it’s not needed.” The compliance expert agreed. “This will eventually become the entry process itself for larger importers,” the source said. Contact Eric Johnson at eric.johnson@spglobal.com .

Transport, Trade and Regulation News

Logistics Technology News

Supply chain

Increased supply chain scrutiny at odds with customs enforcement capability

<div class="phx-topic abstract-wrapper">Beijing is expected to soon announce the start date of its own 12-month pause on reciprocal port fees on US ships, a deal that was agreed to last week as part of a broad trade framework hammered out by the two superpowers.</div>

Beijing is expected to soon announce the start date of its own 12-month pause on reciprocal port fees on US ships, a deal that was agreed to last week as part of a broad trade framework hammered out by the two superpowers.

<div class="phx-topic">The year-long pause on US port fees for Chinese-operated or -built ships, <a href="https://www.joc.com/article/us-china-suspend-reciprocal-port-fees-as-part-of-wider-trade-deal-6105849">agreed to last week between US and Chinese officials</a>, will start on Nov. 10, the White House announced Saturday. The move will pave the way for China to lift its retaliatory port fees on US-owned and -controlled vessels, although there was no immediate response from Beijing whether its suspension of port charges will occur on the same day as the US action. But one Hong Kong-based analyst expected China to end its charges on Nov. 10 or shortly after, repeating what happened when China followed the US in imposing reciprocal port call charges on Oct. 14. During the 12-month pause in port fees, “the US will negotiate with China” over Beijing’s alleged dominance in the maritime, logistics and shipbuilding sectors, the White House statement said, without giving further details. Those talks would take place while the US continued “its historic cooperation with the Republic of Korea and Japan on revitalizing American shipbuilding,” the statement added. The Nov. 10 date was announced in a statement that also gave further details of the trade concessions agreed to by both sides during talks in Kuala Lumpur, Malaysia, on Oct. 26 and confirmed by presidents Donald Trump and Xi Jinping at their meeting in South Korea last Thursday. The broad agreement will see China purchase at least 12 million metric tons of US soybeans during the last two months of this year and buy at least 25 million metric tons a year in 2026, 2027 and 2028. Additionally, China will resume purchases of US sorghum and hardwood logs. China will also suspend all the retaliatory tariffs announced since March 4, including levies “on a vast swath of US agricultural products including chicken, wheat, corn, cotton, sorghum, soybeans, pork, beef, aquatic products, fruits, vegetables and dairy products,” the White House statement said. China will suspend or remove all retaliatory non-tariff countermeasures taken against the US since March, the statement added. “China will further extend the expiration of its market-based tariff exclusion process for imports from the United States and exclusions will remain valid until Dec. 31, 2026,” the White House said. “China will terminate its various investigations targeting US companies in the semiconductor supply chain, including its antitrust, anti-monopoly, and anti-dumping investigations." The White House did not give any timeframe for China’s implementation of the trade concessions. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="a08410a8-0b00-4c48-9ef6-78b6354f0678"></dynamic-object></div>For its part, the US will end the 10% so-called “fentanyl tariffs” on Nov. 10 and maintain its suspension of heightened reciprocal tariffs on Chinese imports until Nov. 10, 2026. The current 10% reciprocal tariff will remain in effect during the suspension period, the statement said. US imports from China have fallen sharply since mid-year amid the trade dispute. Imports hit 984,280 TEUs in July, the second-highest mark in 2025, then fell in August and September, according to PIERS, a sister product of the Journal of Commerce within S&amp;P Global. <h3>Questions remain </h3>Despite the US-China deal on port fees, Brian Maloney, a partner at New York-based law firm Seward &amp; Kissel’s maritime and transportation group, said there are still many questions to be answered. “Will this apply to foreign-built vehicle carriers and ro/ro vessels or will the pause apply only to the fees for Chinese-owned, -operated or -built vessels?,” Maloney said. “When will the Chinese response pause kick in, which could matter for vessels actively trading? And will either country extend retroactive relief to Oct. 14?” Lars Jensen, CEO of consultant Vespucci Maritime and a Journal of Commerce contributor, said the lower tariffs open a window of opportunity for US shippers. “The question is whether it will prompt a boost in shipments — effectively pulling the seasonal boost from Chinese New Year forward by more than a month,” Jensen said <a href="https://www.linkedin.com/feed/update/urn:li:activity:7391046713332875264/">in a LinkedIn post Monday</a>. “The coming weeks will show whether this is going to happen, or whether US importers see the upside of lower tariffs more than counteracted by a risk of consumer spending slowdown in the US.” Jensen pointed out that shippers will have to go through the details of how the deal impacts them specifically. “But it is important to note here that almost all US actions are temporary in the sense that actions are merely paused until Nov. 10, 2026,” he wrote. “This means that more trade talks will have to happen prior to that date, and with this comes the risk of more changes [positive or negative]." Contact Keith Wallis at <a href="mailto:keithwallis@hotmail.com">keithwallis@hotmail.com</a>. </div>

