<div class="phx-topic abstract-wrapper">Trucking companies hauling oversized heavy freight saw revenue jump by double digits last year, but bigger and bigger shipments challenge specialized capacity.
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Trucking companies hauling oversized heavy freight saw revenue jump by double digits last year, but bigger and bigger shipments challenge specialized capacity.

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<div>The largest US heavy-haul trucking companies carried an oversized amount of revenue last year as the US energy boom ratcheted up demand for oil field equipment, wind turbines, and other outsized freight, and the size of heavy-haul projects and cargo increased.The 10 largest heavy-haul carriers pushed their combined revenue up 33.3 percent to $2.8 billion, according to a report from transportation research firm SJ Consulting Group. Daseke led the way, nearly doubling its heavy-haul revenue to $925 million through <a>acquisitions</a>.The strength of energy markets and potential for US infrastructure investment are two factors that will determine how high heavy-haul or...

The largest US heavy-haul trucking companies carried an oversized amount of revenue last year as the US energy boom ratcheted up demand for oil field equipment, wind turbines, and other outsized freight, and the size of heavy-haul projects and cargo increased. The 10 largest heavy-haul carriers pushed their combined revenue up 33.3 percent to $2.8 billion, according to a report from transportation research firm SJ Consulting Group. Daseke led the way, nearly doubling its heavy-haul revenue to $925 million through acquisitions . The strength of energy markets and potential for US infrastructure investment are two factors that will determine how high heavy-haul or specialized trucking revenue will climb in 2019. The availability or lack of resources — particularly specially trained truck drivers — is another. Click to enlarge Dry-van truckload capacity may be abundant, but that’s not the case when it comes to heavy-haul trucking. “There’s not enough truck capacity to meet the demand,” David Ferebee, vice president of sales and marketing for Lone Star Transportation, said last month. When it comes to oversize, overweight freight, “everytime we figure out how to move it, they make it bigger,” Ferebee told the 2019 JOC Breakbulk & Project Cargo Conference in New Orleans April 29-May 1. The size of the equipment being moved “is pushing the limits,” he said. Daseke, a transportation holding company that is the parent of Lone Star and 16 other companies, pushed its own limits, acquiring five specialized and heavy-haul flatbed trucking companies in 2018. That helped raise its total revenue 91.3 percent to $1.6 billion. Landstar leads organic growth Excluding Daseke, the remaining nine carriers increased heavy-haul revenue 15.4 percent, led by Landstar System, which saw a 22.2 percent increase in revenue from oversized/overweight cargo, SJ Consulting said. The research firm put that revenue at $416 million last year. The heavy-haul business has been performing well for Landstar this year, even when traditional truckload business is soft, CEO Jim Gattoni said in an April 25 earnings call transcribed by Seeking Alpha. “We always tend to be one of the first guys in when there's a special project going on,” he said. Flatbed trucking represents 30 percent of Landstar’s revenue — $1.03 billion in the first quarter and $4.6 billion in 2018 — and specialized trucking revenue about 30 percent of flatbed sales, Gattoni said. With limited capacity, heavy-haul pricing is resistant to spot-like volatility. Three of the motor carriers — United Vision Logistics, Bennett Motor Express, and Universal Truckload Services — had heavy-haul revenue in the $200-300 million range. Universal increased heavy-haul revenue 20.1 percent, Bennett 19.3 percent, and United 7.7 percent. Five carriers — Anderson Trucking Service, American Eagle Logistics, Combined Transport, Admiral Merchants Motor Freight, and Acme Truck Line — had between $100 million and $200 million in heavy-haul revenue. Their combined revenue was up $70 million, or 11.9 percent. Business is blowing in the wind Heavy-haul carriers will get a lift in 2020 from the increasing viability of wind-based energy production. But the size and weight of shipments are a growing challenge for logistics managers moving wind towers to inland sites, speakers at the JOC breakbulk conference said. “There are turbine prototypes on tap right now that will be in excess of 160 meters [in length], and we have 120-meter turbines now,” Dan Shreve, head of global wind energy research at Wood Mackenzie, said at the event. “There are enormous challenges moving this equipment.” That challenge could lead to more collaborative projects linking heavy-haul, over-dimension truck fleets with out-of-gauge railroading. “There’s not enough truck capacity to meet the demand, there’s no question about that,” Lone Star’s Ferebee said. “Trucks can’t do it all.” Wind turbine shipments are rising in advance of the expiration of US production tax credits in 2023. “We’re moving massive pieces of equipment in a heightened level of activity, said John Lusty, director of energy and utility solutions for Siemens Gamesa Canada. “[Turbine] manufacturers are racing to get their bids out to market so they can beat their competitors in locking up transportation capacity,” Gene Lemke, vice president of projects at Anderson Trucking Services, the sixth-largest US heavy-haul trucker, said earlier this year. In January, Lemke told JOC.com his St. Cloud, Minnesota-based company has projects booked through autumn of 2019, and had walked away from some business due to lack of capacity. Tariffs may prove a heavy-haul headwind Wind energy may provide a tailwind for heavy-haul truckers, but higher US tariffs may prove a headwind. Tariffs placed on Chinese aluminum and steel are expected to lower the US construction equipment industry’s domestic output, according to IHS Markit. Heavy construction equipment is a staple cargo for oversize/overweight trucking operations. IHS Markit, the parent company of JOC.com, expects construction equipment output to fall by almost $500 million a year over the next 10 years as a result of US tariffs and trade wars. Higher-cost steel eventually could dampen construction activity, IHS Markit said in a report prepared for the Association of Equipment Manufacturers. Tariffs will increase costs of producing agriculture and construction equipment 6 percent and mining equipment 7 percent. As cargo gets bigger and heavier, shippers such as CG Power Systems are looking for ways to balance the weight of what’s being shipped and the equipment used to move it, said Jurgen Huygh, head of outbound logistics and business control for the India-based company. “We’ve used new technology to lower the weight of the trailers, so they can handle the increased weight of the transformers,” Huygh said at the breakbulk conference. “We need to see more innovation in every area of project cargo,” including the heavy-haul trucking leg. Contact William B. Cassidy at bill.cassidy@ihsmarkit.com and follow him on Twitter: @willbcassidy .

