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<div class="phx-topic abstract-wrapper"><p>The government of Canada commits $102 million to improve cargo velocity and terminal fluidity at the west coast ports of Vancouver and Prince Rupert.</p></div>

The government of Canada commits $102 million to improve cargo velocity and terminal fluidity at the west coast ports of Vancouver and Prince Rupert.

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<div><p>With the Port of Vancouver moving closer to its effective capacity, the government of Canada has committed to investing C$102 million (US$78 million) for five projects designed to increase terminal and infrastructure efficiency in the movement of containerized, bulk, and breakbulk cargoes.</p><p>Key projects affecting the container and intermodal sector include C$1.6 million to explore ways to handle increased trade volumes by evaluating the viability of shortsea shipping in greater Vancouver, and C$6 million to develop a real-time <a>dashboard</a> for the ports of Vancouver and Prince Rupert to measure end-to-end performance of the supply chain.</p><p>According to a report by Black Quay...

With the Port of Vancouver moving closer to its effective capacity, the government of Canada has committed to investing C$102 million (US$78 million) for five projects designed to increase terminal and infrastructure efficiency in the movement of containerized, bulk, and breakbulk cargoes. Key projects affecting the container and intermodal sector include C$1.6 million to explore ways to handle increased trade volumes by evaluating the viability of shortsea shipping in greater Vancouver, and C$6 million to develop a real-time dashboard for the ports of Vancouver and Prince Rupert to measure end-to-end performance of the supply chain. According to a report by Black Quay Consulting, Canada’s west coast ports have a combined capacity of 5.3 million TEU. Last year they handled a combined total of 4.4 million laden and empty TEU, putting Canada’s west coast ports at 82.4 percent of capacity . A terminal industry standard for efficiency pegs a deterioration of service when a container facility reaches 80 percent capacity utilization. The lack of buffer capacity can result in congestion when events such as severe winter weather affect rail networks in a northern climate such as Canada. Both ports intend to build large container terminals that could double their combined capacity, but due to environmental permitting requirements and lengthy construction timelines, completion is estimated for the mid- to late 2020s. The projects announced Tuesday by Marc Garneau, minister of transport, are more immediate in nature and seek to expand capacity through efficiency enhancements in the port, rail, and road infrastructure, and through the use of technology. Shortsea shipping could mitigate truck traffic pressure on roadways by moving some freight along the coast on vessels or barges. The real-time dashboard would foster data sharing through the use of technology so beneficial cargo owners (BCOs), truckers, and terminals would achieve greater visibility of containers and traffic conditions at marine terminals and on local roadways. Other projects would improve the movement of automobiles and bulk cargoes in Vancouver and improve traffic flow via roadway and rail overpass construction. Infrastructure projects that increase traffic fluidity in port areas improve conditions for all forms of freight traffic in the harbor. The federal government has maintained its National Trade Corridors Fund to promote a more efficient movement of freight throughout Canada. “The government of Canada is supporting infrastructure projects that contribute most to Canada’s success in international trade. Trade diversification is a key component of the National Trade Corridors Fund,” the minister of transport stated in a release. Federal government support of Canada’s west coast ports has contributed to the growth in cargoes destined to and from the US. Both ports have intermodal rail networks serving the US Midwest. A recent study by Mercator International determined that US cargo in 2018 accounted for 27.4 percent of Vancouver’s total TEU handle, up from 23.7 percent in 2015. About two-thirds of Prince Rupert’s TEU handle originates in or is destined for the US midsection along the Canadian National Railway network to Chicago, Memphis, and New Orleans. Contact Bill Mongelluzzo at bill.mongelluzzo@ihsmarkit.com and follow him on Twitter: @billmongelluzzo .

Vancouver, Prince Rupert ports get funding to aid flow

<div class="phx-topic abstract-wrapper"><p>Those factors will lift volumes, but true organic expansion depends on a recovery in the truckload market. </p></div>

Those factors will lift volumes, but true organic expansion depends on a recovery in the truckload market.