The year-long pause on US port fees for Chinese-operated or -built ships, agreed to last week between US and Chinese officials , will start on Nov. 10, the White House announced Saturday. The move will pave the way for China to lift its retaliatory port fees on US-owned and -controlled vessels, although there was no immediate response from Beijing whether its suspension of port charges will occur on the same day as the US action. But one Hong Kong-based analyst expected China to end its charges on Nov. 10 or shortly after, repeating what happened when China followed the US in imposing reciprocal port call charges on Oct. 14. During the 12-month pause in port fees, “the US will negotiate with China” over Beijing’s alleged dominance in the maritime, logistics and shipbuilding sectors, the White House statement said, without giving further details. Those talks would take place while the US continued “its historic cooperation with the Republic of Korea and Japan on revitalizing American shipbuilding,” the statement added. The Nov. 10 date was announced in a statement that also gave further details of the trade concessions agreed to by both sides during talks in Kuala Lumpur, Malaysia, on Oct. 26 and confirmed by presidents Donald Trump and Xi Jinping at their meeting in South Korea last Thursday. The broad agreement will see China purchase at least 12 million metric tons of US soybeans during the last two months of this year and buy at least 25 million metric tons a year in 2026, 2027 and 2028. Additionally, China will resume purchases of US sorghum and hardwood logs. China will also suspend all the retaliatory tariffs announced since March 4, including levies “on a vast swath of US agricultural products including chicken, wheat, corn, cotton, sorghum, soybeans, pork, beef, aquatic products, fruits, vegetables and dairy products,” the White House statement said. China will suspend or remove all retaliatory non-tariff countermeasures taken against the US since March, the statement added. “China will further extend the expiration of its market-based tariff exclusion process for imports from the United States and exclusions will remain valid until Dec. 31, 2026,” the White House said. “China will terminate its various investigations targeting US companies in the semiconductor supply chain, including its antitrust, anti-monopoly, and anti-dumping investigations." The White House did not give any timeframe for China’s implementation of the trade concessions. For its part, the US will end the 10% so-called “fentanyl tariffs” on Nov. 10 and maintain its suspension of heightened reciprocal tariffs on Chinese imports until Nov. 10, 2026. The current 10% reciprocal tariff will remain in effect during the suspension period, the statement said. US imports from China have fallen sharply since mid-year amid the trade dispute. Imports hit 984,280 TEUs in July, the second-highest mark in 2025, then fell in August and September, according to PIERS, a sister product of the Journal of Commerce within S&P Global. Questions remain Despite the US-China deal on port fees, Brian Maloney, a partner at New York-based law firm Seward & Kissel’s maritime and transportation group, said there are still many questions to be answered. “Will this apply to foreign-built vehicle carriers and ro/ro vessels or will the pause apply only to the fees for Chinese-owned, -operated or -built vessels?,” Maloney said. “When will the Chinese response pause kick in, which could matter for vessels actively trading? And will either country extend retroactive relief to Oct. 14?” Lars Jensen, CEO of consultant Vespucci Maritime and a Journal of Commerce contributor, said the lower tariffs open a window of opportunity for US shippers. “The question is whether it will prompt a boost in shipments — effectively pulling the seasonal boost from Chinese New Year forward by more than a month,” Jensen said in a LinkedIn post Monday . “The coming weeks will show whether this is going to happen, or whether US importers see the upside of lower tariffs more than counteracted by a risk of consumer spending slowdown in the US.” Jensen pointed out that shippers will have to go through the details of how the deal impacts them specifically. “But it is important to note here that almost all US actions are temporary in the sense that actions are merely paused until Nov. 10, 2026,” he wrote. “This means that more trade talks will have to happen prior to that date, and with this comes the risk of more changes [positive or negative]." Contact Keith Wallis at keithwallis@hotmail.com .

Trans-Pacific

Year-long pause on US port fees targeting China vessels to start Nov. 10

<div class="phx-topic abstract-wrapper">An immediate bump in cargo is likely in the wake of this week’s deal between Washington and Beijing, but it’s too early for US retailers who are tied to China to make supply chain decisions for 2026 spring and summer imports. </div>

An immediate bump in cargo is likely in the wake of this week’s deal between Washington and Beijing, but it’s too early for US retailers who are tied to China to make supply chain decisions for 2026 spring and summer imports.

