<div class="phx-topic abstract-wrapper">The Los Angeles and Long Beach executive directors promised shippers and truckers they would deliver several action items within six months to relieve mounting congestion.</div>

The Los Angeles and Long Beach executive directors promised shippers and truckers they would deliver several action items within six months to relieve mounting congestion.

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<div>With container dwell times at the highest level in two years and truck turn times higher, the ports of <a>Los Angeles</a> and <a>Long Beach</a> promise relief within six months."We’re going to clean this up,” Gene Seroka, Los Angeles executive director, told a dinner meeting of the Harbor Transportation Club Tuesday. “Yes, we have issues. We’re shooting ourselves in the foot, but we also have potential,” said Mario Cordero, Long Beach executive director.<h2>Dwell times</h2>The Pacific Merchant Shipping Association (PMSA) reported Wednesday that the average container dwell time in November in Los Angeles-Long Beach was <a>3.5 days</a>, compared with about 2.5 days...

With container dwell times at the highest level in two years and truck turn times higher, the ports of Los Angeles and Long Beach promise relief within six months. "We’re going to clean this up,” Gene Seroka, Los Angeles executive director, told a dinner meeting of the Harbor Transportation Club Tuesday. “Yes, we have issues. We’re shooting ourselves in the foot, but we also have potential,” said Mario Cordero, Long Beach executive director. Dwell times The Pacific Merchant Shipping Association (PMSA) reported Wednesday that the average container dwell time in November in Los Angeles-Long Beach was 3.5 days , compared with about 2.5 days last spring. Some 13 percent of the containers had dwell times of five days or longer, compared with about 5 percent last spring. “Terminals rely on containers getting picked up in a timely manner in order to handle more containers efficiently,” said Jessica Alvarenga, PMSA’s manager of government affairs. She said it is “absolutely critical” that container dwell times be reduced to the normal level of less than three days. Similarly, the Harbor Trucking Association (HTA) reported Wednesday that the average truck turn time in the harbor was 90 minutes in November, up from about 70 minutes before container volumes suddenly spiked in July. Container volumes have remained elevated since then. Weston LaBar, CEO, said that although there was ample truck capacity to handle container volumes earlier in the year, an artificial capacity shortage has developed because truckers are spending excessive time at the terminals. The chief executives of the two largest US container ports, which are on track this year to handle a combined total of more than 16 million TEU, conceded that terminal congestion and equipment shortages are plaguing the harbor. They proposed about a dozen action items, which included long-term programs. A trucker attending the meeting called that point out to the port directors. “Most of what you are talking about is going to take one to five years. What about the next six months — what are we going to see?” he said. Seroka responded that beneficial cargo owners (BCOs) and truckers in Southern California should anticipate a universal trucker appointment system, a pilot program to establish container piles designated for delivery to a yet-to-be-chosen destination in the Inland Empire 50 miles to the east, designing a perimeter delivery system to pre-positioning containers for which appointments have been made so they are available for immediate delivery to truckers, and a chassis inventory system detailing where the equipment is in real time. Since these action items all impact truckers in some way, they point to the weakest link at the ports. Cordero said gate times are the best measurement ports can use to measure efficiency. The latest statistics posted by the HTA show that turn times have deteriorated rapidly the past two months. During the first half of 2018, average turn times for the 12 container terminals in Los Angeles-Long Beach in minutes were in the range of low to mid-70s. When container volumes accelerated in July, average turn times increased to about 80 minutes, and in October and November, turn times in the port complex averaged 90 minutes. LA-LB, like many North American ports, coping with unconventional year Los Angeles-Long Beach is experiencing many of the same service problems that most major North American ports are grappling with in an unconventional year in liner shipping. The year has been marked by uninterrupted front-loading of imports spawned by the US-China trade war, large container exchanges from mega-ships, late vessel arrivals due to weather events and congestion in Asian ports, and an unprecedented number of extra-loader vessels that arrive at the terminals with only one or two weeks' advance notice and result in vessel bunching at the terminals. Seroka said Los Angeles has had six consecutive months of 800,000-plus TEU volumes. Carriers since November have deployed or are scheduled to deploy 29 extra-loader vessels to Los Angeles-Long Beach. Some lines have replaced vessels in their regular weekly strings with larger ships. Maersk Line this week is working its second vessel of 18,000-TEU capacity. The previous call by Eleonora Maersk produced a North American record container exchange of 27,846 TEU. Seroka added that these developments are unfolding in a port complex through which more than 200,000 BCOs ship their freight. Fifteen major shipping lines call at 12 container terminals that are served by the three major chassis providers and two western railroads. The 12 marine terminals in aggregate handle 2,000 container moves per hour and 60,000 truck moves per day, he said. Some vessel operators do 100 percent discharge and reloading of containers in Los Angeles-Long Beach before returning directly to Asia. A unique