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<div class="phx-topic"><p><i>The following is part of the Journal of Commerce’s 2026 Annual Review and Outlook.</i> </p><div class="wrapper-narrow float-right-element"><img src="/images/phoenix/6135205_0.1.jpg"></img></div><p><b>The big picture:</b> The defining storyline of 2026 for North American intermodal rail will be how federal regulators respond to the proposed merger of Union Pacific Railroad (UP) and Norfolk Southern Railway (NS). The deal has already pushed competing railroads to launch new intermodal lanes and accelerate transit times, ripple effects that could set the stage for measurable volume gains, even without a spike in demand. </p><p><b>A look back:</b> The proposed $85 billion UP-NS transaction would create the first single-line transcontinental US railroad. And before regulators even had a chance to assess the potential competitive effects of the deal, the July 29 announcement triggered similar moves from the other US Class I railroads. Just three weeks later, BNSF Railway and CSX Transportation unveiled new “coast-to-coast” long-haul lanes — including Los Angeles-Charlotte, North Carolina; Los Angeles-Jacksonville, Florida; and Phoenix–Atlanta — along with faster transit times on nine additional routes between Los Angeles and the Ohio Valley and US Northeast. The UP-NS deal also resulted in a leadership shakeup at CSX, where the board fired CEO Joe Hinrichs amid pressure from an activist investor who demanded the eastern railroad pursue its own merger with BNSF, Canadian National Railway or Canadian Pacific Kansas City. UP and NS launched their first joint intermodal service, a route that connects the US West Coast, Mexico and Texas with Louisville in October. During contract bid season, UP captured meaningful market share from its West Coast competitor, BNSF, boosting volumes for Hub Group and Schneider National and dragging J.B. Hunt’s shipment counts lower. It was a year of posturing, positioning and railroads racing not to be left behind. </p><div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="61898d91-8751-4681-a545-1f386dd7ac78"></dynamic-object></div><p><b>A look ahead:</b> Domestic intermodal could see further growth this year — total 53-foot volumes rose 3.5% year over year through October, according to the Intermodal Association of North America (IANA) — thanks to the new lanes and improved transit times railroads introduced in 2025, rather than a macroeconomic catalyst driving demand. Most shippers that spoke with the <i>Journal of Commerce</i> believe rates in early first-quarter intermodal contracts will be mostly flat compared with the previous year, with some increases on outbound lanes from the West Coast, particularly Southern California. After losing market share to its competitors, J.B. Hunt could become more aggressive in its pricing, especially during peak season. And as J.B. Hunt shifts freight onto BNSF-CSX joint services, Hub Group and Swift Intermodal will compete for new slots on NS trains. Additional BNSF-CSX single-line opportunities to the Northeast will become available when double-stacking service through Baltimore begins in the spring. If this prompts J.B. Hunt to shift more of its volumes to CSX, it will create even more opportunities for Hub Group and Swift. The US Surface Transportation Board (STB) likely won’t issue its final decision on the UP-NS transaction until 2027, but one former board member thinks regulators are “leaning more toward approval.” Citing President Donald Trump’s influence and the political alignment of the current board — with a third Republican pending Senate confirmation and just one Democrat — Daniel Elliott III, who served two nonconsecutive terms as STB chairman between 2009 and 2017, said it will be “very difficult” for members to vote against the merger if the administration continues to support it publicly. </p><p><b>The next inflection:</b> New lanes and faster service will lift volumes, but true organic expansion depends on a recovery in the truckload market. Some shippers only increase their use of intermodal rail when they are struggling to secure over-the-road capacity, which remains abundant. Until US manufacturing output and other major sources of surface freight such as new home construction improve and truckload capacity tightens, intermodal volumes and rates will grow only modestly. </p><p><i>Contact Ari Ashe at </i><a href="mailto:ari.ashe@spglobal.com"><i>ari.ashe@spglobal.com</i></a><i>.</i> </p></div>