<div class="phx-topic">The US-China trade deal announced this week will prompt some US retailers to move quickly on imports they need in the short term, but the seemingly tenuous nature of the agreement — notably its one-year term — will likely prevent a broad shift back to traditional ordering patterns, market participants say. “If it’s needed now, it will be ordered. Longer term, retailers need more time. There will be hesitancy,” an industry consultant who managed the logistics departments of two national retailers told the Journal of Commerce. Revelyst, an importer of outdoor gear, immediately shifted imports that it had scheduled to ship by air beginning Nov. 1 back to ocean mode after the US-China deal. “We’ll save a good deal of money,” said John Pace, the company’s senior manager of logistics. In the longer term, even with the deal’s elimination of the 10% so-called “fentanyl tax” on imports from China, the total tariff on most imports from China is about 47%, which is higher than tariffs on most countries in Asia. As such, Revelyst will continue to explore sourcing options from countries such as Vietnam, Pace said. The broad agreement <a href="https://www.joc.com/article/us-china-suspend-reciprocal-port-fees-as-part-of-wider-trade-deal-6105849">announced Thursday</a> also included a one-year pause in the reciprocal port fees the US and China had implemented on Oct. 14. The National Retail Federation (NRF), which represents a broad range of retailers, said a bump in imports in the short term is likely in the wake of the deal, but that it is too early for retailers who are tied to China to make supply chain decisions for spring and summer imports in 2026. “The challenge for retailers is there’s still so much uncertainty about what’s going to come out and when it’s going to come out,” said Jonathan Gold, NRF’s vice president of supply chain and customs policy. Many details relating to tariffs on important commodities such as steel, aluminum, automobiles and lumber, when Customs and Border Protection (CBP) will begin to collect duties, and what the status is of duties that have already been collected are still uncertain, Gold said. Jason Cook, CEO of the forwarder Ardent Global Logistics, said there’s been hesitancy over the past two months among retailers and direct importers to ship seasonal merchandise and replenishment product for fear the US-China talks would break down and the huge tariffs would remain in place. But those fears have been allayed, at least for now. “So make up for the hesitation and bring in as much inventory as possible in case things blow up again,” Cook said. <h3>Some importers keep supply chain strategy unchanged </h3>Still, some importers say their ordering patterns have not really been affected by the trade agreement. A national furniture retailer said the company earlier this year set its logistics plan and sourcing patterns for 2025, has stuck with those plans, and has no regrets for doing so. “The fact that major decisions are being made in such a knee-jerk fashion has us scared,” said the furniture retailer’s logistics manager. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="e8c13a3e-9f5a-412f-8741-adbf5e1a7779"></dynamic-object></div>An importer in the automotive sector said he has no intention of increasing imports from China. “A 10% [tariff] change is not material enough to make a switch,” the source said. “The overall rates are still very high.” <h3>Prior GRIs boosted rates in October </h3>Imports from all of Asia have remained relatively strong this fall even though carriers have been successful in propping up freight rates through a series of general rate increases (GRIs). Platts, a sister company of the Journal of Commerce within S&amp;P Global, pegged Asia-West Coast rates at $2,075 per FEU as of Oct. 30, up from $1,300 earlier in the month as an Oct. 1 GRI was taking hold. Rates to the East Coast have risen to $3,075 per FEU from $2,260 over the same period. Trans-Pacific carriers pre-filed GRIs to take effect on Nov. 1, and so far the alliance carriers have been holding on to the intended rate hike, said Jon Monroe, who serves as an advisor to forwarders. Most, but not all, carriers are posting rates of $3,800 per FEU to the East Coast and $2,800 per FEU to the West Coast this weekend, Monroe said. “It looks like carriers are holding it together publicly but privately they’re cutting deals,” he said. Importers and forwarders who utilize so-called bullet rates and on-line rates from individual carriers can save about $300 to $400 per FEU, according to Monroe. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="6a6ec157-c71e-4ab2-ae59-6658aada11d8"></dynamic-object></div>Carriers have succeeded in propping up rates by reducing capacity in the trans-Pacific through blank sailings, but reduced blanks scheduled so far for November could result in additional capacity being available. The blanking rate to the West Coast so far for November is 8.2% of capacity, down from 20.8% in October, according to maritime intelligence provider eeSea. Similarly, blanked capacity from Asia to the East Coast is pegged thus far at 10.9% for November, down from 22.8% in October. Contact Bill Mongelluzzo at <a href="bill.mongelluzzo@spglobal.com">bill.mongelluzzo@spglobal.com</a>. Contact Laura Robb at <a href="mailto:laura.robb@spglobal.com">laura.robb@spglobal.com</a>. </div>