port complex requires unique productivity measures to handle the crush of vessel, truck, and rail activity, the port executives said. However, since each sector of the supply chain has its own requirements, and those individual needs sometimes conflict with those of other sectors, it is essential that the ports include all stakeholders in discussions before new measures are implemented, they said. Repositioning chassis to free up terminal space It is becoming apparent that the storage of chassis takes up too much space at marine terminals. Removing chassis from the terminals and repositioning them at near-dock sites would free up as much as 80 acres of terminal space that could be devoted to cargo handling, Seroka said. The ports this past year identified several parcels in the harbor area that could be devoted to chassis storage and repair, and the intent is to have all chassis inspected by members of the International Longshore and Warehouse Union (ILWU) so they are roadable and can enter and exit marine terminals without further inspection, he said. The ports are continuing to work with portal designers including GE Transportation and Advent Intermodal Solutions to design a single window for gathering and disseminating information on shipments from overseas origins to and through the marine terminals in Los Angeles-Long Beach. Having information on vessel stowage and the container availability date more than a week before the vessel arrives in the port will allow BCOs, truckers, railroads, and equipment providers sufficient time to make appointments and marshall their equipment and labor needs. The ports are also acting as facilitators, bringing the terminals, BCOs, and truckers together to further develop efficiency-enhancement programs such as peel-off piles, container dray-offs to near-dock sites for overnight storage, and match-backs of empty import containers with export loads. The ports are expanding their on-dock rail capacity with the goal of eventually handling as much as 50 percent of the container volume on-dock. Cordero said that with East Coast ports implementing measures to speed containers from Asia to inland US markets as quickly as or quicker than the total transit time via intermodal rail from the West Coast, Los Angeles-Long Beach must improve the efficiency of handling intermodal cargo in Southern California. Seroka said the ports are looking at locations in the Inland Empire for a pilot project in which containers destined for that hub of distribution facilities can be segregated into piles at the marine terminals and moved quickly to the inland site 50 miles from the harbor in a peel-off type of arrangement. Similarly, they intend to pilot a perimeter delivery system in which containers for which a trucker appointment has been made can be moved to a convenient location in the terminal to provide quick turn times for truckers. The directors said that since all 12 terminal operators now require trucker appointments, the ports intend to move to a universal appointment system so truckers do not have to deal with 12 different systems. This will also make it easier for truckers to arrange dual transactions and change appointments in real time when exceptions occur. Port congestion causes Chassis shortages due to the hoarding of equipment by some terminal operators, and BCOs’ increasing use of import containers and the chassis they are resting on as an extension of their warehouses , is one of the biggest contributors to port congestion. The pool of pools operated by the three major equipment lessors has 68,000 chassis in southern California, yet truckers each day encounter shortages throughout the harbor. One terminal was reportedly holding on to 7,000 chassis on a recent day. The ports intend to develop an inventory system to pinpoint the terminals, rail yards, and warehouses where chassis are sitting idle. Although the port authorities can serve as facilitators, individual terminals must also take actions to address their individual needs. Total Terminals International (TTI), the largest terminal operator in Long Beach, runs 11 shifts each week — five weekday gates, five night gates, and one Saturday day gate — said Daniel Bergman, vice president of Long Beach operations. TTI, which handles about 11,000 to 12,000 gate moves per week for imports, has opened up more slots for trucker reservations. TTI reaches out to truckers, BCOs, and the railroads on a regular basis to plan for events before they occur, such as the peak-season cargo peaks. However, the stakeholders must also do their part, such as showing up for the appointments they make. TTI numbers show that truckers do not show up for about 35 percent of the appointments they make, he said. The measures that are being implemented by ports and terminal operators are designed to reduce container dwell time and thereby free up space so the yards do not get overwhelmed by imports. When that happens, and truckers say it has been happening all too much this autumn, the terminals can no longer accept the return of empty containers, which has become a sore point for BCOs and the trucking community. Bergman said operators must live with the difficult reality that when their terminals reach 82 percent of capacity, they are effectively out of space and have to shut down receipt of empties until the import containers are cleared from the yard. The port directors said the problems being experienced throughout the harbor can only be solved if stakeholders meet regularly as a group, with each industry freely discussing its challenges and being willing to make operational adjustments for the good of all participants in the supply chain. With the port authorities serving as facilitators, all of the stakeholders must participate in developing and adhering to business rules that will govern how the port complex operates, Seroka said. Contact Bill Mongelluzzo bill.mongelluzzo@ihsmarkit.com and follow him on Twitter: @billmongelluzzo.