Breakbulk News

Truckload

Rankings: US Heavy-haul truck revenue jumps

<div class="phx-topic abstract-wrapper">The shock in spot market rates after the recent snowstorm and frigid temperatures has rivaled the severe winter weather of February 2021, which kickstarted an entire year of rising rates on shippers.</div>

The shock in spot market rates after the recent snowstorm and frigid temperatures has rivaled the severe winter weather of February 2021, which kickstarted an entire year of rising rates on shippers.

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<div class="phx-topic">Spot truckload rates jumped in the days following a snowstorm that disrupted large portions of the US two weeks ago, driving a 40% week-over-week increase in spot market load posts, according to DAT Freight &amp; Analytics. Dry-van spot rates climbed 11 cents after snow and ice blanketed much of the eastern US, the largest seven-day increase in more than three years, DAT said. Spot prices for temperature-controlled capacity jumped 15 cents week over week, as shippers increasingly lean on refrigerated trucks to provide freeze protection during frigid conditions. “This storm stood out because it had an impact that was very similar to February 2021 when key freight routes turned into a skating rink,” Dean Croke, principal analyst for DAT, told the Journal of Commerce. “The only difference right now is that there is much less spot market capacity to absorb the disruption. There is no question in my mind there is less latent capacity, less buffer in the system.” The market reaction to the most recent storm has been more severe than is typically seen following hurricanes. After Hurricane Helene in September 2024, dry-van and temperature-controlled spot market loads increased 17%, while rates rose 4 cents week over week, according to DAT. Following Hurricane Ian in September 2022, dry-van load posts increased 2% and temperature-controlled load posts rose 10% week over week, but rates were largely unchanged. During the February 2021 ice storms, which caused widespread power outages in Texas, spot rates jumped roughly 20 cents during the two weeks afterward and then continued to climb through the remainder of the year. The disruption reset the market with spot rates rising steadily until the freight downturn began in 2022. <h3>Could the 2021 market trajectory repeat in 2026? </h3>Whether the current disruption evolves into a broader shift remains unclear. The Institute for Supply Management (ISM) manufacturing data for January flipped into expansion territory after more than a year of being below the baseline index of 50. Knight-Swift Transportation said <a href="https://www.joc.com/article/shippers-will-see-rates-climb-as-truckload-capacity-tightens-knight-swift-6156695">on its earnings call last month</a> that federal enforcement actions tied to non-domiciled commercial driver’s licenses (CDL) and English-language proficiency requirements are prompting shippers to rely more heavily on asset-based carriers with company drivers. According to the carrier, that shift could support volume growth and contract rate increases independent of broader economic conditions. Old Dominion Freight Lines also said it is <a href="https://www.joc.com/article/odfl-cautiously-optimistic-about-ltl-demand-despite-lackluster-q4-6164259">more optimistic</a> than it was three months ago, citing ISM data and discussions with less-than-truckload shippers as indicators that freight conditions could improve this year. Croke said those signals could point to the end of the freight recession and the emergence of a more carrier-favorable market. “If there is any truth to this non-domiciled CDL and English language proficiency stuff, it’s going to bite us even harder when produce season begins in the spring,” he said. “If we see an absolute roller coaster for reefer [temperature-controlled trucks], then it trickles down to dry-van, and I think the 2021 (storm) comparison becomes more valid for the rest of this year.” <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="13499d91-a088-4824-b1c4-db0f2c552702"></dynamic-object></div>Jason Miller, associate professor of supply chain management at Michigan State University, said he remains skeptical that current conditions will mirror the red-hot carrier market of 2021. “Looking back, 2021 was an unusual year with incredible consumer stimulus,” Miller told the Journal of Commerce. “If housing starts to improve, then there will be an actual recovery in freight volumes taking place and an expansionary pricing cycle sticking.” Permits for new single-family homes were down about 9% year over year on a seasonally adjusted basis as of October, according to the US Census Bureau, reflecting continued weakness in residential construction. Existing home sales were up roughly 1% year over year in December on a seasonally adjusted basis, according to the National Association of Realtors, indicating modest improvement but not a broad housing recovery. Contact Ari Ashe at <a href="mailto:ari.ashe@spglobal.com">ari.ashe@spglobal.com</a>. </div>