The following is part of the Journal of Commerce’s 2026 Annual Review and Outlook. The big picture: The defining storyline of 2026 for North American intermodal rail will be how federal regulators respond to the proposed merger of Union Pacific Railroad (UP) and Norfolk Southern Railway (NS). The deal has already pushed competing railroads to launch new intermodal lanes and accelerate transit times, ripple effects that could set the stage for measurable volume gains, even without a spike in demand. A look back: The proposed $85 billion UP-NS transaction would create the first single-line transcontinental US railroad. And before regulators even had a chance to assess the potential competitive effects of the deal, the July 29 announcement triggered similar moves from the other US Class I railroads. Just three weeks later, BNSF Railway and CSX Transportation unveiled new “coast-to-coast” long-haul lanes — including Los Angeles-Charlotte, North Carolina; Los Angeles-Jacksonville, Florida; and Phoenix–Atlanta — along with faster transit times on nine additional routes between Los Angeles and the Ohio Valley and US Northeast. The UP-NS deal also resulted in a leadership shakeup at CSX, where the board fired CEO Joe Hinrichs amid pressure from an activist investor who demanded the eastern railroad pursue its own merger with BNSF, Canadian National Railway or Canadian Pacific Kansas City. UP and NS launched their first joint intermodal service, a route that connects the US West Coast, Mexico and Texas with Louisville in October. During contract bid season, UP captured meaningful market share from its West Coast competitor, BNSF, boosting volumes for Hub Group and Schneider National and dragging J.B. Hunt’s shipment counts lower. It was a year of posturing, positioning and railroads racing not to be left behind. A look ahead: Domestic intermodal could see further growth this year — total 53-foot volumes rose 3.5% year over year through October, according to the Intermodal Association of North America (IANA) — thanks to the new lanes and improved transit times railroads introduced in 2025, rather than a macroeconomic catalyst driving demand. Most shippers that spoke with the Journal of Commerce believe rates in early first-quarter intermodal contracts will be mostly flat compared with the previous year, with some increases on outbound lanes from the West Coast, particularly Southern California. After losing market share to its competitors, J.B. Hunt could become more aggressive in its pricing, especially during peak season. And as J.B. Hunt shifts freight onto BNSF-CSX joint services, Hub Group and Swift Intermodal will compete for new slots on NS trains. Additional BNSF-CSX single-line opportunities to the Northeast will become available when double-stacking service through Baltimore begins in the spring. If this prompts J.B. Hunt to shift more of its volumes to CSX, it will create even more opportunities for Hub Group and Swift. The US Surface Transportation Board (STB) likely won’t issue its final decision on the UP-NS transaction until 2027, but one former board member thinks regulators are “leaning more toward approval.” Citing President Donald Trump’s influence and the political alignment of the current board — with a third Republican pending Senate confirmation and just one Democrat — Daniel Elliott III, who served two nonconsecutive terms as STB chairman between 2009 and 2017, said it will be “very difficult” for members to vote against the merger if the administration continues to support it publicly. The next inflection: New lanes and faster service will lift volumes, but true organic expansion depends on a recovery in the truckload market. Some shippers only increase their use of intermodal rail when they are struggling to secure over-the-road capacity, which remains abundant. Until US manufacturing output and other major sources of surface freight such as new home construction improve and truckload capacity tightens, intermodal volumes and rates will grow only modestly. Contact Ari Ashe at ari.ashe@spglobal.com .

Domestic intermodal to benefit from new lanes, faster service in 2026

<div class="phx-topic abstract-wrapper"><p>The change, effective Jan. 2, allows importers to digitally designate customs brokers to receive bills, checks and liquidation notices on behalf of clients. </p></div>

The change, effective Jan. 2, allows importers to digitally designate customs brokers to receive bills, checks and liquidation notices on behalf of clients.