Trucking News

Drayage

North American ports

Port of LA-LB pledges congestion relief

<div class="phx-topic abstract-wrapper">The move is likely to raise costs for forwarders and carriers as they devote more resources to ensure compliance with rate filing procedures, and it could hasten a wider shakeup in China’s logistics sector.</div>

The move is likely to raise costs for forwarders and carriers as they devote more resources to ensure compliance with rate filing procedures, and it could hasten a wider shakeup in China’s logistics sector.

<div class="phx-topic">Freight forwarders and ocean carriers are facing a widening crackdown by China's Transport Ministry and provincial authorities over the filing of ocean rate data, ostensibly as part of an effort to protect shippers from unclear pricing strategies, forwarders say. The move is likely to raise costs for forwarders and carriers as they devote more resources to ensure compliance with rate filing procedures. And it could hasten a wider shakeup in China's logistics sector, with increased consolidation and the demise of smaller, less compliant operators, the forwarders said. The crackdown by Chinese authorities comes after nine carriers and seven non-vessel operating common carriers (NVOCCs) received fines or warning letters after Transport Ministry officials found discrepancies in rate data filed for international shipments at three gateway ports late last year. “Since the government has emphasized enterprises must improve internal rate filing work systems and institutionalize accountability, with responsibility assigned to specific personnel, it may cost more for internal compliance costs, (and) force both large shipping lines and smaller forwarders to be more transparent," Cliff Xu, regional director of Greater China for the forwarder Rhenus Air &amp; Ocean, told the Journal of Commerce. “This would reduce the ability of non-compliant operators to undercut compliant competitors through opaque pricing strategies,” he added. “This may accelerate industry consolidation, with smaller and less compliant operators struggling to survive.” Inspections last year focused on Guangzhou, Ningbo, and Qingdao. “We anticipate further expansion nationwide,” Xu said. “The logical next steps would include other major trade gateways such as Shanghai, Shenzhen and Tianjin in future enforcement rounds. “The government has explicitly stated that it will increase the intensity of inspections on enterprises regarding the implementation of filed freight rates and that both the central ministry and its authorized provincial transportation authorities will carry out these enforcement actions,” Xu added. Ocean Network Express (ONE), Hapag-Lloyd, CMA CGM, Mediterranean Shipping Co., Evergreen Marine (Asia), and Wan Hai Lines (Singapore) were among the carriers that received "administrative punishment" following the inspections between August and November last year. ONE said it was penalized due to a “filing inaccuracy in mid-2025.” “ONE has since addressed the relevant findings through appropriate follow-up and corrective actions,” a spokesperson for the carrier told the Journal of Commerce, not providing further details. “Our current operations remain unaffected, and we remain committed to full regulatory compliance.” Hapag-Lloyd declined to comment. “Please understand that we cannot comment on ongoing proceedings as a general matter,” a spokesperson for the carrier said. The seven forwarders that received “administrative punishment,” which can also include license suspension, include Huilida International Freight Forwarding (Guangzhou), the Qingdao branch of Xuda International Freight Forwarding (Shanghai), and Ningbo Port Southeast Logistics Group, according to a Transport Ministry statement on May 12. <h3>‘Significant increase’ in scrutiny </h3>The Transport Ministry made it mandatory for carriers and forwarders to file rate data and information to the Shanghai Shipping Exchange, as the ministry’s agent, in 2013. But forwarder FIBS Logistics said freight rate filing enforcement “was considered a bit of a toothless paper tiger” until 2024 when Shanghai’s municipal transport commission carried out a two-week inspection blitz on freight rate filing procedures. Those checks included copies of bills of lading, freight lists, bank accounts, invoices, and “financial accounting vouchers,” according to the notice issued by the commission shortly before the inspection regime started. It was at that time that FIBS put a dedicated person in charge of the local filings for all China contracts, a spokesperson for the company told the Journal of Commerce. “We have never actually been audited, nor did we really hear much about other forwarders getting audited,” the spokesperson said. “I guess only forwarders who never or just rarely update the filing system will be audited.” Xu from Rhenus Logistics said the company has seen “a significant increase in enforcement and systematic scrutiny” since 2024. “The authorities have moved beyond simple filing mandates to vigorously enforce compliance with filed rates,” he said. “This represents a clear step-change in regulatory oversight. Contact Keith Wallis at <a href="mailto:keithwallis@hotmail.com">keithwallis@hotmail.com</a>. </div>

Freight forwarders and ocean carriers are facing a widening crackdown by China's Transport Ministry and provincial authorities over the filing of ocean rate data, ostensibly as part of an effort to protect shippers from unclear pricing strategies, forwarders say. The move is likely to raise costs for forwarders and carriers as they devote more resources to ensure compliance with rate filing procedures. And it could hasten a wider shakeup in China's logistics sector, with increased consolidation and the demise of smaller, less compliant operators, the forwarders said. The crackdown by Chinese authorities comes after nine carriers and seven non-vessel operating common carriers (NVOCCs) received fines or warning letters after Transport Ministry officials found discrepancies in rate data filed for international shipments at three gateway ports late last year. “Since the government has emphasized enterprises must improve internal rate filing work systems and institutionalize accountability, with responsibility assigned to specific personnel, it may cost more for internal compliance costs, (and) force both large shipping lines and smaller forwarders to be more transparent," Cliff Xu, regional director of Greater China for the forwarder Rhenus Air & Ocean, told the Journal of Commerce. “This would reduce the ability of non-compliant operators to undercut compliant competitors through opaque pricing strategies,” he added. “This may accelerate industry consolidation, with smaller and less compliant operators struggling to survive.” Inspections last year focused on Guangzhou, Ningbo, and Qingdao. “We anticipate further expansion nationwide,” Xu said. “The logical next steps would include other major trade gateways such as Shanghai, Shenzhen and Tianjin in future enforcement rounds. “The government has explicitly stated that it will increase the intensity of inspections on enterprises regarding the implementation of filed freight rates and that both the central ministry and its authorized provincial transportation authorities will carry out these enforcement actions,” Xu added. Ocean Network Express (ONE), Hapag-Lloyd, CMA CGM, Mediterranean Shipping Co., Evergreen Marine (Asia), and Wan Hai Lines (Singapore) were among the carriers that received "administrative punishment" following the inspections between August and November last year. ONE said it was penalized due to a “filing inaccuracy in mid-2025.” “ONE has since addressed the relevant findings through appropriate follow-up and corrective actions,” a spokesperson for the carrier told the Journal of Commerce, not providing further details. “Our current operations remain unaffected, and we remain committed to full regulatory compliance.” Hapag-Lloyd declined to comment. “Please understand that we cannot comment on ongoing proceedings as a general matter,” a spokesperson for the carrier said. The seven forwarders that received “administrative punishment,” which can also include license suspension, include Huilida International Freight Forwarding (Guangzhou), the Qingdao branch of Xuda International Freight Forwarding (Shanghai), and Ningbo Port Southeast Logistics Group, according to a Transport Ministry statement on May 12. ‘Significant increase’ in scrutiny The Transport Ministry made it mandatory for carriers and forwarders to file rate data and information to the Shanghai Shipping Exchange, as the ministry’s agent, in 2013. But forwarder FIBS Logistics said freight rate filing enforcement “was considered a bit of a toothless paper tiger” until 2024 when Shanghai’s municipal transport commission carried out a two-week inspection blitz on freight rate filing procedures. Those checks included copies of bills of lading, freight lists, bank accounts, invoices, and “financial accounting vouchers,” according to the notice issued by the commission shortly before the inspection regime started. It was at that time that FIBS put a dedicated person in charge of the local filings for all China contracts, a spokesperson for the company told the Journal of Commerce. “We have never actually been audited, nor did we really hear much about other forwarders getting audited,” the spokesperson said. “I guess only forwarders who never or just rarely update the filing system will be audited.” Xu from Rhenus Logistics said the company has seen “a significant increase in enforcement and systematic scrutiny” since 2024. “The authorities have moved beyond simple filing mandates to vigorously enforce compliance with filed rates,” he said. “This represents a clear step-change in regulatory oversight. Contact Keith Wallis at keithwallis@hotmail.com .