Spot truckload rates jumped in the days following a snowstorm that disrupted large portions of the US two weeks ago, driving a 40% week-over-week increase in spot market load posts, according to DAT Freight & Analytics. Dry-van spot rates climbed 11 cents after snow and ice blanketed much of the eastern US, the largest seven-day increase in more than three years, DAT said. Spot prices for temperature-controlled capacity jumped 15 cents week over week, as shippers increasingly lean on refrigerated trucks to provide freeze protection during frigid conditions. “This storm stood out because it had an impact that was very similar to February 2021 when key freight routes turned into a skating rink,” Dean Croke, principal analyst for DAT, told the Journal of Commerce. “The only difference right now is that there is much less spot market capacity to absorb the disruption. There is no question in my mind there is less latent capacity, less buffer in the system.” The market reaction to the most recent storm has been more severe than is typically seen following hurricanes. After Hurricane Helene in September 2024, dry-van and temperature-controlled spot market loads increased 17%, while rates rose 4 cents week over week, according to DAT. Following Hurricane Ian in September 2022, dry-van load posts increased 2% and temperature-controlled load posts rose 10% week over week, but rates were largely unchanged. During the February 2021 ice storms, which caused widespread power outages in Texas, spot rates jumped roughly 20 cents during the two weeks afterward and then continued to climb through the remainder of the year. The disruption reset the market with spot rates rising steadily until the freight downturn began in 2022. Could the 2021 market trajectory repeat in 2026? Whether the current disruption evolves into a broader shift remains unclear. The Institute for Supply Management (ISM) manufacturing data for January flipped into expansion territory after more than a year of being below the baseline index of 50. Knight-Swift Transportation said on its earnings call last month that federal enforcement actions tied to non-domiciled commercial driver’s licenses (CDL) and English-language proficiency requirements are prompting shippers to rely more heavily on asset-based carriers with company drivers. According to the carrier, that shift could support volume growth and contract rate increases independent of broader economic conditions. Old Dominion Freight Lines also said it is more optimistic than it was three months ago, citing ISM data and discussions with less-than-truckload shippers as indicators that freight conditions could improve this year. Croke said those signals could point to the end of the freight recession and the emergence of a more carrier-favorable market. “If there is any truth to this non-domiciled CDL and English language proficiency stuff, it’s going to bite us even harder when produce season begins in the spring,” he said. “If we see an absolute roller coaster for reefer [temperature-controlled trucks], then it trickles down to dry-van, and I think the 2021 (storm) comparison becomes more valid for the rest of this year.” Jason Miller, associate professor of supply chain management at Michigan State University, said he remains skeptical that current conditions will mirror the red-hot carrier market of 2021. “Looking back, 2021 was an unusual year with incredible consumer stimulus,” Miller told the Journal of Commerce. “If housing starts to improve, then there will be an actual recovery in freight volumes taking place and an expansionary pricing cycle sticking.” Permits for new single-family homes were down about 9% year over year on a seasonally adjusted basis as of October, according to the US Census Bureau, reflecting continued weakness in residential construction. Existing home sales were up roughly 1% year over year in December on a seasonally adjusted basis, according to the National Association of Realtors, indicating modest improvement but not a broad housing recovery. Contact Ari Ashe at ari.ashe@spglobal.com .

Trucking News

Surface

Disruptive winter weather in US jolts spot truck rates to big gains

<div class="phx-topic abstract-wrapper">New Delhi has formed a consortium of six state-owned entities to push ahead with a plan to launch a large nationally-owned container carrier, to be known as the Bharat Container Shipping Line. </div>

New Delhi has formed a consortium of six state-owned entities to push ahead with a plan to launch a large nationally-owned container carrier, to be known as the Bharat Container Shipping Line.

<div class="phx-topic">India is making a formidable bid to counter the long-standing dominance of foreign-flagged container vessel fleets over its growing export/import trade, which arguably exposes domestic shippers to the vagaries of global supply/demand dynamics and shifting logistics patterns. New Delhi has formed a consortium of six state-owned entities, led by the national carrier Shipping Corporation of India (SCI), to advance a plan approved last October to launch the operation of a large nationally-owned container carrier that will be known as the Bharat Container Shipping Line (BCSL). The joint venture is primed to inject approximately $6.9 billion as an initial investment into the project, according to current indications. “This reinforces India’s strategic and commercial presence in global maritime trade,” a government statement said. “It strengthens India’s supply chains across maritime and logistics segments, reducing dependence on foreign operators.” Tentative plans call for acquiring 51 vessels in the initial phase and scaling tonnage capacity to over 400 ships in stages. The move was greeted with high optimism by local pro-export stakeholders who had been pushing Indian-flagged shipping capacity efforts, especially after the pandemic-linked supply chain mayhem. “The launch of BCSL is a timely and strategic step towards building India’s own maritime capacity,” Ajay Sahai, director general at the Federation of Indian Exports Organization (FIEO), told the Journal of Commerce. “Indian exporters have long faced challenges of freight volatility and capacity constraints. A domestic shipping line focused on India’s trade needs will enhance reliability, resilience and cost efficiency in our supply chains,” he said. <h3>Cabotage modification ended </h3>While the creation of BCSL is noteworthy and promises to stoke competition, it remains to be seen how the new entrant will be able to nurture network partnerships with large global carriers for long-haul services with end-to-end service reliability in a more consolidated industry. Currently, SCI, India’s only homegrown container line, has little to boast of as a long-haul operator due to a severely depleted box fleet — confined to just two 2008-built midsize vessels — and decades-long growth uncertainty caused by shifting government investment plans. With the exception of an India-Europe consortium deal with Mediterranean Shipping Co., the Indian liner’s trade participation is now largely relegated to short-sea or regional markets. Meanwhile, New Delhi has also signaled other protectionist postures. The 2018 <a href="https://www.joc.com/article/debate-over-india-cabotage-flares-again-5208366">cabotage modification</a> that allowed foreign-flag carriers to move containers intra-country freely was canceled last month because the reform failed to accomplish the policy objectives it had intended to advance, mainly domestic transshipment development and logistics cost improvements. “The withdrawal of cabotage relaxation does pose some challenges,” a Mumbai-based European carrier representative who didn’t want to be identified told the Journal of Commerce. “The [foreign] lines now need to ponder the consequences of altered operational fundamentals.” Contact Bency Mathew at <a href="mailto:bencyvmathew@gmail.com">bencyvmathew@gmail.com</a>. </div>

