<div class="phx-topic abstract-wrapper">Labor Shortage Idles Ships At Los Angeles: Ocean carriers continue to wrestle with delays resulting </div>

Labor Shortage Idles Ships At Los Angeles: Ocean carriers continue to wrestle with delays resulting

<div>Labor Shortage Idles Ships At Los Angeles: Ocean carriers continue to wrestle with delays resulting from a shortage of longshore labor at the ports of Los Angeles and Long Beach. The Marine Exchange of Southern California said in an e-mail notice that the Pacific Maritime Association reported a shortage of 25 work gangs for last Monday night's ships, leaving eight ships unable to be worked. On the day shift Tuesday, the exchange said the PMA was short 34 gangs, leaving 12 ships idle at berth. The labor shortage also is delaying intermodal rail shipments headed to inland destinations.Shipyard Held Liable...

Labor Shortage Idles Ships At Los Angeles: Ocean carriers continue to wrestle with delays resulting from a shortage of longshore labor at the ports of Los Angeles and Long Beach. The Marine Exchange of Southern California said in an e-mail notice that the Pacific Maritime Association reported a shortage of 25 work gangs for last Monday night's ships, leaving eight ships unable to be worked. On the day shift Tuesday, the exchange said the PMA was short 34 gangs, leaving 12 ships idle at berth. The labor shortage also is delaying intermodal rail shipments headed to inland destinations. Shipyard Held Liable For MSC Carla: A federal court ruled that a South Korean shipyard is liable for construction flaws that were blamed for the loss of Mediterranean Shipping Co.'s MSC Carla, which broke in two while en route from Europe to the U.S. on Nov. 24, 1997. The ship's bow section sank, with the loss of all cargo. The stern section was towed to port, where its cargo was discharged, and then was scrapped. U.S. District Judge Richard Owen of New York said evidence indicated that the break in the ship's hull happened where Hyundai Mipo Dockyard had inserted a 15-meter mid-body section 13 years earlier to lengthen the vessel and increase its capacity. At the time, the ship was owned by Brostrom Shipping Co. and named the Nihon. Owen said evidence indicated that welding was faulty and that the shipyard was aware of the problems when it delivered the lengthened ship. The judge said the ship-lengthening procedure was a sale, not a repair, and that Hyundai Corp. and the shipyard were responsible for product liability. FMC Levies $549,000 In Penalties: The Federal Maritime Commission collected penalties totaling $549,000 in nine compromise settlements, including one involving three affiliated companies in Houston that paid $180,000 in fines. The Houston companies, Cap Barbell, Body Q and Hepta Run Inc., allegedly provided services to ocean forwarders without tariffs, bonds or licenses. Other companies and fines were Star Trans-Pacific International of California and Shanghai, $85,000; Zen Continental and Sunway Line, Paramount, Calif., $79,000; Antillean Marine, Miami, $60,000; MP Lines de Mexico, Mexico City and affiliated companies, $45,000; Hub Shipping and Hub Forwarding, Cohasset, Mass., $35,000; Sea-Line Cargo, New York, $25,000; and Atallah Business Group, Miami, and Margaret J. Zimmer, Houston, $20,000 each. South Korean Shipyards Post Record Growth: South Korea, the world's biggest shipbuilding nation, bagged orders for 256 vessels, or 9 million gross tons, in the first half of the year. That was up 16 percent from the year-earlier period, and 90,000 gross tons more than the previous six-month record in the last half of 2003. At the end of June, Korean shipyards reported a record order backlog of 3 million gross compensated tons in 847 vessels, enough to keep yards busy through 2007. In the first quarter of this year, Korea won 56 percent of world orders for new vessels, almost twice that of its closest rival, Japan, said Lee Byeong-ho, vice president of the Korea Shipbuilders Association. Marad Asks For MSP Ships: The Maritime Administration is accepting offers for ships to enroll in the expanded Maritime Security Program, which provides subsidies for U.S.-flag liner ships. The MSP that takes effect Oct. 1, 2005, is essentially an extension of the current program that began in 1996, although the number of ships in the program will increase to 60 from the current 47. Five MSP contracts have been set aside for product tankers, with the intent that the ships will be newly built in U.S. shipyards. Operators in the program will receive annual subsidies that begin at $2.6 million, with bi-ennial increases to $3.1 million for fiscal years 2012 to 2015. India Container Traffic Up 16 Percent: Container traffic through India's main ports rose 16 percent to 1.01 million TEUs in the quarter ended June 30, despite congestion that slowed volume through the western port of Jawaharlal Nehru. That port, which has two terminals, one run by the state, the other by P&O Ports, handled 603,000 TEUs, down from 628,000 a year earlier. The Chennai Container Terminal in South India, also operated by P&O Ports, handled 135,000 TEUs, up from 114,000. Throughput at Tuticorin Container Terminal, managed by PSA Corp., rose to 69,000 TEUs from 68,000 a year earlier. Brunei Plans Transshipment Port: The Brunei Economic Development Board has contracted with consultant Halcrow Group Ltd. to develop the country's Pulau Muara Besar port as a regional container transshipment hub. Halcrow, which has worked on port projects at Jebel Ali and on a free-trade zone in Dubai, conducted a feasibility study of the Brunei port last year. The study found that the port's location, coupled with growing global container traffic, made it suitable for development as a transshipment hub. China Expands Container Capacity: China is set to begin work on a $60 million container distribution center in Kunming, part of plans to improve box transport from distant inland locations to ports. The site in southwestern Yunnan province will be the first of 18 centers constructed across the country, the governing State Council said. Kunming is also expected to promote container transport by train and road between Yunnan and Southeast Asia. Yunnan borders Myanmar, Laos and Vietnam and is close to Thailand. Operations are targeted to begin in 2005 with annual capacity of 4.26 million TEUs, rising to 6.73 million in 2010, 10.6 million in 2015, and 18 million in 2050. The railway system in Kunming moved about 2 million TEUs in 2003, official figures show. Kunming aims to make itself a commercial and trade center in southwestern China and is establishing of a number of commodity distribution centers.

THE WEEK

<div class="phx-topic abstract-wrapper">Bunker fuel surcharges and surging diesel prices linked to the war in Iran come on top of higher tariff costs that have hurt the competitiveness of US agricultural products abroad. </div>

Bunker fuel surcharges and surging diesel prices linked to the war in Iran come on top of higher tariff costs that have hurt the competitiveness of US agricultural products abroad.