Container lines

Forwarding

Asia-Europe

Maritime

China widens regulatory crackdown on filing of ocean transport rate data

<div class="phx-topic abstract-wrapper">The South Korean electronics conglomerate said it should not be held liable for more than $1 million in charges resulting from container delays that Wan Hai-contracted truckers experienced between 2020 and 2022.</div>

The South Korean electronics conglomerate said it should not be held liable for more than $1 million in charges resulting from container delays that Wan Hai-contracted truckers experienced between 2020 and 2022.

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<div class="phx-topic">Samsung Electronics has filed a complaint with US shipping regulators over more than $1 million in fees Wan Hai charged the conglomerate on delayed container pickups under the ocean carrier’s control, marking Samsung’s latest salvo against ocean carriers over pandemic-era delays and resulting financial penalties. Samsung’s complaint, reported Monday by the Federal Maritime Commission (FMC), alleged that Taiwan’s Wan Hai Lines violated US shipping law by charging demurrage and detention (D&amp;D) on hundreds of containers between 2020 and 2022 where Wan Hai was responsible for the inland move under carrier haulage, or so-called “store door” terms. “In store door shipments, costs and charges relating to delays in the timely removal of containers from terminals (generally known as “demurrage” charges) should be borne by Wan Hai, not a consignee,” Samsung’s complaint said. In addition to $1.2 million in direct charges, Samsung said it also bore other costs related to the transportation of its containers. It is asking the FMC to determine what restitution will be appropriate. Samsung, <a href="https://www.joc.com/article/journal-of-commerce-top-100-us-importers-and-exporters-in-2025-6210438">the 15th-largest US importer by volume</a>, has filed five other FMC complaints against ocean carriers, including <a href="https://www.joc.com/article/fmc-complaint-from-samsung-is-latest-salvo-against-cosco-for-dd-billing-5199869">Cosco Shipping</a>, Orient Overseas Container Line, <a href="https://www.joc.com/article/samsung-fmc-complaint-alleges-thousands-of-inaccurate-fees-assessed-by-hmm-5244232">HMM</a>, Zim Shipping and SM Line, over container late fees charged during the pandemic. So far, only the complaint against Zim <a href="https://www.joc.com/article/fmc-judge-awards-samsung-37-million-from-zim-in-billing-dispute-5990789">resulted in damages being awarded to Samsung</a>, with the other cases expected to be decided later in 2026 and 2027. Similar to its other complaints, Samsung alleged that Wan Hai began “repeatedly failing” to deliver Samsung’s containers from marine terminals in a timely manner in 2021 “due to chassis shortages and heavy terminal congestion.” Despite those matters being outside of Samsung’s control, the company alleged Wan Hai would charge Samsung demurrage on over 550 delayed container retrievals and detention on over 150 container returns. Samsung also claimed it faced over 800 other instances of associated charges due to the delays. Samsung’s complaint said Wan Hai’s late charges contradict the FMC’s “<a href="https://www.joc.com/article/stakeholders-say-us-cargo-flow-would-be-undermined-by-proposed-fmc-billing-rule-5245716">incentive principle</a>,” which justifies such charges for prompting the timely removal of containers from terminals. Samsung said the container moves were totally under the control of Wan Hai and that the carrier continued to accept Samsung’s containers even though it could not promptly move them to Samsung warehouses. “Wan Hai’s foregoing practices and procedures related to the assessment of demurrage and detention charges are unjust and unreasonable as applied because they did not serve their intended primary purpose to incentivize freight fluidity,” the complaint said. Wan Hai did not respond to a request for comment. <h3>‘Beat you up on rates’ </h3>The president of a New Jersey-based motor carrier told the Journal of Commerce his general experience with carrier haulage moves through ocean carriers has been fraught. While his company, which has over just over 40 trucks, will occasionally handle store door moves if the shipper asks for a specific motor carrier, contracting haulage directly from an ocean carrier usually means very short notice of when a container will reach a port, usually four or five days in advance. That leaves motor carriers less time to allocate drivers and chassis. The source’s direct shipper customers, though, will provide ongoing forecasts of how many containers to expect and when, so planning goes more smoothly. While ocean carriers will generally provide a no-cost chassis to a shipper for a store door move, motor carriers are still typically forced to use a chassis pool rather than their own chassis. “The ocean carriers can promise you a lot of business because they have the customer relationship, but they can beat you up on rates,” the source said.  Contact Michael Angell at <a href="mailto:michael.angell@spglobal.com">michael.angell@spglobal.com</a>.</div>