India is making a formidable bid to counter the long-standing dominance of foreign-flagged container vessel fleets over its growing export/import trade, which arguably exposes domestic shippers to the vagaries of global supply/demand dynamics and shifting logistics patterns. New Delhi has formed a consortium of six state-owned entities, led by the national carrier Shipping Corporation of India (SCI), to advance a plan approved last October to launch the operation of a large nationally-owned container carrier that will be known as the Bharat Container Shipping Line (BCSL). The joint venture is primed to inject approximately $6.9 billion as an initial investment into the project, according to current indications. “This reinforces India’s strategic and commercial presence in global maritime trade,” a government statement said. “It strengthens India’s supply chains across maritime and logistics segments, reducing dependence on foreign operators.” Tentative plans call for acquiring 51 vessels in the initial phase and scaling tonnage capacity to over 400 ships in stages. The move was greeted with high optimism by local pro-export stakeholders who had been pushing Indian-flagged shipping capacity efforts, especially after the pandemic-linked supply chain mayhem. “The launch of BCSL is a timely and strategic step towards building India’s own maritime capacity,” Ajay Sahai, director general at the Federation of Indian Exports Organization (FIEO), told the Journal of Commerce. “Indian exporters have long faced challenges of freight volatility and capacity constraints. A domestic shipping line focused on India’s trade needs will enhance reliability, resilience and cost efficiency in our supply chains,” he said. Cabotage modification ended While the creation of BCSL is noteworthy and promises to stoke competition, it remains to be seen how the new entrant will be able to nurture network partnerships with large global carriers for long-haul services with end-to-end service reliability in a more consolidated industry. Currently, SCI, India’s only homegrown container line, has little to boast of as a long-haul operator due to a severely depleted box fleet — confined to just two 2008-built midsize vessels — and decades-long growth uncertainty caused by shifting government investment plans. With the exception of an India-Europe consortium deal with Mediterranean Shipping Co., the Indian liner’s trade participation is now largely relegated to short-sea or regional markets. Meanwhile, New Delhi has also signaled other protectionist postures. The 2018 cabotage modification that allowed foreign-flag carriers to move containers intra-country freely was canceled last month because the reform failed to accomplish the policy objectives it had intended to advance, mainly domestic transshipment development and logistics cost improvements. “The withdrawal of cabotage relaxation does pose some challenges,” a Mumbai-based European carrier representative who didn’t want to be identified told the Journal of Commerce. “The [foreign] lines now need to ponder the consequences of altered operational fundamentals.” Contact Bency Mathew at bencyvmathew@gmail.com .

Container lines

Container Shipping News

Maritime

India advances launch of state container line after cabotage rule rewind

<div class="phx-topic abstract-wrapper">The carrier’s solid interim earnings through 2025 ensured a positive full-year result, but red ink made its first appearance in two years on the company’s quarterly balance sheet. </div>

The carrier’s solid interim earnings through 2025 ensured a positive full-year result, but red ink made its first appearance in two years on the company’s quarterly balance sheet.