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<div class="phx-topic">(The following story appears in the Top 100 Importers and Exporters issue of the Journal of Commerce magazine published on May 4, 2026.) The war in the Middle East will further increase the cost of US agricultural exports — and further diminish global demand — after a 2025 in which growth slowed despite the efforts by shippers to replace a rapidly vanishing Chinese market. War-linked <a href="https://www.joc.com/article/cost-hit-ocean-carriers-roll-out-series-of-rate-increases-fuel-surcharges-6202474">bunker fuel surcharges</a>, as well as <a href="https://www.joc.com/article/surging-fuel-prices-drive-protesting-european-truckers-into-the-streets-6205378">soaring diesel prices for inland truck and rail movements</a>, could “add tens of thousands to hundreds of thousands of dollars to our costs,” Mike Symonanis, director of strategic network at Louis Dreyfus Company and chairman of the American Cotton Shippers Association, told the Journal of Commerce. Symonanis said agricultural exporters are closely scrutinizing the surcharges, which will be most significant for small and midsize shippers, to determine whether they accurately reflect higher fuel costs borne by container lines. “If the carrier says it costs them ‘X,’ how do we get to the point of substantiation? This will be an ongoing conversation between shippers and carriers,” he said. For their part, carriers are attempting to mitigate the impact of rising bunker fuel costs through more direct sailings and slower steaming of vessels. At the Port of Oakland, which handles agricultural exports from California’s Central Valley, “carriers are asking the terminals to work 24/7, so they spend less time in port,” said Bryan Brandes, the port’s maritime director. Peter Friedmann, executive director of the Agriculture Transportation Coalition (AgTC), noted that the impact of those fees will intensify the longer the war drags on. “Generally, costs are going up and will continue to go up until there is an end to the war,” Friedmann said. “The fuel surcharges will have a cascading effect on ag shippers’ costs as they are phased in.” And although the US itself is a large producer of fertilizers, growers could also face higher costs for fertilizers if the Strait of Hormuz remains closed for too long, with crops that consume large quantities of ammonia and phosphates particularly vulnerable. <h3>Piling on the pressure </h3>The additional costs for shippers — and resulting drag on demand abroad — come at a time when export growth was already slowing, primarily due to Chinese import tariffs in response to duties imposed by the Trump administration. Containerized US agricultural exports grew 2.9% last year, but that was down from 7.1% growth in 2024, according to PIERS, a sister product of the Journal of Commerce within S&amp;P Global. Perhaps more alarming, outbound agricultural product shipments have declined at a compound annual rate of 1.7% since 2020. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="d434c4d6-4334-4f49-b217-80b812dafbaf"></dynamic-object></div>“When the impact of tariffs is a higher price that other countries don’t have to deal with, that certainly diminishes our market access and encourages competitors to develop longer-term strategies to expand their market access,” said Buddy Allen, president and CEO of the American Cotton Shippers Association. Both Allen and Mike Steenhoek, executive director of the Soy Transportation Coalition, said products from Brazil have largely taken the place of US cotton and soybeans in the Chinese market, creating what Steenhoek described as “considerable headwinds” for exports. Mainland China’s share of US agriculture exports fell to 6.2% from 15.7% in 2024 and as high as 23.7% in 2022, according to PIERS. In dollar terms, Chinese buyers purchased just $3.1 billion worth of soybeans in 2025, down from $17.9 billion the year before, Steenhoek said. The rapid shift of agricultural exports to other markets is also being felt at the port level. “Six years ago, about 70% of our cargo was tied to China. Today, it’s closer to 60%, with countries in Southeast Asia growing in importance,” said Noel Hacegaba, CEO of the Port of Long Beach. Cotton exports through Long Beach plummeted 90% last year, while soybean exports fell 95%, he said. The good news for growers is that there is growing global demand for soybeans, which move primarily in bulk ships, as well as higher-value processed soybean products like meal and oils, which tend to move in containers. Steenhoek said promising markets include the Philippines, Colombia, Mexico, Canada, Guatemala, and Vietnam. “Potentially, 2026 could be a good marketing year in terms of demand, but there are so many uncertainties ahead in terms of tariffs,” he said. “This is an industry where you are making your commitments today for deliveries months away.” Contact Bill Mongelluzzo at <a href="mailto: bill.mongelluzzo@spglobal.com">bill.mongelluzzo@spglobal.com</a>. </div>

(The following story appears in the Top 100 Importers and Exporters issue of the Journal of Commerce magazine published on May 4, 2026.) The war in the Middle East will further increase the cost of US agricultural exports — and further diminish global demand — after a 2025 in which growth slowed despite the efforts by shippers to replace a rapidly vanishing Chinese market. War-linked bunker fuel surcharges , as well as soaring diesel prices for inland truck and rail movements , could “add tens of thousands to hundreds of thousands of dollars to our costs,” Mike Symonanis, director of strategic network at Louis Dreyfus Company and chairman of the American Cotton Shippers Association, told the Journal of Commerce. Symonanis said agricultural exporters are closely scrutinizing the surcharges, which will be most significant for small and midsize shippers, to determine whether they accurately reflect higher fuel costs borne by container lines. “If the carrier says it costs them ‘X,’ how do we get to the point of substantiation? This will be an ongoing conversation between shippers and carriers,” he said. For their part, carriers are attempting to mitigate the impact of rising bunker fuel costs through more direct sailings and slower steaming of vessels. At the Port of Oakland, which handles agricultural exports from California’s Central Valley, “carriers are asking the terminals to work 24/7, so they spend less time in port,” said Bryan Brandes, the port’s maritime director. Peter Friedmann, executive director of the Agriculture Transportation Coalition (AgTC), noted that the impact of those fees will intensify the longer the war drags on. “Generally, costs are going up and will continue to go up until there is an end to the war,” Friedmann said. “The fuel surcharges will have a cascading effect on ag shippers’ costs as they are phased in.” And although the US itself is a large producer of fertilizers, growers could also face higher costs for fertilizers if the Strait of Hormuz remains closed for too long, with crops that consume large quantities of ammonia and phosphates particularly vulnerable. Piling on the pressure The additional costs for shippers — and resulting drag on demand abroad — come at a time when export growth was already slowing, primarily due to Chinese import tariffs in response to duties imposed by the Trump administration. Containerized US agricultural exports grew 2.9% last year, but that was down from 7.1% growth in 2024, according to PIERS, a sister product of the Journal of Commerce within S&P Global. Perhaps more alarming, outbound agricultural product shipments have declined at a compound annual rate of 1.7% since 2020. “When the impact of tariffs is a higher price that other countries don’t have to deal with, that certainly diminishes our market access and encourages competitors to develop longer-term strategies to expand their market access,” said Buddy Allen, president and CEO of the American Cotton Shippers Association. Both Allen and Mike Steenhoek, executive director of the Soy Transportation Coalition, said products from Brazil have largely taken the place of US cotton and soybeans in the Chinese market, creating what Steenhoek described as “considerable headwinds” for exports. Mainland China’s share of US agriculture exports fell to 6.2% from 15.7% in 2024 and as high as 23.7% in 2022, according to PIERS. In dollar terms, Chinese buyers purchased just $3.1 billion worth of soybeans in 2025, down from $17.9 billion the year before, Steenhoek said. The rapid shift of agricultural exports to other markets is also being felt at the port level. “Six years ago, about 70% of our cargo was tied to China. Today, it’s closer to 60%, with countries in Southeast Asia growing in importance,” said Noel Hacegaba, CEO of the Port of Long Beach. Cotton exports through Long Beach plummeted 90% last year, while soybean exports fell 95%, he said. The good news for growers is that there is growing global demand for soybeans, which move primarily in bulk ships, as well as higher-value processed soybean products like meal and oils, which tend to move in containers. Steenhoek said promising markets include the Philippines, Colombia, Mexico, Canada, Guatemala, and Vietnam. “Potentially, 2026 could be a good marketing year in terms of demand, but there are so many uncertainties ahead in terms of tariffs,” he said. “This is an industry where you are making your commitments today for deliveries months away.” Contact Bill Mongelluzzo at bill.mongelluzzo@spglobal.com .