Samsung Electronics has filed a complaint with US shipping regulators over more than $1 million in fees Wan Hai charged the conglomerate on delayed container pickups under the ocean carrier’s control, marking Samsung’s latest salvo against ocean carriers over pandemic-era delays and resulting financial penalties. Samsung’s complaint, reported Monday by the Federal Maritime Commission (FMC), alleged that Taiwan’s Wan Hai Lines violated US shipping law by charging demurrage and detention (D&D) on hundreds of containers between 2020 and 2022 where Wan Hai was responsible for the inland move under carrier haulage, or so-called “store door” terms. “In store door shipments, costs and charges relating to delays in the timely removal of containers from terminals (generally known as “demurrage” charges) should be borne by Wan Hai, not a consignee,” Samsung’s complaint said. In addition to $1.2 million in direct charges, Samsung said it also bore other costs related to the transportation of its containers. It is asking the FMC to determine what restitution will be appropriate. Samsung, the 15th-largest US importer by volume , has filed five other FMC complaints against ocean carriers, including Cosco Shipping , Orient Overseas Container Line, HMM , Zim Shipping and SM Line, over container late fees charged during the pandemic. So far, only the complaint against Zim resulted in damages being awarded to Samsung , with the other cases expected to be decided later in 2026 and 2027. Similar to its other complaints, Samsung alleged that Wan Hai began “repeatedly failing” to deliver Samsung’s containers from marine terminals in a timely manner in 2021 “due to chassis shortages and heavy terminal congestion.” Despite those matters being outside of Samsung’s control, the company alleged Wan Hai would charge Samsung demurrage on over 550 delayed container retrievals and detention on over 150 container returns. Samsung also claimed it faced over 800 other instances of associated charges due to the delays. Samsung’s complaint said Wan Hai’s late charges contradict the FMC’s “ incentive principle ,” which justifies such charges for prompting the timely removal of containers from terminals. Samsung said the container moves were totally under the control of Wan Hai and that the carrier continued to accept Samsung’s containers even though it could not promptly move them to Samsung warehouses. “Wan Hai’s foregoing practices and procedures related to the assessment of demurrage and detention charges are unjust and unreasonable as applied because they did not serve their intended primary purpose to incentivize freight fluidity,” the complaint said. Wan Hai did not respond to a request for comment. ‘Beat you up on rates’ The president of a New Jersey-based motor carrier told the Journal of Commerce his general experience with carrier haulage moves through ocean carriers has been fraught. While his company, which has over just over 40 trucks, will occasionally handle store door moves if the shipper asks for a specific motor carrier, contracting haulage directly from an ocean carrier usually means very short notice of when a container will reach a port, usually four or five days in advance. That leaves motor carriers less time to allocate drivers and chassis. The source’s direct shipper customers, though, will provide ongoing forecasts of how many containers to expect and when, so planning goes more smoothly. While ocean carriers will generally provide a no-cost chassis to a shipper for a store door move, motor carriers are still typically forced to use a chassis pool rather than their own chassis. “The ocean carriers can promise you a lot of business because they have the customer relationship, but they can beat you up on rates,” the source said.  Contact Michael Angell at michael.angell@spglobal.com .

Marine terminals

Samsung levels D&D complaint against Wan Hai with FMC

<div class="phx-topic abstract-wrapper">Costs rose sharply following the start of the war, and although emergency fuel surcharges were quickly levied on spot shipments, cargo under contract was locked into quarterly BAFs.</div>

Costs rose sharply following the start of the war, and although emergency fuel surcharges were quickly levied on spot shipments, cargo under contract was locked into quarterly BAFs.

<div class="phx-topic">Fuel prices that rocketed higher since the war with Iran began on Feb. 28 have so far added $5.5 billion to the bunker costs of container lines, according to Sea-Intelligence Maritime Analysis. Ocean carriers have rolled out emergency fuel surcharges in an urgent bid to recover that increase in operating costs, <a href="https://www.joc.com/article/war-adding-40-50-million-per-week-to-hapag-lloyds-costs-ceo-6193532">estimated at up to $50 million a week by Hapag-Lloyd</a>. “It is clear that if the (Strait of) Hormuz crisis persists, and hence fuel prices remain elevated, the industry would become clearly loss-making, unless the added fuel costs translate into higher freight rates,” Alan Murphy, CEO of Sea-Intelligence, wrote in his weekly Sunday Spotlight newsletter. “Spot rates have indeed been on the rise these past couple of weeks, especially on the Asia-Europe trade, implying that the process of passing on the added fuel costs is under way,” Murphy added. Bunker costs rose sharply following the start of the war, and although emergency fuel surcharges were quickly levied on spot shipments, cargo under contract was locked into quarterly bunker adjustment factors (BAFs). <a href="https://www.joc.com/article/demand-rising-on-asia-europe-ocean-trade-as-july-bunker-hike-looms-6225813">Those costs will be passed on to shippers in the third quarter</a> beginning July 1. Murphy put the scale of the additional fuel costs for the three-month period through May in context, noting that the first-quarter financial results for 2026 implied combined industry-wide revenue of $61 billion and earnings before interest and taxes (EBIT) of $2.7 billion. <h3>Peace prospects spark oil price drop</h3>While oil prices have fallen to a two-week low amid hopes that Washington and Tehran were close to a peace deal, the fragility of the current ceasefire was illustrated Monday by renewed US strikes and return fire from Iranian positions. Very low-sulfur fuel oil (VLSFO) was trading at $782 per metric ton (mt) Monday, down 11% since a mid-May high, according to Ship &amp; Bunker. High-sulfur fuel oil (HSFO) is trading at a substantial discount to VLSFO at $628/mt, down 13% since mid-May. To arrive at a daily added fuel cost per-container for the industry from the Middle East war, Sea-Intelligence used an estimated fuel use of 70 million tons per year, with 47.2 million TEUs shipped in the first three months of 2026, according to Container Trades Statistics (CTS). “The CTS data period is not quite the same as the fuel premium period,” Murphy acknowledged. “However, as a ballpark estimate, this implies an added fuel cost on average of $117/TEU.” Whether a vessel was equipped with an exhaust scrubber or not would also influence the cost per container. “Vessels equipped with a scrubber can use the lower-priced (HSFO), whereas vessels without a scrubber need to purchase the more expensive VLSFO,” Murphy said. Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>.</div>