<div class="phx-topic"><p>US Customs and Border Protection (CBP) as of Friday will allow importers to immediately assign a customs broker or other representative as a so-called “notify party” on all CBP notices through the agency’s Automated Commercial Environment (ACE) portal. </p><p>The change will allow importers to address communication from CBP around key issues such as bills, refunds or liquidation notices in a timelier manner, said Lori Mullins, director of operations at Houston customs broker Rogers &amp; Brown. </p><p>Mullins said it’s common for CBP to send checks, notices and mail only to large importers, and not to the notify parties assigned by those importers. </p><p>“And they end up getting lost on someone’s desk who doesn’t understand where they belong,” she said. “Because CBP documents, letters, and checks don’t have a contact name attached to them, they could end up on an [accounts receivable] desk or a receptionist to determine the correct [recipient]. </p><p>“With tight deadlines for response or missed opportunities altogether to reply to a CBP inquiry that could result in increased duties, having a broker who can easily get them to the importer to manage the process is sometimes very helpful,” Mullins added. </p><p>The process change allows importers to authorize notify parties “in real-time” as of Jan. 2, according to a Dec. 22 ACE notice. </p><h3>‘Huge step forward’ </h3><p>Mullins, who also serves as president of the Houston Customs Brokers &amp; Freight Forwarders Association, said the process to add notify parties — via a CBP 4811 form — has long been fraught. </p><p>“When CBP moved into ACE, the 4811 process was broken and inconsistent,” she said. “Even if a 4811 was sent to CBP, CBP would not manage the process correctly and fail to follow Importer 4811 instructions with entries because there was no electronic means for CBP to capture the notify party.” </p><p>Mullins said the ability for importers to add notify parties digitally through ACE is still in its early stage, but is a “huge step forward for the importing community.” </p><p>“It gives the decisions regarding how these documents are handled truly back to the importer and holds CBP accountable for following them by putting the data in ACE connected to the importer records,” she said. </p><p><i>Contact Eric Johnson at </i><a href="mailto:eric.johnson@spglobal.com"><i>eric.johnson@spglobal.com</i></a><i>.</i> </p></div>

US Customs and Border Protection (CBP) as of Friday will allow importers to immediately assign a customs broker or other representative as a so-called “notify party” on all CBP notices through the agency’s Automated Commercial Environment (ACE) portal. The change will allow importers to address communication from CBP around key issues such as bills, refunds or liquidation notices in a timelier manner, said Lori Mullins, director of operations at Houston customs broker Rogers & Brown. Mullins said it’s common for CBP to send checks, notices and mail only to large importers, and not to the notify parties assigned by those importers. “And they end up getting lost on someone’s desk who doesn’t understand where they belong,” she said. “Because CBP documents, letters, and checks don’t have a contact name attached to them, they could end up on an [accounts receivable] desk or a receptionist to determine the correct [recipient]. “With tight deadlines for response or missed opportunities altogether to reply to a CBP inquiry that could result in increased duties, having a broker who can easily get them to the importer to manage the process is sometimes very helpful,” Mullins added. The process change allows importers to authorize notify parties “in real-time” as of Jan. 2, according to a Dec. 22 ACE notice. ‘Huge step forward’ Mullins, who also serves as president of the Houston Customs Brokers & Freight Forwarders Association, said the process to add notify parties — via a CBP 4811 form — has long been fraught. “When CBP moved into ACE, the 4811 process was broken and inconsistent,” she said. “Even if a 4811 was sent to CBP, CBP would not manage the process correctly and fail to follow Importer 4811 instructions with entries because there was no electronic means for CBP to capture the notify party.” Mullins said the ability for importers to add notify parties digitally through ACE is still in its early stage, but is a “huge step forward for the importing community.” “It gives the decisions regarding how these documents are handled truly back to the importer and holds CBP accountable for following them by putting the data in ACE connected to the importer records,” she said. Contact Eric Johnson at eric.johnson@spglobal.com .

CBP to let importers tie ‘notify parties’ to key portal communications

<div class="phx-topic abstract-wrapper"><p>The Taiwanese carrier said the box orders were split between three different suppliers, including its own manufacturing subsidiary.</p></div>

The Taiwanese carrier said the box orders were split between three different suppliers, including its own manufacturing subsidiary.