Maritime

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Trucking News

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Container lines

North American ports

Marine terminals

Container Shipping News

Surface

Middle East fuel shock exacerbates rising US ag export costs

<div class="phx-topic abstract-wrapper">Baltimore’s Sparrows Point Container Terminal is scheduled to debut its first berth in 2028, some 14 years after the site began its transformation from an old steel mill into a comprehensive logistics center. </div>

Baltimore’s Sparrows Point Container Terminal is scheduled to debut its first berth in 2028, some 14 years after the site began its transformation from an old steel mill into a comprehensive logistics center.

<div class="phx-topic">Mediterranean Shipping Co.’s terminal arm and real estate developer Tradepoint Atlantic broke ground Friday at the Port of Baltimore on what would be the first privately built container terminal in the US in 40 years, part of the ocean carrier’s massive push to build out North American capacity. Executives at Terminal Investment Limited (TiL) and Tradepoint took part in the ceremonial event at the future site of the Sparrows Point Container Terminal (SPCT). They were joined by Maryland Gov. Wes Moore, US Sen. Chris Van Hollen (D-Maryland), and other state and local officials, The groundbreaking comes <a href="https://www.joc.com/article/msc-unit-teaming-up-to-develop-new-baltimore-container-terminal-5242503">just over three years after TiL and Tradepoint announced their joint investment</a> in Sparrows Point, a 3,300-acre industrial development that was the former site of a Bethlehem Steel plant. SPCT will occupy 168 acres of the site. The terminal will have two berths, each capable of handling 18,000-TEU ships; 3,000 feet of on-dock rail track, and be capable of handling 2 million TEUs by its full buildout with a second berth. The terminal is expected to employ 1,100 longshore workers. The $1.2 billion project would be the first privately funded and operated container terminal in the US since Penn Terminals opened in Philadelphia in 1986. TiL Chief Executive Ammar Kanaan said it was a “unique project” because of the private funding, adding that Sparrows Point is a response to the port capacity constraints that came to light in the US during the COVID-19 pandemic. “It’s adding capacity, much needed capacity,” Kanaan said. “With just a little bit of disruption, our ports clogged. For those in the industry that say there’s enough capacity, they are wrong.” Container demand in the mid-Atlantic appears strong. Last year, Baltimore’s Seagirt Marine Terminal handled 1.12 million total TEUs, the second highest since 2023, according to the Maryland Port Administration. Imports through the port have grown at an average annual rate of 4.5% since 2010.“This is like a renaissance for the Port of Baltimore,” said Scott Cowan, president of Local 333 International Longshoremen’s Association. “I can see us being in the top three on the East Coast in no time.”Even with the private investment, Sparrows Point will receive some government support. This week, the US Maritime Administration awarded the project $40 million under its port grants program to be used for purchasing container handling equipment. Locally, Maryland state legislators are considering $50 million in funding for the project, while the Baltimore County Council in December approved a 50-year tax abatement for the project. The government support comes as Sparrows Point’s expected costs have increased “significantly” since its 2022 announcement, Aaron Tomarchio, executive vice president of Tradepoint Atlantic, told the Journal of Commerce. The cost increases stem from overall inflation but also US tariffs on steel and <a href="https://www.joc.com/article/looming-us-tariffs-put-economic-viability-of-sts-cranes-in-doubt-6055678">ship-to-shore cranes</a>. Tradepoint owner Redwood Holdings, which bought the site in 2014, is funding half of Sparrows Point. Tradepoint currently has about 15 million square feet of warehousing and distribution centers at the site, 90% of which is leased, Tomarchio said, with room for 6 million square feet of additional space. Among its biggest tenants are spice maker McCormick, Floor &amp; Decor, Under Armor, Amazon, and Home Depot. Many of the tenants will be deconsolidating ocean freight right at the site, Tomarchio said. Tradepoint will be able to handle many of their logistics needs through its short-line railroad, as well as the stevedoring service it will provide at Sparrows Point. “This site has transformed dramatically over that 12-year period,” Tomarchio said. “There’s massive capital that’s been deployed into building these facilities and outfitting them, so they are committed to it.” <h3>Boost rail use </h3>The other big play at Sparrows Point will be the fast rail connection to Chicago, Tom Van Eynde, director for TiL’s North American assets, told the Journal of Commerce. The <a href="https://www.joc.com/article/csx-restarts-baltimore-tunnel-service-for-double-stack-in-2026-6087384">Howard Street Tunnel project</a> will allow CSX Transportation to double stack its intermodal cars out of Baltimore. Only about 2% of Baltimore’s international cargo is going out on rail currently due to the tunnel height clearance limits, Van Eynde said. But given MSC’s interest in serving inland US markets, he said Sparrows Point could see 25% of its cargo heading out on rail. “Rail has not been significant out of Baltimore before Howard Street,” Van Eynde said. “When you start looking at the map, it’s the closest of any port to Chicago.” The biggest lesson that TiL took from the last five years is to build in redundant capacity for cargo surges, Van Eynde said. Sparrows Point will be a rubber-tire gantry facility that can stack containers six high at full capacity, he said, although it will initially also deploy top handlers as it begins operations. The Sparrows Point groundbreaking comes amid a slew of other terminal investments TiL is making in the US. TiL is also funding half of <a href="https://www.joc.com/article/ny-njs-port-newark-terminal-takes-first-steps-in-next-big-expansion-6211543">Port Newark Container Terminal’s $1 billion plan</a> to increase capacity by 50% over the next three years, alongside its partner Ports America. The two are also developing <a href="https://www.joc.com/article/ports-america-msc-to-invest-800-million-in-proposed-new-orleans-terminal-5234722">the $1.8 billion Louisiana International Terminal</a>, along with the state. Along with <a href="https://www.joc.com/article/new-ship-to-shore-cranes-with-us-parts-coming-to-long-beach-6085180">new ship-to-shore cranes at its Total Terminals International facility</a> in Long Beach, TiL is slated to invest some $25 billion in US terminal assets over the next decade, Van Eynde said. Contact Michael Angell at <a href="mailto:michael.angell@spglobal.com">michael.angell@spglobal.com</a>. </div>