The US-China trade deal announced this week will prompt some US retailers to move quickly on imports they need in the short term, but the seemingly tenuous nature of the agreement — notably its one-year term — will likely prevent a broad shift back to traditional ordering patterns, market participants say. “If it’s needed now, it will be ordered. Longer term, retailers need more time. There will be hesitancy,” an industry consultant who managed the logistics departments of two national retailers told the Journal of Commerce. Revelyst, an importer of outdoor gear, immediately shifted imports that it had scheduled to ship by air beginning Nov. 1 back to ocean mode after the US-China deal. “We’ll save a good deal of money,” said John Pace, the company’s senior manager of logistics. In the longer term, even with the deal’s elimination of the 10% so-called “fentanyl tax” on imports from China, the total tariff on most imports from China is about 47%, which is higher than tariffs on most countries in Asia. As such, Revelyst will continue to explore sourcing options from countries such as Vietnam, Pace said. The broad agreement announced Thursday also included a one-year pause in the reciprocal port fees the US and China had implemented on Oct. 14. The National Retail Federation (NRF), which represents a broad range of retailers, said a bump in imports in the short term is likely in the wake of the deal, but that it is too early for retailers who are tied to China to make supply chain decisions for spring and summer imports in 2026. “The challenge for retailers is there’s still so much uncertainty about what’s going to come out and when it’s going to come out,” said Jonathan Gold, NRF’s vice president of supply chain and customs policy. Many details relating to tariffs on important commodities such as steel, aluminum, automobiles and lumber, when Customs and Border Protection (CBP) will begin to collect duties, and what the status is of duties that have already been collected are still uncertain, Gold said. Jason Cook, CEO of the forwarder Ardent Global Logistics, said there’s been hesitancy over the past two months among retailers and direct importers to ship seasonal merchandise and replenishment product for fear the US-China talks would break down and the huge tariffs would remain in place. But those fears have been allayed, at least for now. “So make up for the hesitation and bring in as much inventory as possible in case things blow up again,” Cook said. Some importers keep supply chain strategy unchanged Still, some importers say their ordering patterns have not really been affected by the trade agreement. A national furniture retailer said the company earlier this year set its logistics plan and sourcing patterns for 2025, has stuck with those plans, and has no regrets for doing so. “The fact that major decisions are being made in such a knee-jerk fashion has us scared,” said the furniture retailer’s logistics manager. An importer in the automotive sector said he has no intention of increasing imports from China. “A 10% [tariff] change is not material enough to make a switch,” the source said. “The overall rates are still very high.” Prior GRIs boosted rates in October Imports from all of Asia have remained relatively strong this fall even though carriers have been successful in propping up freight rates through a series of general rate increases (GRIs). Platts, a sister company of the Journal of Commerce within S&P Global, pegged Asia-West Coast rates at $2,075 per FEU as of Oct. 30, up from $1,300 earlier in the month as an Oct. 1 GRI was taking hold. Rates to the East Coast have risen to $3,075 per FEU from $2,260 over the same period. Trans-Pacific carriers pre-filed GRIs to take effect on Nov. 1, and so far the alliance carriers have been holding on to the intended rate hike, said Jon Monroe, who serves as an advisor to forwarders. Most, but not all, carriers are posting rates of $3,800 per FEU to the East Coast and $2,800 per FEU to the West Coast this weekend, Monroe said. “It looks like carriers are holding it together publicly but privately they’re cutting deals,” he said. Importers and forwarders who utilize so-called bullet rates and on-line rates from individual carriers can save about $300 to $400 per FEU, according to Monroe. Carriers have succeeded in propping up rates by reducing capacity in the trans-Pacific through blank sailings, but reduced blanks scheduled so far for November could result in additional capacity being available. The blanking rate to the West Coast so far for November is 8.2% of capacity, down from 20.8% in October, according to maritime intelligence provider eeSea. Similarly, blanked capacity from Asia to the East Coast is pegged thus far at 10.9% for November, down from 22.8% in October. Contact Bill Mongelluzzo at bill.mongelluzzo@spglobal.com . Contact Laura Robb at laura.robb@spglobal.com .