<div class="phx-topic"><p>Taiwan’s Evergreen Marine is paying $174 million to buy 52,000 dry freight and reefer containers, the carrier said in a Taiwan stock exchange filing. </p><p>Evergreen said the container orders were split between three different suppliers, including its own manufacturing subsidiary Evergreen Heavy Industrial Corporation based in Malaysia. </p><p>The largest of the three orders, worth almost $65.6 million, was placed with Dong Fang International Container (Hong Kong) for 12,000 dry freight and 7,000 reefer containers. </p><p>Evergreen Heavy Industrial Corporation (Malaysia) secured a $57.3 million contract to supply 18,000 containers, although Evergreen did not specify the size or type of boxes. </p><p>The final order, valued at $51.2 million, was awarded to China’s Guangdong Fuwa Equipment Manufacturing Company for 12,000 dry cargo and 3,000 reefer containers. </p><p>The purchase of the containers coincides with a <a href="https://www.joc.com/article/evergreen-says-will-spend-almost-3-billion-on-14-new-lng-fueled-ships-6114739">significant fleet expansion by Evergreen</a>, which is set to take delivery of 846,000 TEUs of additional shipping capacity through 2030. </p><h3>Weak outlook for 2026 </h3><p>The container orders from Evergreen come as Hong Kong-listed box maker Singamas Container Holdings and maritime consultancy Drewry have predicted a weaker outlook for the container market after output peaked at 8.3 million TEUs in 2024. </p><p>The impact from the overproduction of dry freight containers in 2024 “is becoming increasingly apparent, with supply significantly outstripping demand, resulting in selling prices trending downward,” Singamas said in a market commentary. </p><p>“Additionally, overcapacity in the container shipping market will exert downward pressure on freight rates and container demand, which will be exacerbated once the Red Sea crisis is resolved,” Singamas added. </p><p>Drewry predicted container production will slump to 1.8 million TEUs in 2026, down from a forecast of 4.9 million TEUs this year, according to the consultancy’s third-quarter container equipment report. Production to 2029 will be primarily driven by replacement demand, the report added. </p><p>The average price for a 20-foot container is set to slip to about $1,500 next year, down from $1,680 this year and about $2,100 in 2024, according to the Drewry forecast. </p><p><i>Contact Keith Wallis at </i><a href="mailto:keithwallis@hotmail.com"><i>keithwallis@hotmail.com</i></a>.</p></div>

Taiwan’s Evergreen Marine is paying $174 million to buy 52,000 dry freight and reefer containers, the carrier said in a Taiwan stock exchange filing. Evergreen said the container orders were split between three different suppliers, including its own manufacturing subsidiary Evergreen Heavy Industrial Corporation based in Malaysia. The largest of the three orders, worth almost $65.6 million, was placed with Dong Fang International Container (Hong Kong) for 12,000 dry freight and 7,000 reefer containers. Evergreen Heavy Industrial Corporation (Malaysia) secured a $57.3 million contract to supply 18,000 containers, although Evergreen did not specify the size or type of boxes. The final order, valued at $51.2 million, was awarded to China’s Guangdong Fuwa Equipment Manufacturing Company for 12,000 dry cargo and 3,000 reefer containers. The purchase of the containers coincides with a significant fleet expansion by Evergreen , which is set to take delivery of 846,000 TEUs of additional shipping capacity through 2030. Weak outlook for 2026 The container orders from Evergreen come as Hong Kong-listed box maker Singamas Container Holdings and maritime consultancy Drewry have predicted a weaker outlook for the container market after output peaked at 8.3 million TEUs in 2024. The impact from the overproduction of dry freight containers in 2024 “is becoming increasingly apparent, with supply significantly outstripping demand, resulting in selling prices trending downward,” Singamas said in a market commentary. “Additionally, overcapacity in the container shipping market will exert downward pressure on freight rates and container demand, which will be exacerbated once the Red Sea crisis is resolved,” Singamas added. Drewry predicted container production will slump to 1.8 million TEUs in 2026, down from a forecast of 4.9 million TEUs this year, according to the consultancy’s third-quarter container equipment report. Production to 2029 will be primarily driven by replacement demand, the report added. The average price for a 20-foot container is set to slip to about $1,500 next year, down from $1,680 this year and about $2,100 in 2024, according to the Drewry forecast. Contact Keith Wallis at keithwallis@hotmail.com .