<div class="phx-topic">The positive impact of the Gemini Cooperation network with partner Hapag-Lloyd that has carried through into 2026 will run into growing overcapacity exacerbated by a return to Suez Canal transits, Maersk CEO Vincent Clerc said Thursday. While Gemini’s rollout one year ago drove up Maersk’s annual volume, delivered significant cost savings across the network, and generated a record 2025 performance in its terminals division, Clerc warned the industry was heading into a downturn driven by excess capacity. “Whether it is through new ships that are coming in or through the return to Suez, we’re going to have an overcapacity of anywhere from 4% to 8% in 2026,” the CEO said during an earnings call that followed the release of Maersk’s fourth-quarter and 2025 financial results. “If we return fast and full to Suez, we will see more pressure on the freight rate because there is a bigger gap that we need to close at once,” Clerc added. “If we have an orderly, slow, gradual return, we might be able to manage it better.” While Maersk’s solid interim earnings through 2025 ensured a positive full-year result, red ink made its first appearance in two years on the carrier’s quarterly balance sheet. The company also announced it will cut 1,000 jobs this year. Maersk for the fourth quarter reported a $153 million loss in its container shipping segment as average rates fell 23% year over year to $2,046 per FEU, offsetting an 8% gain in volume to 3.4 million FEUs. Revenue in the fourth quarter of $13.3 billion was down 8.7% year over year, and earnings before interest, taxes, amortization and depreciation (EBITDA) fell 49% to $1.8 billion. Earnings before interest and taxes (EBIT) were down 94% at $100 million, while the carrier recorded zero net profit in the fourth quarter. For the full year, revenue dropped 2.7% year over year to $54 billion, EBITDA was down 21% at $9.5 billion, EBIT of $3.5 billion fell 46%, and net profit of $2.9 billion was down 53% compared with 2024. <h3>Potential loss flagged for 2026 </h3>The severe impact of overcapacity on the market was illustrated in Maersk’s 2026 profitability forecast. Faced with a return to the Suez and new ship deliveries adding to industry overcapacity, the carrier has flagged a potential $1.5 billion loss in its full-year EBIT earnings for 2026. It would be the first operating loss Maersk has booked in 10 years. The top end of the profit guidance was set at $1 billion, $2.5 billion less than last year’s result. With profitability falling and huge pressure on cost savings, the significant cost benefits achieved by Gemini in 2025 will be welcome. “We have generated over $300 million in benefits in the fourth quarter, and we are now targeting $820 [million] to $1.1 billion in annual benefits,” Clerc told analysts. He said network savings are generated by more efficient use of vessels by sailing at slower speeds over shorter distances between hub ports, transporting more volume with the same capacity, and having shorter dwell times at berth. The lower bunker consumption from these measures translated to a cost saving of $150 million in the fourth quarter alone. Gemini’s increased volume also had a highly positive impact on Maersk’s APM Terminals division, with fourth-quarter revenue of $1.4 billion that was up 13% year over year and volume increasing 8.4%, mainly on the Europe, North America and Latin America trade lanes. <h3>Strong global container demand </h3>The industry might be facing a growing overcapacity problem, but demand in 2026 is expected to grow between 2% and 4%; Maersk expects to grow its volume in line with the market. “As we look ahead to 2026, we see a continuation of strong global container demand translating into a volume growth that we expect to land between 2% and 4% based on various scenarios,” Clerc said. Maersk’s executives are also confident they have the tools in place to handle the imbalance in supply and demand. “We have a strong balance sheet to weather the downturn in ocean, [but] the unknown is how deep and how long will it last,” Maersk CFO Patrick Jany said on the call, highlighting the significant number of old vessels that were not economically viable at current rate levels. Jany said at some point, the unviable capacity would be scrapped, returned to charterers or idled. “I would expect this to happen this year, particularly in scenarios where the Red Sea reopens fully and fast, that will trigger every reaction,” he said. “Our view is not that we’ll have three years of pain, but more that you will have one or two years of pain, and then the capacity will be taken out.” Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

The positive impact of the Gemini Cooperation network with partner Hapag-Lloyd that has carried through into 2026 will run into growing overcapacity exacerbated by a return to Suez Canal transits, Maersk CEO Vincent Clerc said Thursday. While Gemini’s rollout one year ago drove up Maersk’s annual volume, delivered significant cost savings across the network, and generated a record 2025 performance in its terminals division, Clerc warned the industry was heading into a downturn driven by excess capacity. “Whether it is through new ships that are coming in or through the return to Suez, we’re going to have an overcapacity of anywhere from 4% to 8% in 2026,” the CEO said during an earnings call that followed the release of Maersk’s fourth-quarter and 2025 financial results. “If we return fast and full to Suez, we will see more pressure on the freight rate because there is a bigger gap that we need to close at once,” Clerc added. “If we have an orderly, slow, gradual return, we might be able to manage it better.” While Maersk’s solid interim earnings through 2025 ensured a positive full-year result, red ink made its first appearance in two years on the carrier’s quarterly balance sheet. The company also announced it will cut 1,000 jobs this year. Maersk for the fourth quarter reported a $153 million loss in its container shipping segment as average rates fell 23% year over year to $2,046 per FEU, offsetting an 8% gain in volume to 3.4 million FEUs. Revenue in the fourth quarter of $13.3 billion was down 8.7% year over year, and earnings before interest, taxes, amortization and depreciation (EBITDA) fell 49% to $1.8 billion. Earnings before interest and taxes (EBIT) were down 94% at $100 million, while the carrier recorded zero net profit in the fourth quarter. For the full year, revenue dropped 2.7% year over year to $54 billion, EBITDA was down 21% at $9.5 billion, EBIT of $3.5 billion fell 46%, and net profit of $2.9 billion was down 53% compared with 2024. Potential loss flagged for 2026 The severe impact of overcapacity on the market was illustrated in Maersk’s 2026 profitability forecast. Faced with a return to the Suez and new ship deliveries adding to industry overcapacity, the carrier has flagged a potential $1.5 billion loss in its full-year EBIT earnings for 2026. It would be the first operating loss Maersk has booked in 10 years. The top end of the profit guidance was set at $1 billion, $2.5 billion less than last year’s result. With profitability falling and huge pressure on cost savings, the significant cost benefits achieved by Gemini in 2025 will be welcome. “We have generated over $300 million in benefits in the fourth quarter, and we are now targeting $820 [million] to $1.1 billion in annual benefits,” Clerc told analysts. He said network savings are generated by more efficient use of vessels by sailing at slower speeds over shorter distances between hub ports, transporting more volume with the same capacity, and having shorter dwell times at berth. The lower bunker consumption from these measures translated to a cost saving of $150 million in the fourth quarter alone. Gemini’s increased volume also had a highly positive impact on Maersk’s APM Terminals division, with fourth-quarter revenue of $1.4 billion that was up 13% year over year and volume increasing 8.4%, mainly on the Europe, North America and Latin America trade lanes. Strong global container demand The industry might be facing a growing overcapacity problem, but demand in 2026 is expected to grow between 2% and 4%; Maersk expects to grow its volume in line with the market. “As we look ahead to 2026, we see a continuation of strong global container demand translating into a volume growth that we expect to land between 2% and 4% based on various scenarios,” Clerc said. Maersk’s executives are also confident they have the tools in place to handle the imbalance in supply and demand. “We have a strong balance sheet to weather the downturn in ocean, [but] the unknown is how deep and how long will it last,” Maersk CFO Patrick Jany said on the call, highlighting the significant number of old vessels that were not economically viable at current rate levels. Jany said at some point, the unviable capacity would be scrapped, returned to charterers or idled. “I would expect this to happen this year, particularly in scenarios where the Red Sea reopens fully and fast, that will trigger every reaction,” he said. “Our view is not that we’ll have three years of pain, but more that you will have one or two years of pain, and then the capacity will be taken out.” Contact Greg Knowler at greg.knowler@spglobal.com .