Fuel prices that rocketed higher since the war with Iran began on Feb. 28 have so far added $5.5 billion to the bunker costs of container lines, according to Sea-Intelligence Maritime Analysis. Ocean carriers have rolled out emergency fuel surcharges in an urgent bid to recover that increase in operating costs, estimated at up to $50 million a week by Hapag-Lloyd . “It is clear that if the (Strait of) Hormuz crisis persists, and hence fuel prices remain elevated, the industry would become clearly loss-making, unless the added fuel costs translate into higher freight rates,” Alan Murphy, CEO of Sea-Intelligence, wrote in his weekly Sunday Spotlight newsletter. “Spot rates have indeed been on the rise these past couple of weeks, especially on the Asia-Europe trade, implying that the process of passing on the added fuel costs is under way,” Murphy added. Bunker costs rose sharply following the start of the war, and although emergency fuel surcharges were quickly levied on spot shipments, cargo under contract was locked into quarterly bunker adjustment factors (BAFs). Those costs will be passed on to shippers in the third quarter beginning July 1. Murphy put the scale of the additional fuel costs for the three-month period through May in context, noting that the first-quarter financial results for 2026 implied combined industry-wide revenue of $61 billion and earnings before interest and taxes (EBIT) of $2.7 billion. Peace prospects spark oil price drop While oil prices have fallen to a two-week low amid hopes that Washington and Tehran were close to a peace deal, the fragility of the current ceasefire was illustrated Monday by renewed US strikes and return fire from Iranian positions. Very low-sulfur fuel oil (VLSFO) was trading at $782 per metric ton (mt) Monday, down 11% since a mid-May high, according to Ship & Bunker. High-sulfur fuel oil (HSFO) is trading at a substantial discount to VLSFO at $628/mt, down 13% since mid-May. To arrive at a daily added fuel cost per-container for the industry from the Middle East war, Sea-Intelligence used an estimated fuel use of 70 million tons per year, with 47.2 million TEUs shipped in the first three months of 2026, according to Container Trades Statistics (CTS). “The CTS data period is not quite the same as the fuel premium period,” Murphy acknowledged. “However, as a ballpark estimate, this implies an added fuel cost on average of $117/TEU.” Whether a vessel was equipped with an exhaust scrubber or not would also influence the cost per container. “Vessels equipped with a scrubber can use the lower-priced (HSFO), whereas vessels without a scrubber need to purchase the more expensive VLSFO,” Murphy said. Contact Greg Knowler at greg.knowler@spglobal.com .

Container Shipping News

Middle East war adds $5.5 billion to ocean carriers' bunker costs: Sea-Intelligence

<div class="phx-topic abstract-wrapper">Ag exporters have always faced logistical challenges because their crops are grown in the interior US and shipped through ports located hundreds of miles away; those challenges seem to be growing, the AgTC conference heard this week. </div>

Ag exporters have always faced logistical challenges because their crops are grown in the interior US and shipped through ports located hundreds of miles away; those challenges seem to be growing, the AgTC conference heard this week.

<div class="phx-topic">US agricultural shippers are facing increasing and costly challenges in getting their goods to global markets as the war in the Middle East and schedule changes by ocean carriers upset the cadence of their operations. “Container availability, schedule changes, rail delays from the interior of the country; these things can combine and create sort of a monster for us,” Christopher Jennum, global manager of export logistics and marketing at the Dairy Farmers of America, told the annual Agriculture Transportation Coalition (AgTC) conference this week in Tacoma. Ag exporters have always faced logistical challenges because their crops are grown in the interior US and shipped through ports located hundreds of miles away. This makes it difficult for exporters to secure empty containers, plan their rail moves to the ports, and meet marine terminal requirements for the on-time delivery of their boxes. Shippers must commit to delivery of their containers weeks ahead of time. “They’re committing to an export window that hasn’t formed,” said Vijay Harrell, CEO of logistics provider Tradelanes. Additionally, ag exporters are operating in a transportation environment designed decades ago and not equipped to handle modern day disruptions such as the pandemic and now the war in the Middle East. “I think the system that has carried us this far is starting to show some wear and tear,” Ken O’Brien, CEO of Gemini Shippers Association, told AgTC. “The disruption we face has somehow fundamentally changed our industry.” That wear and tear has affected the reliability of service, while communication between carriers and their customers has been compromised and the ability to accurately forecast supply and demand has been degraded, he said. “Both (carriers and customers) have to do a better job as to how we forecast demand,” O’Brien said. The fact that ag exports originate across a vast heartland and are shipped through a number of gateways makes it difficult for ocean carriers to consistently provide the equipment and services their customers demand and need, said Patrick “PJ” McGrath, senior vice president for commercial at Hapag-Lloyd in North America. If all imports and exports went through either Los Angeles-Long Beach or New York-New Jersey, serving shippers in the interior would be easy and much less costly for the ocean carriers. They’re not, but there is a strategy, McGrath said. “So how do I look at each individual piece? It boils down to communication (between the parties),” he said. <h3>Communication among parties is crucial </h3>Carriers must do a better job of communicating disruptions in vessel scheduling and services, as well as the fuel surcharges they are implementing due to the war in the Middle East, said Irina Brown, cotton export specialist at Dunavant Global Logistics Group. “The biggest problem is managing communication during disruptions, but it is super hard when you have trouble receiving responses from carriers, especially during the past year,” Brown told AgTC. “We get responses from carriers that make no sense.” Rapidly rising fuel costs and accompanying surcharges, which vary from carrier to carrier, have become a huge cost burden for shippers, said Cynthia Tathwell, supply chain logistics specialist at Columbia Grain. “I’ve seen unjustified rises in rates and billing practices outside of published tariffs,” Tathwell said. “It’s a pattern across the industry.” She added that she has challenged these charges, which has its own set of problems, noting that disputes “equal time and money for both sides.” <h3>FMC ‘has teeth’ </h3>Ag exporters also face ongoing problems with transportation providers in the levying of detention fees for the late return of equipment to the marine terminal or railyard and demurrage charges for containers remaining at a marine terminal or railyard after free storage time has expired. Laura DiBella, chairman of the Federal Maritime Commission (FMC), told the ag shippers the agency is aware of these practices and will move to stop any unfair implementation of detention and demurrage fees. “You are going to see plenty more on that,” DiBella told AgTc. “We’re definitely taking a more aggressive stance.” Whether it’s addressing unfair detention and demurrage fees or fuel surcharge issues, the FMC has various investigatory and enforcement powers it will use to move against unfair practices, she said. “The FMC has teeth,” DiBella said. “It has very big teeth.” Contact Bill Mongelluzzo at <a href="mailto:bill.mongelluzzo@spglobal.com">bill.mongelluzzo@spglobal.com</a>. </div>