Evergreen to invest $174 million on new containers 

<div class="phx-topic abstract-wrapper"><p>Although the timeline is still uncertain, a resumption of the shorter Suez routing brings its own risks, with analysts warning of the potential for significant port disruption and upward rate pressure.</p></div>

Although the timeline is still uncertain, a resumption of the shorter Suez routing brings its own risks, with analysts warning of the potential for significant port disruption and upward rate pressure.

<div class="phx-topic"><p><i>The following is part of the Journal of Commerce’s 2026 Annual Review and Outlook.</i> </p><div class="wrapper-narrow float-right-element"><img src="/images/phoenix/6135205_0.1.jpg"></img></div><p><b>The big picture:</b> After two years of sailing around southern Africa to avoid the risk of Houthi attacks in the Red Sea, Asia-Europe carriers could return to Suez Canal transits in 2026, possibly even in the first half. Although the timeline is still uncertain, a resumption of the shorter Suez routing brings its own risks, with analysts warning of the potential for significant port disruption and upward rate pressure. </p><p><b>A look back:</b> Similar to 2024, the Asia-Europe peak season came earlier than usual in 2025, with volumes ramping up in early May rather than the typical June start. Fueled by concerns over persistent port congestion in Europe — on top of extended transit times due to diversions away from the Suez Canal — importers rushed to build inventory for summer sales. Cargo owners had already baked into their supply chains the additional two weeks ships take to sail around southern Africa, but planning for port congestion proved more difficult as bottlenecks shifted dynamically among European terminals, sometimes within the same port. The strong demand continued into the fall, with Asia-Europe container volumes rising on a year-over-year basis for seven straight months from March through September, according to data from Container Trades Statistics (CTS). “We haven’t seen growth like that on the Far East westbound trade since before the global financial crisis,” Michael Aldwell, executive vice president of sea logistics at forwarder Kuehne + Nagel, told the <i>Journal of Commerce</i> in late November. The early peak saw spot rates spike in late May and early June before gradually declining through October. As end-of-year contract talks between shippers and carriers neared, carriers imposed a series of fortnightly freight-all-kinds rate increases from Oct. 1. Although not fully accepted by the market, the rate hikes, along with aggressive blank sailings, boosted average pricing from Asia to North Europe and the Mediterranean by 92.3% and 150%, respectively, from early October to mid-December, according to Platts, a <i>Journal of Commerce</i> sister product within S&amp;P Global. </p><div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="dd9a04f6-aae8-43c6-8d19-2be08a433378"></dynamic-object></div><p><b>A look ahead:</b> Shippers can pencil in a return to the Red Sea in 2026, but neither carriers nor cargo owners are in any great rush to do so. Those moving refrigerated or otherwise perishable commodities would be thrilled to cut their transit times, but most shippers prefer consistency and plannability, even if it takes a couple more weeks for cargo to get from port to port. Forwarders and shipowners have warned that carriers switching Asia-Europe services back to the Suez Canal route en masse will result in waves of vessels and cargo arriving at major European gateways that were already at maximum capacity for much of 2025. From a supply-demand perspective, reverting to the traditional Suez transits will release effective capacity into a trade already awash with excess tonnage. That means carriers will likely be forced to blank sailings and reduce ship speeds to manage capacity and prevent rates from bottoming out. Planning for such an event is practically impossible, particularly without a clear timeline, but Asia-Europe shippers should expect disrupted ocean schedules and continued — possibly worsening — congestion that will likely take months to clear. </p><p><b>The next inflection:</b> A wholesale return to the Red Sea would cause intense disruption on the Asia-Europe trade lane, with ships sailing through the Suez Canal converging with those sailing around Africa at already congested European ports. To mitigate vessel bunching and the release of pent-up capacity, carriers could keep some services on the around-Africa route during the transition period. </p><p><i>Contact Greg Knowler at </i><a href="mailto:greg.knowler@spglobal.com"><i>greg.knowler@spglobal.com</i></a><i>.</i> </p></div>