Trade deal could boost short-term China imports, but uncertainty lingers

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

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Shippers save money, time with automated transportation bidding tools

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

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Filling the Supply Chain Education Gap with LTL Education Courses

In 1995, we began operations with a clear vision: to grow alongside Mexico and connect the world through our terminals. Our priority has always been to deliver excellence in service, foster economic development, and strengthen our communities. We firmly believe that progress is not only measured in tons of cargo moved, but in the opportunities we create. _______________________________________________________________ This year marks a significant milestone: SSA Marine Mexico celebrates 30 years of presence in the country, having established itself from day one as the leading port operator nationwide. Over the past three decades, we have built a legacy of reliability, innovation, and commitment to Mexico’s growth. Our journey has been defined by continuous evolution and a steadfast dedication to our mission. SSA Marine México currently operates in six of the country’s most important ports: Cozumel, Lazaro Cardenas, Manzanillo, Progreso, Tuxpan, and Veracruz. Additionally, we have signed a concession to operate a new multipurpose terminal in Guaymas, Sonora, expanding our footprint to the north of the country. We serve a wide range of segments including containers, general cargo, automobiles, cruise ships, hydrocarbons, and asphalt. As part of this ongoing commitment, SSA Marine Mexico continues to strengthen its infrastructure and capabilities. International trade remains a key driver of global economic growth, and we are proud to support this momentum. Through our continuous improvement strategy, we invest in cutting-edge technology and equipment to deliver more efficient and competitive services, contributing to the success of Mexican businesses. •	Manzanillo, Colima- Specialized Container Terminal I: On October 13, we celebrated the arrival of two new STS (Ship To Shore) Super Post Panamax dockside cranes. This $21.2 million USD investment significantly boosts our operational capacity, streamlining cargo reception and delivery processes. In line with our modernization efforts, we will also retire four of our oldest cranes, paving the way for a more sustainable and technologically advanced fleet that meets the evolving demands of international trade. With these upgrades, SSA Marine México now operates a total of 16 cranes along our 1,350-meter dock, reaffirming our position as a national benchmark in port <span class="joc_admin__inline-image joc_admin__inline-image-aspect-ratio-4_3 joc_admin__inline-image-position-left joc_admin__inline-image-size-large" data-figure-size="large" data-figure-position="left" data-figure-aspect-ratio="4:3"><img src="/content-assets/1760982635607_Manzanillo.jpg" alt="Image provided by SSA Marine" class="joc_admin__inline-image-inherit"> •	As for the Multipurpose Terminal and Specialized Facility, also in Manzanillo, Colima, improvement and conditioning works are planned, along with the acquisition of four E-RTG (Electric Rubber-Tyred Gantry) cranes to enhance operational efficiency and sustainability. •	At our Automobile and General Cargo Terminal in the port of Veracruz, we continue to lead with specialized value-added services that support our clients’ growth. Recent investments include a new washing cabin and a general cargo warehouse, increasing indoor storage capacity by 67%. •	Lazaro Cardenas, Michoacan – Specialized Automobile Terminal: we are working on the development of an additional 4-hectare storage space within our bonded area and a 10-hectare Vehicle Distribution Center (VDC). These enhancements, along with ongoing personnel and system improvements, will reinforce our leadership in automotive handling across the Mexican Pacific coast.<span class="joc_admin__inline-image joc_admin__inline-image-aspect-ratio-4_3 joc_admin__inline-image-position-left joc_admin__inline-image-size-large" data-figure-size="large" data-figure-position="left" data-figure-aspect-ratio="4:3"><img src="/content-assets/1760982742240_Lazaro.jpg" alt="Image provided by SSA Marine" class="joc_admin__inline-image-inherit"> Through these strategic investments, SSA Marine Mexico reaffirms its commitment to the sustained growth of Mexico’s foreign trade. By expanding capacity, modernizing infrastructure, and diversifying services, we continue to strengthen the country’s competitiveness in global logistics. Today, we celebrate three decades of dedication, innovation, and leadership, with deep gratitude to our employees, clients, and partners for being part of this incredible journey. LINK: https://www.ssamarine.mx/<span class="joc_admin__inline-image joc_admin__inline-image-aspect-ratio-16_9 joc_admin__inline-image-position-left joc_admin__inline-image-size-small" data-figure-size="small" data-figure-position="left" data-figure-aspect-ratio="16:9"><img src="/content-assets/1760982787360_SSA%20Marine%20Mexico%20logo%20150pxW.png" alt="" class="joc_admin__inline-image-inherit">

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SSA Marine Mexico: 30 years growing together.

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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

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

Container Shipping News | Journal of Commerce

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

Port News

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.

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More News & Analysis

Intermodal savings rose in Q3, but might not yield high rates in ‘26

MSC agrees to reflag 12 container ships in India in diversification push

Increased supply chain scrutiny at odds with customs enforcement capability