<div class="phx-topic abstract-wrapper">Chevron Shipping Co. signed an exclusive long-term contract Thursday with a Singapore shipyard for w</div>

Chevron Shipping Co. signed an exclusive long-term contract Thursday with a Singapore shipyard for w

<div>Chevron Shipping Co. signed an exclusive long-term contract Thursday with a Singapore shipyard for wide-ranging vessel repair work in what the oil company subsidiary describes as a new partnership concept.The deal with Jurong Shipyard Ltd. will be worth between US$15 million and US$20 million next year, Chevron Shipping President D.C. Wolcott said. In future years, the figure is likely to range between US$5 million and US$20 million annually, he said.The first ship, Chevron Pacific, is due in the yard next March.Mr. Wolcott believes the deal may herald a trend among owners and yards in the years ahead.He noted that the...

Chevron Shipping Co. signed an exclusive long-term contract Thursday with a Singapore shipyard for wide-ranging vessel repair work in what the oil company subsidiary describes as a new partnership concept. The deal with Jurong Shipyard Ltd. will be worth between US$15 million and US$20 million next year, Chevron Shipping President D.C. Wolcott said. In future years, the figure is likely to range between US$5 million and US$20 million annually, he said.The first ship, Chevron Pacific, is due in the yard next March. Mr. Wolcott believes the deal may herald a trend among owners and yards in the years ahead. He noted that the tanker industry will enter the new decade confronting a number of challenges such as aging fleets, lack of highly qualified crews and the risk of expensive accidents. Jurong, third-ranked of Singapore's yards, will repair between five and 10 ships a a year, including supertankers. Some of the work will extend the life of ships, an increasingly popular tactic among owners as new building costs rise. "This alliance will allow both Chevron Shipping and Jurong Shipyard to work together as a team for the purpose of achieving better efficiency and cost-effectiveness," Mr. Wolcott said. "Chevron Shipping will benefit from improved quality and long-term commitment. All ships trading in the Far East region will be serviced exclusively by Jurong," he said. The two companies will develop a fully computerized repair system, allowing for faster and more efficient flows of information. It will be the first such jointly developed system in the world's ship repair industry, a Jurong spokesman told The Journal of Commerce. "The yard is confident this long-term arrangement will provide a good opportunity to upgrade skills and standards, which are vital for the competitive marine market," he said. Chevron Shipping, a unit of Chevron Corp. of San Francisco, is embarking on a comprehensive maintenance and life-extension program. Its gradual fleet replacement is forecast to cost US$1.5 billion over the long term. Jurong has undertaken repairs previously for several Chevron tankers on an ad hoc basis. It and local rival Keppel Group each signed two-year deals in September with Pertamina, the Indonesian state energy monopoly, to look after its ships. A spokesman for Keppel said the Chevron deal "will not have any effect on our business as we have our own clients. Besides, our dock capacity is 100 percent full at the moment." Sembawang Shipyard Ltd., the other of the big three, described the idea of exclusive agreements as sound, but said they benefit owners rather than yards by assuring them dock capacity when space is tight.

Maritime

CHEVRON, SINGAPORE SHIPYARD SIGN LONG-TERM REPAIR CONTRACT TANKER DEAL MAY SET TREND

<div class="phx-topic abstract-wrapper">China’s largest shipping company commented on current geopolitical events as it released its 2025 financial results, which saw net profits plummet 38%.</div>

China’s largest shipping company commented on current geopolitical events as it released its 2025 financial results, which saw net profits plummet 38%.

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<div class="phx-topic">Geopolitical tensions, heightened by war in the Middle East, will accelerate the pace of regionalization in global trade and nearshoring this year while “amplifying the volatility of global supply chains,” Cosco Shipping said Thursday. Momentum for global economic growth is weak, and the external environment for the container shipping industry remains severe, the liner shipping and terminals group said in its 2025 results statement filed with the Shanghai stock exchange. “Looking ahead to 2026, the complexity and uncertainty of the container shipping market will further intensify,” Cosco said. More favorably for global trade, Cosco said emerging economies are showing strong growth potential, cooperation among developing countries is warming and tariff uncertainties have temporarily eased. Cosco specifically highlighted Southeast Asia and Latin America, where demand is strengthening, buoyed by the widening implementation of free trade agreements such as the Regional Comprehensive Economic Partnership in Asia. China’s biggest shipping company said the imbalance between cargo demand and fleet growth will also ease this year, with cargo volumes rising by a “low to moderate 2.5%” compared with 3.8% fleet growth, “the lowest in the past three years.” While this increase in capacity is likely to put downward pressure on freight rates, the impact could be mitigated by port congestion caused by the realignment of carrier alliance networks and the war in the Middle East, the carrier said. <h3>Net profit down 38% in 2025 </h3>Cosco saw mixed results last year, largely reflected by volatile US tariff policy, the deteriorating global economy and the crash in freight rates in the fourth quarter. Overall, net profit fell 38% to $4.3 billion last year while operating revenues slipped 6% to $30.7 billion. Cosco said net profit in the fourth quarter was the lowest of all four quarters, falling 60% to $532 million. The carrier said the worst-performing trades last year were the Asia-Europe and Mediterranean services, which saw an 18% decline in total revenues to $5.3 billion. Revenue from trans-Pacific services fell 17% to $7.7 billion, while revenue from intra-Asia routes was unchanged at $7.6 billion. Cosco saw a better performance from its terminals business, with revenue climbing 11% to $1.7 billion last year, supported by a 6% increase in total throughput to 153 million TEUs. Cosco said it would focus the development of its terminal business on emerging markets and trade lanes to reflect the growing trade between Southeast Asia and Latin America and the increasing importance of ports in areas such as North Africa and India. Contact Keith Wallis at <a href="mailto:keithwallis@hotmail.com">keithwallis@hotmail.com</a>.</div>