Mediterranean Shipping Co.’s terminal arm and real estate developer Tradepoint Atlantic broke ground Friday at the Port of Baltimore on what would be the first privately built container terminal in the US in 40 years, part of the ocean carrier’s massive push to build out North American capacity. Executives at Terminal Investment Limited (TiL) and Tradepoint took part in the ceremonial event at the future site of the Sparrows Point Container Terminal (SPCT). They were joined by Maryland Gov. Wes Moore, US Sen. Chris Van Hollen (D-Maryland), and other state and local officials, The groundbreaking comes just over three years after TiL and Tradepoint announced their joint investment in Sparrows Point, a 3,300-acre industrial development that was the former site of a Bethlehem Steel plant. SPCT will occupy 168 acres of the site. The terminal will have two berths, each capable of handling 18,000-TEU ships; 3,000 feet of on-dock rail track, and be capable of handling 2 million TEUs by its full buildout with a second berth. The terminal is expected to employ 1,100 longshore workers. The $1.2 billion project would be the first privately funded and operated container terminal in the US since Penn Terminals opened in Philadelphia in 1986. TiL Chief Executive Ammar Kanaan said it was a “unique project” because of the private funding, adding that Sparrows Point is a response to the port capacity constraints that came to light in the US during the COVID-19 pandemic. “It’s adding capacity, much needed capacity,” Kanaan said. “With just a little bit of disruption, our ports clogged. For those in the industry that say there’s enough capacity, they are wrong.” Container demand in the mid-Atlantic appears strong. Last year, Baltimore’s Seagirt Marine Terminal handled 1.12 million total TEUs, the second highest since 2023, according to the Maryland Port Administration. Imports through the port have grown at an average annual rate of 4.5% since 2010. “This is like a renaissance for the Port of Baltimore,” said Scott Cowan, president of Local 333 International Longshoremen’s Association. “I can see us being in the top three on the East Coast in no time.” Even with the private investment, Sparrows Point will receive some government support. This week, the US Maritime Administration awarded the project $40 million under its port grants program to be used for purchasing container handling equipment. Locally, Maryland state legislators are considering $50 million in funding for the project, while the Baltimore County Council in December approved a 50-year tax abatement for the project. The government support comes as Sparrows Point’s expected costs have increased “significantly” since its 2022 announcement, Aaron Tomarchio, executive vice president of Tradepoint Atlantic, told the Journal of Commerce. The cost increases stem from overall inflation but also US tariffs on steel and ship-to-shore cranes . Tradepoint owner Redwood Holdings, which bought the site in 2014, is funding half of Sparrows Point. Tradepoint currently has about 15 million square feet of warehousing and distribution centers at the site, 90% of which is leased, Tomarchio said, with room for 6 million square feet of additional space. Among its biggest tenants are spice maker McCormick, Floor & Decor, Under Armor, Amazon, and Home Depot. Many of the tenants will be deconsolidating ocean freight right at the site, Tomarchio said. Tradepoint will be able to handle many of their logistics needs through its short-line railroad, as well as the stevedoring service it will provide at Sparrows Point. “This site has transformed dramatically over that 12-year period,” Tomarchio said. “There’s massive capital that’s been deployed into building these facilities and outfitting them, so they are committed to it.” Boost rail use The other big play at Sparrows Point will be the fast rail connection to Chicago, Tom Van Eynde, director for TiL’s North American assets, told the Journal of Commerce. The Howard Street Tunnel project will allow CSX Transportation to double stack its intermodal cars out of Baltimore. Only about 2% of Baltimore’s international cargo is going out on rail currently due to the tunnel height clearance limits, Van Eynde said. But given MSC’s interest in serving inland US markets, he said Sparrows Point could see 25% of its cargo heading out on rail. “Rail has not been significant out of Baltimore before Howard Street,” Van Eynde said. “When you start looking at the map, it’s the closest of any port to Chicago.” The biggest lesson that TiL took from the last five years is to build in redundant capacity for cargo surges, Van Eynde said. Sparrows Point will be a rubber-tire gantry facility that can stack containers six high at full capacity, he said, although it will initially also deploy top handlers as it begins operations. The Sparrows Point groundbreaking comes amid a slew of other terminal investments TiL is making in the US. TiL is also funding half of Port Newark Container Terminal’s $1 billion plan to increase capacity by 50% over the next three years, alongside its partner Ports America. The two are also developing the $1.8 billion Louisiana International Terminal , along with the state. Along with new ship-to-shore cranes at its Total Terminals International facility in Long Beach, TiL is slated to invest some $25 billion in US terminal assets over the next decade, Van Eynde said. Contact Michael Angell at michael.angell@spglobal.com .

Port infrastructure

MSC, Tradepoint begin work on first private US terminal in decades

<div class="phx-topic abstract-wrapper">TRAC Intermodal’s exit from the massive chassis cooperative on June 1, just one year after Flexi-Van’s departure, reflects the shift from a primarily pool-owned and operated chassis market to one that is trucker-owned or leased. </div>

TRAC Intermodal’s exit from the massive chassis cooperative on June 1, just one year after Flexi-Van’s departure, reflects the shift from a primarily pool-owned and operated chassis market to one that is trucker-owned or leased. 