US agricultural shippers are facing increasing and costly challenges in getting their goods to global markets as the war in the Middle East and schedule changes by ocean carriers upset the cadence of their operations. “Container availability, schedule changes, rail delays from the interior of the country; these things can combine and create sort of a monster for us,” Christopher Jennum, global manager of export logistics and marketing at the Dairy Farmers of America, told the annual Agriculture Transportation Coalition (AgTC) conference this week in Tacoma. Ag exporters have always faced logistical challenges because their crops are grown in the interior US and shipped through ports located hundreds of miles away. This makes it difficult for exporters to secure empty containers, plan their rail moves to the ports, and meet marine terminal requirements for the on-time delivery of their boxes. Shippers must commit to delivery of their containers weeks ahead of time. “They’re committing to an export window that hasn’t formed,” said Vijay Harrell, CEO of logistics provider Tradelanes. Additionally, ag exporters are operating in a transportation environment designed decades ago and not equipped to handle modern day disruptions such as the pandemic and now the war in the Middle East. “I think the system that has carried us this far is starting to show some wear and tear,” Ken O’Brien, CEO of Gemini Shippers Association, told AgTC. “The disruption we face has somehow fundamentally changed our industry.” That wear and tear has affected the reliability of service, while communication between carriers and their customers has been compromised and the ability to accurately forecast supply and demand has been degraded, he said. “Both (carriers and customers) have to do a better job as to how we forecast demand,” O’Brien said. The fact that ag exports originate across a vast heartland and are shipped through a number of gateways makes it difficult for ocean carriers to consistently provide the equipment and services their customers demand and need, said Patrick “PJ” McGrath, senior vice president for commercial at Hapag-Lloyd in North America. If all imports and exports went through either Los Angeles-Long Beach or New York-New Jersey, serving shippers in the interior would be easy and much less costly for the ocean carriers. They’re not, but there is a strategy, McGrath said. “So how do I look at each individual piece? It boils down to communication (between the parties),” he said. Communication among parties is crucial Carriers must do a better job of communicating disruptions in vessel scheduling and services, as well as the fuel surcharges they are implementing due to the war in the Middle East, said Irina Brown, cotton export specialist at Dunavant Global Logistics Group. “The biggest problem is managing communication during disruptions, but it is super hard when you have trouble receiving responses from carriers, especially during the past year,” Brown told AgTC. “We get responses from carriers that make no sense.” Rapidly rising fuel costs and accompanying surcharges, which vary from carrier to carrier, have become a huge cost burden for shippers, said Cynthia Tathwell, supply chain logistics specialist at Columbia Grain. “I’ve seen unjustified rises in rates and billing practices outside of published tariffs,” Tathwell said. “It’s a pattern across the industry.” She added that she has challenged these charges, which has its own set of problems, noting that disputes “equal time and money for both sides.” FMC ‘has teeth’ Ag exporters also face ongoing problems with transportation providers in the levying of detention fees for the late return of equipment to the marine terminal or railyard and demurrage charges for containers remaining at a marine terminal or railyard after free storage time has expired. Laura DiBella, chairman of the Federal Maritime Commission (FMC), told the ag shippers the agency is aware of these practices and will move to stop any unfair implementation of detention and demurrage fees. “You are going to see plenty more on that,” DiBella told AgTc. “We’re definitely taking a more aggressive stance.” Whether it’s addressing unfair detention and demurrage fees or fuel surcharge issues, the FMC has various investigatory and enforcement powers it will use to move against unfair practices, she said. “The FMC has teeth,” DiBella said. “It has very big teeth.” Contact Bill Mongelluzzo at  bill.mongelluzzo@spglobal.com .

Supply chain

US ag shippers navigate creaky supply chain not built for modern disruption

<div class="phx-topic abstract-wrapper">Rising fuel costs, reliable service and higher rates amid the end of the four-year recession in trucking are helping convert more freight to rail in the eastern US. </div>

Rising fuel costs, reliable service and higher rates amid the end of the four-year recession in trucking are helping convert more freight to rail in the eastern US.