The following is part of the Journal of Commerce’s 2026 Annual Review and Outlook. The big picture: After two years of sailing around southern Africa to avoid the risk of Houthi attacks in the Red Sea, Asia-Europe carriers could return to Suez Canal transits in 2026, possibly even in the first half. Although the timeline is still uncertain, a resumption of the shorter Suez routing brings its own risks, with analysts warning of the potential for significant port disruption and upward rate pressure. A look back: Similar to 2024, the Asia-Europe peak season came earlier than usual in 2025, with volumes ramping up in early May rather than the typical June start. Fueled by concerns over persistent port congestion in Europe — on top of extended transit times due to diversions away from the Suez Canal — importers rushed to build inventory for summer sales. Cargo owners had already baked into their supply chains the additional two weeks ships take to sail around southern Africa, but planning for port congestion proved more difficult as bottlenecks shifted dynamically among European terminals, sometimes within the same port. The strong demand continued into the fall, with Asia-Europe container volumes rising on a year-over-year basis for seven straight months from March through September, according to data from Container Trades Statistics (CTS). “We haven’t seen growth like that on the Far East westbound trade since before the global financial crisis,” Michael Aldwell, executive vice president of sea logistics at forwarder Kuehne + Nagel, told the Journal of Commerce in late November. The early peak saw spot rates spike in late May and early June before gradually declining through October. As end-of-year contract talks between shippers and carriers neared, carriers imposed a series of fortnightly freight-all-kinds rate increases from Oct. 1. Although not fully accepted by the market, the rate hikes, along with aggressive blank sailings, boosted average pricing from Asia to North Europe and the Mediterranean by 92.3% and 150%, respectively, from early October to mid-December, according to Platts, a Journal of Commerce sister product within S&P Global. A look ahead: Shippers can pencil in a return to the Red Sea in 2026, but neither carriers nor cargo owners are in any great rush to do so. Those moving refrigerated or otherwise perishable commodities would be thrilled to cut their transit times, but most shippers prefer consistency and plannability, even if it takes a couple more weeks for cargo to get from port to port. Forwarders and shipowners have warned that carriers switching Asia-Europe services back to the Suez Canal route en masse will result in waves of vessels and cargo arriving at major European gateways that were already at maximum capacity for much of 2025. From a supply-demand perspective, reverting to the traditional Suez transits will release effective capacity into a trade already awash with excess tonnage. That means carriers will likely be forced to blank sailings and reduce ship speeds to manage capacity and prevent rates from bottoming out. Planning for such an event is practically impossible, particularly without a clear timeline, but Asia-Europe shippers should expect disrupted ocean schedules and continued — possibly worsening — congestion that will likely take months to clear. The next inflection: A wholesale return to the Red Sea would cause intense disruption on the Asia-Europe trade lane, with ships sailing through the Suez Canal converging with those sailing around Africa at already congested European ports. To mitigate vessel bunching and the release of pent-up capacity, carriers could keep some services on the around-Africa route during the transition period. Contact Greg Knowler at greg.knowler@spglobal.com .

Red Sea return poses disruption threat to Asia-Europe trade

<div class="phx-topic abstract-wrapper"><p>Current anti-trust protections “have enabled foreign-owned shipping lines to exert disproportionate control over pricing and service levels” in Australia’s maritime industry, the head of a leading shipper group in the country says. </p></div>

Current anti-trust protections “have enabled foreign-owned shipping lines to exert disproportionate control over pricing and service levels” in Australia’s maritime industry, the head of a leading shipper group in the country says.