Gemini benefits face looming challenge from oversupplied market: Maersk CEO

<div class="phx-topic abstract-wrapper">Power generation cargoes are on the rise amid surging demand linked to data centers, but cargo generated by oil projects will be on shakier ground in 2026. </div>

Power generation cargoes are on the rise amid surging demand linked to data centers, but cargo generated by oil projects will be on shakier ground in 2026.

<div class="phx-topic">A lumpy project cargo demand outlook through 2027 is creating a confused market, with a jagged split of “haves” and “have nots” when it comes to cargo commitments. <div class="wrapper-narrow float-right-element"><img src="/images/phoenix/6164834_0.1.jpg"></img></div>According to data from S&amp;P Global Energy, global power demand is surging, impacted significantly by demand from data centers. The demand for power from these new installations has accelerated faster than most grids can accommodate, prompting demand not only for the equipment that will produce the extra power needed, but also for new infrastructure to renew the power grid in some regions, principally North America. Growth in demand for power from data centers is forecast to grow at an average annual rate of 13.5% through 2030 for the US alone, according to S&amp;P Global Energy. Growth in power demand from these installations for mainland China is forecast at a compound annual growth rate of 14.1% and at 10% for Europe. India is starting at a much lower base, but the forecast growth over the next five years is over 25% per year. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="e4371a05-8ffc-4840-852c-9d7c41a4fb0c"></dynamic-object></div>Original equipment manufacturers have told the Journal of Commerce their factories are fully booked to produce turbines for the next few years. At the same time, ship operators with deck carriers and heavy-lift capability said they have fixed long-term contracts of affreightment for specialized tonnage. <h3>Mixed cargo demand picture </h3>Conversely, other sectors are not seeing the same levels of booming cargo demand. Crude oil prices are expected to remain at or below $60 per barrel for most of 2026, according to S&amp;P Global Energy, adversely impacting global exploration and production capital spending for 2026 and continuing the negative trend from 2024. Some of the largest decreases in expected spend for 2026 are in Europe (down 9.4%) North America (down 5%), and Asia-Pacific (down 5%). This is expected to lead to a drop in new rigs, both off and onshore, of almost 2% in 2026, according to S&amp;P Global Energy. The oil and gas sector is a significant driver of project cargo demand. Shippers and forwarders operating in this sector have confirmed to the Journal of Commerce that the cargo outlook is not as rosy as it is for the power generation sector. Some oil-related projects saw investors disappear in 2025, with little expectation that they will return in 2026, forwarders said. In the US, economic uncertainty persists, as do concerns over oil supply constraints and uncertainty regarding the latest round of US sanctions. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="a91a35c4-7675-4a37-9ee9-7c352444edc8"></dynamic-object></div>Inventory levels in 2026 are significantly above those seen in 2025 and production growth is forecast to outpace demand growth over the first quarter of 2026. S&amp;P Global Energy assumes that OPEC+ will halt production increases during 2026, but there is no expectation of a reduction in Russian production or exports. This has led S&amp;P Global Energy to forecast an average crude price for 2026 of $50-$60/barrel. Oil majors use an oil price benchmark closer to $70/barrel for investment commitments for exploration and production projects. <h3>MPV fleet supply remains tight </h3>Growth in the multipurpose vessel (MPV) fleet has been focused on the heavy-lift sector for the past few years, catering to those heavier power generation and wind cargoes. That sector of the fleet is expected to grow by an average annual rate of 4.1% through 2030, according to the Journal of Commerce. Newbuilding orders for the heavy-lift sector continue to trickle in and demolition levels remain low. For the MPV fleet, with heavy-lift capability below 250 tons, growth is projected at less than 1% per year over the same period. Demolition levels for this sector are marginally higher, mainly because this fleet is older, but there is also more competition for these cargoes, and rates are expected to remain at or below current levels for some time. In addition to the risk of falling oil and gas project investment, there are more unknowns that could destabilize parts of the MPV sector in 2026. When the Red Sea eventually reopens for all tonnage, there will be a 10% rise in MPV capacity, according to Journal of Commerce projections. Some of this may be mopped up by short-term port congestion upon reopening, but likely not enough to avoid overcapacity. The geopolitical outlook also remains uncertain, and tariffs continue to affect breakbulk and project cargo trade. That said, patchy cargo demand for some sectors of the fleet could work in shippers’ favor as there will be increased competition for the cargoes that are transported, forwarders say. Contact Susan Oatway at <a href="mailto:susan.oatway@spglobal.com">susan.oatway@spglobal.com</a>. </div>