<div class="phx-topic">TRAC Intermodal will leave the Southern California-based “Pool of Pools” on June 1, effectively ending the massive chassis cooperative that has served truckers and their customers at the ports of Los Angeles and Long Beach since 2015. However, executives at the region’s three intermodal equipment providers (IEPs) — TRAC, DCLI and Flexi-Van — are assuring users they will continue to have access to a sufficient number of chassis for the 2026 peak season and beyond. . “An emphatic ‘yes,’” said Than Seeds, president of Flexi-Van, which exited the Pool of Pools (PoP) in May 2025. “I am confident that right now there is so much surplus chassis capacity in the market that we can handle a couple of peak seasons right on top of each other.”  The PoP began operations in 2015 with about 80,000 chassis; it is now down to about 25,000, according to the Pool of Pools website. With Flexi-Van’s departure from the pool a year ago and TRAC’s announcement this week, it leaves only DCLI as a member of the Pool of Pools, effectively bringing an end to the cooperative that began business just over 11 years ago. Jake Gilene, TRAC’s executive vice president and chief commercial officer, said the decision to leave PoP reflects the changing environment at the Los Angeles-Long Beach port complex from a primarily pool-owned and -operated chassis market to a trucker-owned or -leased market. In 2015, almost 80% of the chassis in Southern California were controlled by PoP members. That number has flipped to 75%-80% trucker-owned or -leased because of changing operating conditions that call for trucker and customer control of the chassis, Gilene said. He also said the move to leave PoP was based in large part on feedback from customers who were interested in more of a hybrid operating model that offered both a pool-type product and a daily product for customers who can use the chassis however they wish and be billed a daily rate. “Depending on what the customer is looking for, depending on what the motor carrier is looking for, we’re going to offer both options in the market,” Gilene said. <h3>Formed to ease logistical headaches </h3><a href="https://www.joc.com/article/la-long-beach-chassis-lessors-form-neutral-chassis-pool-5247434">The Pool of Pools was formed in Los Angeles-Long Beach in 2015</a>, when container lines serving the US market ceased their decades-long practice of providing chassis to beneficial cargo owners (BCOs) for a nominal fee with each booking. At the same time, a group of trans-Pacific container lines formed the G6 alliance, with the six member carriers serving all 12 container terminals in the port complex. This created logistical problems for carriers in repositioning the chassis where they were needed. A decision was made by the ports and their stakeholders to develop a neutral, or “grey,” chassis pool to eliminate the frustrating and costly requirements that truckers faced — delivering a container to one terminal but the chassis to another because of different ownership of the assets. The IEPs said that while each company has its own business model, they feel the transition out of the Pool of Pools will be seamless to truckers and their customers.  “DCLI remains committed to a comprehensive chassis pool solution to the LA-LB market,” said Mike O’Malley, DCLI’s chief administrative officer. “We intend to maintain our terminal footprints, allowing motor carriers to pick up and drop off chassis at marine terminal and rail locations across the region.”  <h3>Trucker concerns for new environment </h3>While the Pool of Pools was the right solution for the post-2015 environment, motor carriers this past year have dealt with several problem areas in the port-related supply chain regarding inland point intermodal (IPI) and container handling chassis moves, said Robert Loya, CEO of the Harbor Trucking Association. “We have seen incidents of inadequate support when PoP chassis were short, or simply not having the right number of chassis at the right location,” Loya said. “We continue to struggle with the increasing number of ocean carrier specialized pools. These pools result in the ‘deoptimization’ of our fleets due to the inherent inefficiencies they create: increased triangulation, a higher frequency of split returns, lost driver time and increased costs.”  As the IEPs enter the post-Pool of Pools era, Loya sees several red flags the IEPs must address, including whether the port’s rail ramps will still be considered start/stop locations for the chassis providers; how demurrage will be handled if there are insufficient chassis for inland point intermodal moves and appointments are missed; and how potential billing complications will be handled for equipment picked up under the PoP rules but returned after June 1. Loya is also concerned about dual transactions, or the ability of a trucker to drop off a container and pick up another on the same trip.“Dual transactions are critical for efficiency,” he said. “There must be a mechanism to handle the interchange of these chassis without incurring extra fees.” Contact Bill Mongelluzzo at <a href="mailto:bill.mongelluzzo@spglobal.com">bill.mongelluzzo@spglobal.com</a>.  </div>