<div class="phx-topic">US domestic intermodal demand has rebounded sharply since the war with Iran began, with the growth coming, surprisingly, on lanes east of the Mississippi River rather than the long-haul West Coast corridors that typically offer the biggest fuel advantage over trucking. Intermodal providers have historically struggled to compete with trucking in the eastern US because the shorter lengths of haul mean less cost savings than transcontinental moves. But railroads and intermodal marketing companies (IMCs) say rising fuel costs, higher rates amid the end of the four-year recession in the trucking industry, and reliable service are helping convert more freight to rail in the east. Combined domestic container traffic in March and April was up 9% over the same period in 2025, according to the International Association of North America (IANA), a surge not seen since the pandemic-related lockdowns six years ago. Freight originating in the Northeast, South-Central and Southeast US have all jumped more than 10% year over year. “You’re finally seeing us coming out of ... the worst trucking cycle that we’ve witnessed — at least the worst one certainly that I’ve seen,” Kevin Boone, CFO of CSX Transportation, said at the Bank of America Annual Industrials Conference on May 13. “We’re seeing [freight] start to convert over to rail and with our service product, we’re pretty optimistic that can continue here.” The strongest gains have been concentrated in eastern corridors. Traffic from the Northeast to the Southeast jumped 17.7% year over year in March and April, according to IANA, while Southeast-to-Northeast traffic on the same corridor rose 16%. Midwest-to-Northeast volume increased 17.6%. Those are three routes where CSX will be able to better compete after beginning double-stack intermodal service through the Howard Street Tunnel in Baltimore <a href="https://www.joc.com/article/soaring-truck-rates-power-major-rebound-in-domestic-intermodal-volume-6208736">earlier this month</a>. The upgrade allows CSX to compete better against Norfolk Southern (NS) on freight between Atlanta and Newark and cuts about a day from transit times between Chicago and Newark. That gives CSX a chance to capture more of the eastern demand upswing, along with private-asset intermodal partners such as J.B. Hunt Transport Services. J.B. Hunt executives are signaling the same strong demand pattern in the east, with shippers beginning to save more money on freight in the region. “The discount has grown from 15% to 20% in the last six to eight weeks,” Darren Field, the company’s president of intermodal, said this week at Wolfe Research’s Annual Global Transportation and Industrials Conference. “I don’t know that we can close that 20% discount gap back to 15% in just this cycle, but I would anticipate certainly our intermodal pricing opportunity to start to improve [in the 2027 bid cycle].” <h3>Rebound tied to diesel prices? </h3>The Journal of Commerce <a href="https://www.joc.com/resources/special-reports/intermodal-savings-index">Intermodal Savings Index</a> also showed the steepest increases in rail savings sequentially compared with truckload in March occurred in the eastern US. Even so, Norfolk Southern cautioned that the rebound may be tied more to higher diesel prices than to a structural change, meaning it could fade if energy markets ease. “If the war ends in the next couple of weeks and fuel prices start going back down over the next few months, does that dynamic persist or does it reverse back to where it was? Hard to say,” NS CEO Mark George said at the Wolfe Research conference. Service will help determine whether intermodal keeps gaining share from trucking on the East Coast. CSX’s intermodal train speed was 7.2% faster from March through the first week of May than during the same period last year, while Norfolk Southern’s speeds were 1.1% slower over the same span, according to the Association of American Railroads. A disruption at CSX’s Fairburn intermodal terminal in Atlanta in April sharply increased truck turn times, in some cases forcing drivers to wait hours and pushing deliveries to the next day. The issue has since been resolved. Contact Ari Ashe at <a href="mailto:ari.ashe@spglobal.com">ari.ashe@spglobal.com</a>. </div>

US domestic intermodal demand has rebounded sharply since the war with Iran began, with the growth coming, surprisingly, on lanes east of the Mississippi River rather than the long-haul West Coast corridors that typically offer the biggest fuel advantage over trucking. Intermodal providers have historically struggled to compete with trucking in the eastern US because the shorter lengths of haul mean less cost savings than transcontinental moves. But railroads and intermodal marketing companies (IMCs) say rising fuel costs, higher rates amid the end of the four-year recession in the trucking industry, and reliable service are helping convert more freight to rail in the east. Combined domestic container traffic in March and April was up 9% over the same period in 2025, according to the International Association of North America (IANA), a surge not seen since the pandemic-related lockdowns six years ago. Freight originating in the Northeast, South-Central and Southeast US have all jumped more than 10% year over year. “You’re finally seeing us coming out of ... the worst trucking cycle that we’ve witnessed — at least the worst one certainly that I’ve seen,” Kevin Boone, CFO of CSX Transportation, said at the Bank of America Annual Industrials Conference on May 13. “We’re seeing [freight] start to convert over to rail and with our service product, we’re pretty optimistic that can continue here.” The strongest gains have been concentrated in eastern corridors. Traffic from the Northeast to the Southeast jumped 17.7% year over year in March and April, according to IANA, while Southeast-to-Northeast traffic on the same corridor rose 16%. Midwest-to-Northeast volume increased 17.6%. Those are three routes where CSX will be able to better compete after beginning double-stack intermodal service through the Howard Street Tunnel in Baltimore earlier this month . The upgrade allows CSX to compete better against Norfolk Southern (NS) on freight between Atlanta and Newark and cuts about a day from transit times between Chicago and Newark. That gives CSX a chance to capture more of the eastern demand upswing, along with private-asset intermodal partners such as J.B. Hunt Transport Services. J.B. Hunt executives are signaling the same strong demand pattern in the east, with shippers beginning to save more money on freight in the region. “The discount has grown from 15% to 20% in the last six to eight weeks,” Darren Field, the company’s president of intermodal, said this week at Wolfe Research’s Annual Global Transportation and Industrials Conference. “I don’t know that we can close that 20% discount gap back to 15% in just this cycle, but I would anticipate certainly our intermodal pricing opportunity to start to improve [in the 2027 bid cycle].” Rebound tied to diesel prices? The Journal of Commerce Intermodal Savings Index also showed the steepest increases in rail savings sequentially compared with truckload in March occurred in the eastern US. Even so, Norfolk Southern cautioned that the rebound may be tied more to higher diesel prices than to a structural change, meaning it could fade if energy markets ease. “If the war ends in the next couple of weeks and fuel prices start going back down over the next few months, does that dynamic persist or does it reverse back to where it was? Hard to say,” NS CEO Mark George said at the Wolfe Research conference. Service will help determine whether intermodal keeps gaining share from trucking on the East Coast. CSX’s intermodal train speed was 7.2% faster from March through the first week of May than during the same period last year, while Norfolk Southern’s speeds were 1.1% slower over the same span, according to the Association of American Railroads. A disruption at CSX’s Fairburn intermodal terminal in Atlanta in April sharply increased truck turn times, in some cases forcing drivers to wait hours and pushing deliveries to the next day. The issue has since been resolved. Contact Ari Ashe at ari.ashe@spglobal.com .

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