A lumpy project cargo demand outlook through 2027 is creating a confused market, with a jagged split of “haves” and “have nots” when it comes to cargo commitments. According to data from S&P Global Energy, global power demand is surging, impacted significantly by demand from data centers. The demand for power from these new installations has accelerated faster than most grids can accommodate, prompting demand not only for the equipment that will produce the extra power needed, but also for new infrastructure to renew the power grid in some regions, principally North America. Growth in demand for power from data centers is forecast to grow at an average annual rate of 13.5% through 2030 for the US alone, according to S&P Global Energy. Growth in power demand from these installations for mainland China is forecast at a compound annual growth rate of 14.1% and at 10% for Europe. India is starting at a much lower base, but the forecast growth over the next five years is over 25% per year. Original equipment manufacturers have told the Journal of Commerce their factories are fully booked to produce turbines for the next few years. At the same time, ship operators with deck carriers and heavy-lift capability said they have fixed long-term contracts of affreightment for specialized tonnage. Mixed cargo demand picture Conversely, other sectors are not seeing the same levels of booming cargo demand. Crude oil prices are expected to remain at or below $60 per barrel for most of 2026, according to S&P Global Energy, adversely impacting global exploration and production capital spending for 2026 and continuing the negative trend from 2024. Some of the largest decreases in expected spend for 2026 are in Europe (down 9.4%) North America (down 5%), and Asia-Pacific (down 5%). This is expected to lead to a drop in new rigs, both off and onshore, of almost 2% in 2026, according to S&P Global Energy. The oil and gas sector is a significant driver of project cargo demand. Shippers and forwarders operating in this sector have confirmed to the Journal of Commerce that the cargo outlook is not as rosy as it is for the power generation sector. Some oil-related projects saw investors disappear in 2025, with little expectation that they will return in 2026, forwarders said. In the US, economic uncertainty persists, as do concerns over oil supply constraints and uncertainty regarding the latest round of US sanctions. Inventory levels in 2026 are significantly above those seen in 2025 and production growth is forecast to outpace demand growth over the first quarter of 2026. S&P Global Energy assumes that OPEC+ will halt production increases during 2026, but there is no expectation of a reduction in Russian production or exports. This has led S&P Global Energy to forecast an average crude price for 2026 of $50-$60/barrel. Oil majors use an oil price benchmark closer to $70/barrel for investment commitments for exploration and production projects. MPV fleet supply remains tight Growth in the multipurpose vessel (MPV) fleet has been focused on the heavy-lift sector for the past few years, catering to those heavier power generation and wind cargoes. That sector of the fleet is expected to grow by an average annual rate of 4.1% through 2030, according to the Journal of Commerce. Newbuilding orders for the heavy-lift sector continue to trickle in and demolition levels remain low. For the MPV fleet, with heavy-lift capability below 250 tons, growth is projected at less than 1% per year over the same period. Demolition levels for this sector are marginally higher, mainly because this fleet is older, but there is also more competition for these cargoes, and rates are expected to remain at or below current levels for some time. In addition to the risk of falling oil and gas project investment, there are more unknowns that could destabilize parts of the MPV sector in 2026. When the Red Sea eventually reopens for all tonnage, there will be a 10% rise in MPV capacity, according to Journal of Commerce projections. Some of this may be mopped up by short-term port congestion upon reopening, but likely not enough to avoid overcapacity. The geopolitical outlook also remains uncertain, and tariffs continue to affect breakbulk and project cargo trade. That said, patchy cargo demand for some sectors of the fleet could work in shippers’ favor as there will be increased competition for the cargoes that are transported, forwarders say. Contact Susan Oatway at susan.oatway@spglobal.com .

Energy projects

Project cargo

‘Lumpy’ project cargo demand to lead to two-tier MPV market

<div class="phx-topic abstract-wrapper">Still, the company’s CFO cautioned that no one should “get out over their skis” from the standpoint of freight recovery expectations.</div>

Still, the company’s CFO cautioned that no one should “get out over their skis” from the standpoint of freight recovery expectations.