<div class="phx-topic"><p>Shipper groups in Australia will urge the abolition of ocean carrier anti-trust immunity and the implementation of legal controls on port and related fees in their submission to a government inquiry into productivity within the country’s maritime and logistics sectors. </p><p>While groups are still drafting their filing, Paul Zalai, director of the Freight &amp; Trade Alliance (FTA), said the focus will be on the two most contentious issues facing shippers in Australia. </p><p>“The FTA and the Australian Peak Shippers Association [ASPA] consider both the end of anti-trust immunity and the introduction of a mandatory port-related fees code central to improving productivity, resilience and competitiveness in Australia’s freight supply chains,” Zalai told the <i>Journal of Commerce</i>. </p><p>Current anti-trust protections “have enabled foreign-owned shipping lines to exert disproportionate control over pricing and service levels, stifling competition, raising costs, and undermining supply chain resilience in our trade-dependent economy,” Zalai said. </p><p>On the matter of landside fees, Zalai said terminal and container park operators should charge their direct shipping line customers, who can then decide whether to absorb the fees or recover the costs from importers, exporters and freight forwarders. </p><p>“But under current arrangements, stevedores and container parks impose incontestable landside fees directly on road and rail transport operators, bypassing normal commercial negotiation and distorting market dynamics,” he said. </p><p>The FTA and ASPA, which together represent more than 550 businesses and trade bodies, were invited to make submissions just before Christmas by a Senate select committee set up to investigate productivity in Australian industry. Filings are due by Feb. 20, with a report scheduled for release by Sept. 30. </p><p>Explaining the rationale for the probe, the Senate said that “global and domestic freight disruptions continue to destabilize the supply chain, leading to congestion, delays and higher costs.”  </p><p>Among the issues the Senate committee will consider are whether harmonized freight and logistics regulations would better support Australia’s economy; how disrupted freight supply chains have impacted Australia’s infrastructure resilience; and how fit-for-purpose freight infrastructure can encourage productivity growth. </p><p><i>Contact Keith Wallis at </i><a href="mailto:keithwallis@hotmail.com"><i>keithwallis@hotmail.com</i></a><i>.</i> </p></div>

Shipper groups in Australia will urge the abolition of ocean carrier anti-trust immunity and the implementation of legal controls on port and related fees in their submission to a government inquiry into productivity within the country’s maritime and logistics sectors. While groups are still drafting their filing, Paul Zalai, director of the Freight & Trade Alliance (FTA), said the focus will be on the two most contentious issues facing shippers in Australia. “The FTA and the Australian Peak Shippers Association [ASPA] consider both the end of anti-trust immunity and the introduction of a mandatory port-related fees code central to improving productivity, resilience and competitiveness in Australia’s freight supply chains,” Zalai told the Journal of Commerce. Current anti-trust protections “have enabled foreign-owned shipping lines to exert disproportionate control over pricing and service levels, stifling competition, raising costs, and undermining supply chain resilience in our trade-dependent economy,” Zalai said. On the matter of landside fees, Zalai said terminal and container park operators should charge their direct shipping line customers, who can then decide whether to absorb the fees or recover the costs from importers, exporters and freight forwarders. “But under current arrangements, stevedores and container parks impose incontestable landside fees directly on road and rail transport operators, bypassing normal commercial negotiation and distorting market dynamics,” he said. The FTA and ASPA, which together represent more than 550 businesses and trade bodies, were invited to make submissions just before Christmas by a Senate select committee set up to investigate productivity in Australian industry. Filings are due by Feb. 20, with a report scheduled for release by Sept. 30. Explaining the rationale for the probe, the Senate said that “global and domestic freight disruptions continue to destabilize the supply chain, leading to congestion, delays and higher costs.” Among the issues the Senate committee will consider are whether harmonized freight and logistics regulations would better support Australia’s economy; how disrupted freight supply chains have impacted Australia’s infrastructure resilience; and how fit-for-purpose freight infrastructure can encourage productivity growth. Contact Keith Wallis at keithwallis@hotmail.com .

Australian shippers call for end to ocean carrier anti-trust immunity

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