TRAC Intermodal will leave the Southern California-based “Pool of Pools” on June 1, effectively ending the massive chassis cooperative that has served truckers and their customers at the ports of Los Angeles and Long Beach since 2015. However, executives at the region’s three intermodal equipment providers (IEPs) — TRAC, DCLI and Flexi-Van — are assuring users they will continue to have access to a sufficient number of chassis for the 2026 peak season and beyond. .  “An emphatic ‘yes,’” said Than Seeds, president of Flexi-Van, which exited the Pool of Pools (PoP) in May 2025. “I am confident that right now there is so much surplus chassis capacity in the market that we can handle a couple of peak seasons right on top of each other.”  The PoP began operations in 2015 with about 80,000 chassis; it is now down to about 25,000, according to the Pool of Pools website. With Flexi-Van’s departure from the pool a year ago and TRAC’s announcement this week, it leaves only DCLI as a member of the Pool of Pools, effectively bringing an end to the cooperative that began business just over 11 years ago. Jake Gilene, TRAC’s executive vice president and chief commercial officer, said the decision to leave PoP reflects the changing environment at the Los Angeles-Long Beach port complex from a primarily pool-owned and -operated chassis market to a trucker-owned or -leased market. In 2015, almost 80% of the chassis in Southern California were controlled by PoP members. That number has flipped to 75%-80% trucker-owned or -leased because of changing operating conditions that call for trucker and customer control of the chassis, Gilene said. He also said the move to leave PoP was based in large part on feedback from customers who were interested in more of a hybrid operating model that offered both a pool-type product and a daily product for customers who can use the chassis however they wish and be billed a daily rate. “Depending on what the customer is looking for, depending on what the motor carrier is looking for, we’re going to offer both options in the market,” Gilene said. Formed to ease logistical headaches  The Pool of Pools was formed in Los Angeles-Long Beach in 2015 , when container lines serving the US market ceased their decades-long practice of providing chassis to beneficial cargo owners (BCOs) for a nominal fee with each booking. At the same time, a group of trans-Pacific container lines formed the G6 alliance, with the six member carriers serving all 12 container terminals in the port complex. This created logistical problems for carriers in repositioning the chassis where they were needed.  A decision was made by the ports and their stakeholders to develop a neutral, or “grey,” chassis pool to eliminate the frustrating and costly requirements that truckers faced — delivering a container to one terminal but the chassis to another because of different ownership of the assets. The IEPs said that while each company has its own business model, they feel the transition out of the Pool of Pools will be seamless to truckers and their customers.  “DCLI remains committed to a comprehensive chassis pool solution to the LA-LB market,” said Mike O’Malley, DCLI’s chief administrative officer. “We intend to maintain our terminal footprints, allowing motor carriers to pick up and drop off chassis at marine terminal and rail locations across the region.”  Trucker concerns for new environment  While the Pool of Pools was the right solution for the post-2015 environment, motor carriers this past year have dealt with several problem areas in the port-related supply chain regarding inland point intermodal (IPI) and container handling chassis moves, said Robert Loya, CEO of the Harbor Trucking Association. “We have seen incidents of inadequate support when PoP chassis were short, or simply not having the right number of chassis at the right location,” Loya said. “We continue to struggle with the increasing number of ocean carrier specialized pools. These pools result in the ‘deoptimization’ of our fleets due to the inherent inefficiencies they create: increased triangulation, a higher frequency of split returns, lost driver time and increased costs.”  As the IEPs enter the post-Pool of Pools era, Loya sees several red flags the IEPs must address, including whether the port’s rail ramps will still be considered start/stop locations for the chassis providers; how demurrage will be handled if there are insufficient chassis for inland point intermodal moves and appointments are missed; and how potential billing complications will be handled for equipment picked up under the PoP rules but returned after June 1. Loya is also concerned about dual transactions, or the ability of a trucker to drop off a container and pick up another on the same trip. “Dual transactions are critical for efficiency,” he said. “There must be a mechanism to handle the interchange of these chassis without incurring extra fees.”  Contact Bill Mongelluzzo at  bill.mongelluzzo@spglobal.com .  

Demise of ‘Pool of Pools’ marks new chassis era in Southern California

<div class="phx-topic abstract-wrapper">Stockholders representing 97% of the shares in Zim, equivalent to 57.2 million shares, voted Thursday in favor of the $4.2 billion deal that was announced in mid-February.</div>

Stockholders representing 97% of the shares in Zim, equivalent to 57.2 million shares, voted Thursday in favor of the $4.2 billion deal that was announced in mid-February.

<div class="phx-topic">Hapag-Lloyd is on course to complete <a href="https://www.joc.com/article/hapag-lloyd-bolsters-fleet-with-42-billion-deal-to-acquire-zim-6170540">its $4.2 billion takeover</a> of Zim Integrated Shipping Services by the end of this year after shareholders of the Israel-headquartered carrier voted overwhelmingly to approve the deal Thursday. Stockholders representing 97% of the shares in Zim, equivalent to 57.2 million shares, voted in favor of the deal that was announced in mid-February, according to a filing the carrier made with the US Securities and Exchange Commission. “We are very pleased that ZIM’s general meeting has voted in favor of a merger with Hapag-Lloyd,” a Hapag-Lloyd spokesperson told the Journal of Commerce. “Following this important milestone, we will now continue to focus on completing the transaction toward the end of the year.” Zim did not immediately comment on the results of the shareholder vote, which comes about three weeks before it will release its 2025 results on May 20. The Hapag-Zim deal still needs approval from regulatory authorities in several jurisdictions before it can be completed. <h3>Deal with Zim unions needed </h3>Hapag-Lloyd, Zim and private equity house FIMI Opportunity Funds also need to reach agreement with the Israeli carrier’s labor unions to prevent industrial unrest from derailing the takeover. About 900 Zim staff, protesting possible job cuts and collective bargaining issues, were involved in a series of strikes in April that briefly halted operations at ports in Israel and the company’s Haifa headquarters. The unrest ended after unions reached a temporary agreement with Zim management. Under the takeover offer, Hapag will acquire full 100% ownership of Zim and will subsequently split Zim’s international and domestic operations. Hapag-Lloyd will keep the international business, including Zim’s Hong Kong-headquartered intra-Asia liner and car carrier operator Gold Star Line and 99 chartered container ships. But Hapag will sign a transfer agreement with FIMI through which the private equity house will take over Zim’s domestic operation, including 16 container ships, under a rebranded Zim Israel. The Zim acquisition will bolster Hapag-Lloyd’s fleet to more than 400 ships with a capacity of over 3 million TEUs. Contact Keith Wallis at <a href="mailto:keithwallis@hotmail.com">keithwallis@hotmail.com</a>. </div>

Hapag-Lloyd is on course to complete its $4.2 billion takeover of Zim Integrated Shipping Services by the end of this year after shareholders of the Israel-headquartered carrier voted overwhelmingly to approve the deal Thursday. Stockholders representing 97% of the shares in Zim, equivalent to 57.2 million shares, voted in favor of the deal that was announced in mid-February, according to a filing the carrier made with the US Securities and Exchange Commission. “We are very pleased that ZIM’s general meeting has voted in favor of a merger with Hapag-Lloyd,” a Hapag-Lloyd spokesperson told the Journal of Commerce. “Following this important milestone, we will now continue to focus on completing the transaction toward the end of the year.” Zim did not immediately comment on the results of the shareholder vote, which comes about three weeks before it will release its 2025 results on May 20. The Hapag-Zim deal still needs approval from regulatory authorities in several jurisdictions before it can be completed. Deal with Zim unions needed Hapag-Lloyd, Zim and private equity house FIMI Opportunity Funds also need to reach agreement with the Israeli carrier’s labor unions to prevent industrial unrest from derailing the takeover. About 900 Zim staff, protesting possible job cuts and collective bargaining issues, were involved in a series of strikes in April that briefly halted operations at ports in Israel and the company’s Haifa headquarters. The unrest ended after unions reached a temporary agreement with Zim management. Under the takeover offer, Hapag will acquire full 100% ownership of Zim and will subsequently split Zim’s international and domestic operations. Hapag-Lloyd will keep the international business, including Zim’s Hong Kong-headquartered intra-Asia liner and car carrier operator Gold Star Line and 99 chartered container ships. But Hapag will sign a transfer agreement with FIMI through which the private equity house will take over Zim’s domestic operation, including 16 container ships, under a rebranded Zim Israel. The Zim acquisition will bolster Hapag-Lloyd’s fleet to more than 400 ships with a capacity of over 3 million TEUs. Contact Keith Wallis at keithwallis@hotmail.com .