<div class="phx-topic">Old Dominion Freight Lines (ODFL), one of the top US less-than-truckload (LTL) carriers, is “cautiously optimistic” about 2026 despite a decline in fourth-quarter revenue and volume, the company said Wednesday. The carrier believes the US economy and freight demand were showing signs of growth late in the fourth quarter, and that those trends continued through January. “We are better positioned than any other carrier to capitalize on an improving economy,” ODFL CEO Marty Freeman said during the company’s fourth-quarter earnings call. “We’ve seen some positive signs that we’ve been really pleased with over the past couple of months that have been developing and then the release this week of the ISM, was certainly very positive to see and maybe is an indication of how things will be hopefully for the rest of the year.” The ISM, or Institute for Supply Chain Management, reported a manufacturing index of 52.6 for January, up from 47.9 in December. Any figure above 50 indicates economic expansion, but the index had failed to do so for 26 consecutive months until last month. A manufacturing index greater than 47.5 over several months generally indicates an expansion of the overall economy, according to the ISM. Industrial freight is more likely to move via LTL, reflecting its higher density and lower cubic footprint. Retail shipments, by contrast, tend to be lighter and more voluminous, often filling a trailer before reaching weight limits. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="a2e61684-cd67-4f71-a46d-bab789387eb5"></dynamic-object></div>ODFL said its shippers have also begun to feel more optimistic. “We’ve had feedback that inventories are generally lower, and we are going to see some inventory replenishment,” Freeman said. “We move everything including the kitchen sink, so you got housing starts improving, you’ll [have] things like faucets and so forth with increased demand there.” ODFL CFO Adam Satterfield added that shippers have said that increased consumer confidence and buying patterns will eventually result in higher overall LTL demand and volume. “We’ve had some really good customer conversations in the sense of what they were anticipating their volumes might look like and the amount of business that they would tender to us,” he said on the call. “Then inventory needs to be replenished and those will all be good things that will find its way onto our trucks.” <h3>Q4 revenue down </h3>Total revenue for ODFL declined 5.7% year over year to nearly $1.3 billion in the fourth quarter. The company said the decrease was primarily due to a 10.7% decline in LTL tons per day. However, revenue per hundredweight — i.e. the revenue per 100 pounds of freight — rose 5.6% year over year, suggesting ODFL raised rates on shippers to grow its margins, sacrificing volume to do so. Satterfield said ODFL is well-positioned to take advantage of the freight recovery when it happens because it has maintained what the company called “cost discipline in a challenging environment.” ODFL closed the year with 21,304 full-time employees, down 5.4% year over year, and it still has excess capacity to absorb a surge in freight. Satterfield said ODFL is flexible enough to handle “significant volume growth” without disruption, which has caused the LTL carrier to win market share in previous freight rebounds. “We’re definitely prepared for the upcycle,” he said. “We’ve got a little over 35% capacity in our service center network. We’re handling a little over 40,000 shipments per day right now and our network is built to handle more like 55,000 and even more.” Still, Satterfield cautioned that no one should “get out over their skis” from the standpoint of recovery expectations. “It remains to be seen if this really is going to lead into that spring surge that we would typically see,” he said. “We certainly feel like the stars are coming into alignment, but we felt that way before, and in particular about February and March of last year. So that’s why we continue to say we’re cautiously optimistic about how things might develop for this year.” Contact Dan Ronan at <a href="mailto:contactdanronan@gmail.com">contactdanronan@gmail.com</a>.</div>

Old Dominion Freight Lines (ODFL), one of the top US less-than-truckload (LTL) carriers, is “cautiously optimistic” about 2026 despite a decline in fourth-quarter revenue and volume, the company said Wednesday. The carrier believes the US economy and freight demand were showing signs of growth late in the fourth quarter, and that those trends continued through January. “We are better positioned than any other carrier to capitalize on an improving economy,” ODFL CEO Marty Freeman said during the company’s fourth-quarter earnings call. “We’ve seen some positive signs that we’ve been really pleased with over the past couple of months that have been developing and then the release this week of the ISM, was certainly very positive to see and maybe is an indication of how things will be hopefully for the rest of the year.” The ISM, or Institute for Supply Chain Management, reported a manufacturing index of 52.6 for January, up from 47.9 in December. Any figure above 50 indicates economic expansion, but the index had failed to do so for 26 consecutive months until last month. A manufacturing index greater than 47.5 over several months generally indicates an expansion of the overall economy, according to the ISM. Industrial freight is more likely to move via LTL, reflecting its higher density and lower cubic footprint. Retail shipments, by contrast, tend to be lighter and more voluminous, often filling a trailer before reaching weight limits. ODFL said its shippers have also begun to feel more optimistic. “We’ve had feedback that inventories are generally lower, and we are going to see some inventory replenishment,” Freeman said. “We move everything including the kitchen sink, so you got housing starts improving, you’ll [have] things like faucets and so forth with increased demand there.” ODFL CFO Adam Satterfield added that shippers have said that increased consumer confidence and buying patterns will eventually result in higher overall LTL demand and volume. “We’ve had some really good customer conversations in the sense of what they were anticipating their volumes might look like and the amount of business that they would tender to us,” he said on the call. “Then inventory needs to be replenished and those will all be good things that will find its way onto our trucks.” Q4 revenue down Total revenue for ODFL declined 5.7% year over year to nearly $1.3 billion in the fourth quarter. The company said the decrease was primarily due to a 10.7% decline in LTL tons per day. However, revenue per hundredweight — i.e. the revenue per 100 pounds of freight — rose 5.6% year over year, suggesting ODFL raised rates on shippers to grow its margins, sacrificing volume to do so. Satterfield said ODFL is well-positioned to take advantage of the freight recovery when it happens because it has maintained what the company called “cost discipline in a challenging environment.” ODFL closed the year with 21,304 full-time employees, down 5.4% year over year, and it still has excess capacity to absorb a surge in freight. Satterfield said ODFL is flexible enough to handle “significant volume growth” without disruption, which has caused the LTL carrier to win market share in previous freight rebounds. “We’re definitely prepared for the upcycle,” he said. “We’ve got a little over 35% capacity in our service center network. We’re handling a little over 40,000 shipments per day right now and our network is built to handle more like 55,000 and even more.” Still, Satterfield cautioned that no one should “get out over their skis” from the standpoint of recovery expectations. “It remains to be seen if this really is going to lead into that spring surge that we would typically see,” he said. “We certainly feel like the stars are coming into alignment, but we felt that way before, and in particular about February and March of last year. So that’s why we continue to say we’re cautiously optimistic about how things might develop for this year.” Contact Dan Ronan at contactdanronan@gmail.com .

ODFL ‘cautiously optimistic’ about LTL demand despite lackluster Q4

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

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