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Zim shareholders overwhelmingly approve takeover by Hapag-Lloyd

<div class="phx-topic abstract-wrapper">US imports rose to new record high for the second straight year in 2025, while exports continued to recover from post-pandemic lows recorded in 2023.</div>

US imports rose to new record high for the second straight year in 2025, while exports continued to recover from post-pandemic lows recorded in 2023.

The largest US shippers moved slightly less freight last year despite a slight increase in overall market demand, according to the 2026 Journal of Commerce Top 100 US Importers and Exporters rankings. Containerized imports to the US rose to a new record high for the second straight year in 2025 amid widespread frontloading linked to uncertainty surrounding tariffs and other US trade policies, such as a proposed fee on Chinese-built and -operated vessels. Against this backdrop, however, the Top 100 Importers saw their combined volumes slip an estimated 1.1% year over year. Total container imports inched up 0.7% to 28.16 million TEUs in 2025 after skyrocketing 16.6% to a then-record 27.98 million TEUs in 2024, according to PIERS, a sister product of the Journal of Commerce within S&P Global. On the export side, the disparity in growth rates was even greater, as outbound container volumes continued to recover from the post-pandemic lows recorded in 2023. Volumes among the Top 100 Exporters fell an estimated 4.5% for the full year, while total US exports grew 3.1% in 2025 following a 0.9% uptick in 2024. The annual container volumes of major importers and exporters are not publicly available, so the Top 100 rankings are the best approximation using analysis of PIERS data, confirmation of volumes with cargo owners, and limited modeling. Modeling factors include historical volumes, industry vertical growth and company revenue growth. The following rankings appear in the Top 100 Importers and Exporters issue of the Journal of Commerce magazine to be published May 4, 2026. Journal of Commerce Top 100 US Importers in 2025 Annual containerized US imports, in laden TEUs Rank Importer TEUs Sector 1 Walmart 975,000 Retail 2 Home Depot 450,000 Retail 3 Target 400,000 Retail 4 Amazon 350,000 Retail 5 Dole Food 247,500 Foodstuffs 6 Lowe's 222,309 Retail 7 Chiquita Brands International 201,709 Foodstuffs 8 Ashley Furniture 200,710 Furniture 9 LG Group 168,404 Conglomerate 10 Dollar Tree 160,000 Retail 11 IKEA 125,368 Retail 12 Fresh Del Monte Produce 124,827 Foodstuffs 13 Hyundai Motor Company 119,805 Automotive goods 14 Ross Stores 101,500 Retail 15 Samsung America 100,000 Conglomerate 16 Sumitomo Corporation 99,708 Conglomerate 17 First Solar 85,651 Solar 18 GE Appliances, a Haier Company 83,000 Retail and household goods 19 Toyota Tsusho America 82,068 Automotive goods 20 General Motors 80,000 Automotive goods 21 Bob’s Discount Furniture 73,000 Household goods 22 Rooms to Go 62,800 Furniture 23 Electrolux 62,397 Electronics and household goods 24 Dollar General 59,006 Retail 25 Heineken USA 52,333 Alcoholic and beverages 26 SharkNinja Operating LLC 51,259 Household goods 27 Tractor Supply Company 49,000 Retail 28 John Deere 48,000 Heavy machinery 29 Sailun Tire Americas 47,432 Automotive goods 30 Newell Brands 45,000 Electronics 31 Costco Wholesale 44,548 Retail 32 Mercedes Benz USA 44,188 Automotive goods 33 Canadian Solar 44,017 Renewable energy 34 Yokohama Tire 43,302 Automotive goods 35 Hankook Tire America 41,517 Automotive goods 36 VF Corp. 41,000 Apparel and footwear 37 Kubota Tractor Company 40,688 Heavy machinery 38 Adidas Group 39,348 Apparel and footwear 39 Midea Group 38,963 Household goods 40 Goodyear Rubber & Tire 38,390 Automotive goods 41 ALDI 37,524 Retail 42 Continental Tire 36,484 Automotive goods 43 Q Cells 34,948 Solar 44 Toyo Tires 34,429 Automotive goods 45 TMALL 34,397 Retail 46 Dole Packaged Foods 33,000 Foodstuffs 47 Element Electronics 32,397 Electronics 48 Michelin North America 30,000 Automotive goods 49 Tesla 29,978 Automotive goods 50 Euromarket Designs 29,885 Retail 51 Hewlett-Packard 28,000 Electronics 52 Olam International 27,498 Cotton, spices and vegetables 53 Best Buy 27,000 Electronics 54 Dollarama L.P. 26,910 Retail 55 Mitsubishi Motors 26,552 Automotive goods 56 Southern Glazer's Wine & Spirits 26,490 Foodstuffs 57 Ford Motor Company 25,140 Automotive goods 58 ABC Carpet and Home 25,012 Furniture 59 Dorel Industries 25,000 Conglomerate 60 Goya Foods 24,835 Foodstuffs 61 Bissell Homecare 24,500 Household goods 62 Bridgestone Tire 24,290 Automotive goods 63 Tatung Company of America 23,213 Electronics 64 Subaru of America 22800 Automotive goods 65 LKQ 22,482 Automotive goods 66 Fiji Water 22,332 Retail 67 EGA America Inc 22,226 Metals and recyclables 68 Kumho Tire 22,072 Automotive goods 69 Raymour & Flanigan 22,000 Retail 70 Curtis International 21,487 Electronics 71 CMPC Maderas 21,428 Paper product 72 Keter North America Inc 21,152 Storage 73 TTE Technology 20,856 Electronics 74 New Balance Athletics 20,202 Apparel and footwear 75 LollicupStore 20,164 Retail 76 Sentury Tire 19,910 Automotive goods 77 The Vita Coco Company 19,734 Foodstuffs 78 Sazerac 19,518 Alcoholic and beverages 79 Bechtel 19,390 Engineering and construction 80 American Furniture Warehouse 19,353 Furniture 81 Old Navy 19,005 Retail clothing 82 SanMar 18,964 Apparel and footwear 83 Yamaha Motor Corporation 18,581 Automotive goods 84 API Tires  18,521 Automotive goods 85 Conair LLC 18,291 Electronics 86 Sol Foods 18,116 Foodstuffs 87 Procter & Gamble 17,894 Conglomerate 88 Direct Pack 17,868 Packaging 89 Living Spaces Furniture 17,708 Furniture 90 Tireco 17,698 Automotive goods 91 ESWINDOWS 17,364 Glass manufacturer  92 Kawasaki 17,197 Powersports manufacturing 93 Loblaws 16,810 Retail 94 Runergy 16,483 Solar 95 Medical Depot 16,388 Medical devices 96 QVC 16,098 Retail 97 Danone Waters 16,022 Foodstuffs 98 Cozy Office 15,928 Furniture 99 FUYAO AUTOMOTIVE 15,776 Automotive goods 100 Schneider Electric 15,499 Electrical equipment Source: S&P Global © 2026 S&P Global. Journal of Commerce Top 100 US Exporters in 2025 Annual containerized US exports, in laden TEUs Rank Exporter TEUs Sector 1 Koch Industries 215,280 Conglomerate 2 Dow Chemical 199,900 Chemicals 3 International Paper 156,000 Paper and packaging 4 DeLong 131,492 Animal Feed and Grain 5 ExxonMobil Chemical 130,159 Chemicals 6 America Chung Nam 110,913 Paper and plastics recyclables 7 Tricon Energy 110,000 Chemicals 8 Shintech 108,812 Chemicals 9 Ravago 107,855 Chemicals 10 WM Recycle America 106,952 Diversified recyclables 11 POET Nutrition 99,266 Animal Feed and Grain 12 Archer Daniels Midland  90,140 Foodstuffs 13 Newport CH International 86,363 Paper, metals and plastics recyclables 14 Scoular 83,456 Animal Feed and Grain 15 International Forest Products 82,300 Paper and recyclables 16 Sims Metal Management 78,501 Metal and electronics recyclables 17 JBS USA 76,286 Refrigerated meats and poultry 18 Viterra US 72,606 Agribusiness 19 Frey Commodities 72,182 Commodity trading 20 Cargill 68,000 Conglomerate 21 Winfibre 67,441 Paper and recyclables 22 The Anderson's Inc. 67,314 Agricultural goods 23 CellMark Group 66,984 Diversified 24 Louis Dreyfus Company 57,734 Cotton 25 CHS 55,554 Agriculture, energy and foodstuffs 26 Smurfit Westrock 53,633 Paper and packaging 27 Domtar 51,887 Paper and forest products 28 BMW of North America 50,256 Automotive goods 29 Tyson Foods 49,861 Refrigerated meats and poultry 30 Olam International 46,177 Cotton, spices and vegetables 31 Walmart 43,559 Retail 32 Montachem International 43,027 Plastics 33 Vipa Group 40,130 Paper and recyclables 34 Canusa Hershman Recycling 38,000 Diversified recyclables 35 PriceSmart 37,712 Membership warehouse club 36 Eastman Chemical 36,786 Chemicals, fibers and plastics 37 Staple Cotton 36,000 Cotton 38 Rayonier Advanced Materials 36,000 Chemicals and forest products 39 Cycle Link 35,803 Recycling  40 AJC International 35,740 Foodstuffs 41 Prairie Creek Grain 35,669 Plastics, rubber and chemicals 42 Celanese 33,500 Chemicals 43 Vinmar International LTD 31,955 Chemicals and plastics 44 Genesis Resource Enterprises 31,324 Paper and recyclables 45 KaMin 31,258 Minerals and clay 46 Almarai 31,032 Animal feed 47 Valero 30,598 Petrochemical products 48 International Feed 29,952 Agricultural goods 49 Smithfield Foods 29,340 Foodstuffs 50 U.S. Borax Inc. 29,000 Chemicals 51 Al Dahra ACX Inc. 26,702 Animal Feed and Grain 52 Mitsui & Co. 25,084 Conglomerate 53 Stone Arch Commodities 24,050 Animal Feed and Grain 54 Fornazor International 22,703 Animal feed 55 America Metal Export 21,892 Metals and recyclables 56 Chevron Phillips Chemical 21,633 Chemicals 57 Costco Wholesale 21,300 Retail 58 Gildan Activewear 21,046 Apparel and footwear 59 Seaboard Foods 20,811 Foodstuffs 60 Hawkeye Gold 20,341 Minerals 61 Global Cellulose Fibers 20,057 Paper and forest products 62 Michelin North America 20,000 Automotive goods 63 Wonderful Pistachios & Almonds 20,000 Food and beverage 64 Sappi North America 19,036 Paper and recyclables 65 Procter & Gamble 18,176 Consumer goods 66 DuPont 17,960 Diversified 67 Haykingdom 17,718 Agricultural goods 68 Potential Industries 17,635 Paper and recyclables 69 Fibre Trade 17,336 Paper and recyclables 70 Bayer CropScience 17,313 Agricultural goods 71 Ascend Performance Materials 17,166 Chemicals, fibers and plastics 72 Mercedes Benz USA 16,838 Automotive 73 Anheuser Busch InBev 15,679 Foodstuffs 74 Alco Iron and Metal 15,205 Metals and recyclables 75 Perdue 14,549 Foodstuffs 76 Central National Gottesman 14,508 Paper and forest products 77 Darling Ingredients 14,387 Consumer staples 78 Ekman Group 14,379 Paper and recyclables 79 ECOM USA 13,939 Commodity trading 80 GE Healthcare 13,689 Retail and household goods 81 Chemours 13,050 Chemicals 82 Healthy Green Life 12,584 Consumer goods 83 Nova Chemicals 12,508 Chemicals 84 Conveyco Technologies 12,293 Manufacture 85 Toyota Tsusho America 11,781 Automotive goods 86 Sysco 11,775 Foodstuffs 87 National Beef 11,773 Foodstuffs 88 Home Depot 11,614 Retail 89 Prosper International Trading 11,264 Paper and forest products 90 Caterpillar 11,250 Heavy machinery 91 John Deere 11,040 Industrial machinery 92 SA Recycling 10,860 Scrap metal recycling 93 Active Minerals International 9,674 Minerals 94 Sun International Produce 9,615 Food and beverage 95 Wheaton Grain 9,527 Agribusiness 96 Anderson Hay & Grain 9,285 Animal feed 97 Zen Trading 9,159 Animal Feed and Grain 98 Ford Motor Company 9,059 Automotive goods 99 Linden Trading Company 9,000 Recycling and commodities Trading 100 Border Valley Trading 8,889 Animal feed Source: S&P Global © 2026 S&P Global.

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