Geopolitical tensions, heightened by war in the Middle East, will accelerate the pace of regionalization in global trade and nearshoring this year while “amplifying the volatility of global supply chains,” Cosco Shipping said Thursday. Momentum for global economic growth is weak, and the external environment for the container shipping industry remains severe, the liner shipping and terminals group said in its 2025 results statement filed with the Shanghai stock exchange. “Looking ahead to 2026, the complexity and uncertainty of the container shipping market will further intensify,” Cosco said. More favorably for global trade, Cosco said emerging economies are showing strong growth potential, cooperation among developing countries is warming and tariff uncertainties have temporarily eased. Cosco specifically highlighted Southeast Asia and Latin America, where demand is strengthening, buoyed by the widening implementation of free trade agreements such as the Regional Comprehensive Economic Partnership in Asia. China’s biggest shipping company said the imbalance between cargo demand and fleet growth will also ease this year, with cargo volumes rising by a “low to moderate 2.5%” compared with 3.8% fleet growth, “the lowest in the past three years.” While this increase in capacity is likely to put downward pressure on freight rates, the impact could be mitigated by port congestion caused by the realignment of carrier alliance networks and the war in the Middle East, the carrier said. Net profit down 38% in 2025 Cosco saw mixed results last year, largely reflected by volatile US tariff policy, the deteriorating global economy and the crash in freight rates in the fourth quarter. Overall, net profit fell 38% to $4.3 billion last year while operating revenues slipped 6% to $30.7 billion. Cosco said net profit in the fourth quarter was the lowest of all four quarters, falling 60% to $532 million. The carrier said the worst-performing trades last year were the Asia-Europe and Mediterranean services, which saw an 18% decline in total revenues to $5.3 billion. Revenue from trans-Pacific services fell 17% to $7.7 billion, while revenue from intra-Asia routes was unchanged at $7.6 billion. Cosco saw a better performance from its terminals business, with revenue climbing 11% to $1.7 billion last year, supported by a 6% increase in total throughput to 153 million TEUs. Cosco said it would focus the development of its terminal business on emerging markets and trade lanes to reflect the growing trade between Southeast Asia and Latin America and the increasing importance of ports in areas such as North Africa and India. Contact Keith Wallis at keithwallis@hotmail.com .

Container lines

Asia-Europe

Trans-Pacific

Container Shipping News

Middle East war will ‘amplify’ volatility in global supply chains: Cosco

<div class="phx-topic abstract-wrapper">Norfolk’s dredging to a 55-foot depth will allow ocean carriers to offer more capacity on big ships that have to load lightly due to draft constraints. </div>

Norfolk’s dredging to a 55-foot depth will allow ocean carriers to offer more capacity on big ships that have to load lightly due to draft constraints.

<div class="phx-topic">The Port of Virginia has completed a dredging project that brings Norfolk Harbor to a 55-foot depth, making it the deepest port on the US East Coast and allowing ocean carriers to better utilize the ultra-large container vessels increasingly deployed on the coast’s long-haul services.The Virginia Port Authority (VPA) said Wednesday the dredging of an additional five feet of navigable depth in its harbor was completed Feb. 28, with the remaining work on official depth soundings and updated navigation charts expected to be finished in late spring. Portions of the ship channel were also widened to allow two-way vessel traffic, with the VPA expecting a 15% improvement in ship turnover, according to a spokesperson. The dredging was part of a $1.4 billion capacity upgrade for Virginia that began in 2023. The upgrades include expansion of the port’s intermodal rail capacity and ongoing development of a new ultra-large container vessel berth on the northern side of Norfolk International Terminals.With the expected completion of the north berth in mid-2027, Virginia will have nominal capacity of 5.8 million TEUs and be capable of handling five large ships simultaneously. VPA’s interim Chief Executive Sarah McCoy said in a statement the dredging and other expansion projects allow ocean carriers and shippers to “expand their operations and cargo volumes at the Port of Virginia without concern for outgrowing our capabilities.”At 52 feet, the Port of Charleston had been the deepest on the East Coast since 2022. The Port of New York and New Jersey, which dredged to 50 feet in 2016, is studying <a href="NY-NJ port takes next steps to study dredging amid larger ship calls | Journal of Commerce">further dredging to a 55-foot depth</a>. <h3>Big ships partially filled</h3>While Virginia and other East Coast ports are already handling ultra-large container vessels (ULCVs), current harbor depths put a limit on the amount of cargo space those larger ships can offer. Since last March, ships over 14,000 TEUs in capacity have made 599 calls to the four largest US East Coast ports, according to Sea-web, a sister product of the Journal of Commerce within S&amp;P Global. Those vessels have an average maximum draft of 16 meters, just over 52 feet. However, the average draft at arrival has been just under 13 meters, or 42 feet. Cargo mix and operational constraints make every vessel loading situation different. But one industry rule of thumb has been that every meter of loaded draft amounts to $3 million to $4 million of available cargo space. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="79349f5e-726b-41eb-b8cb-724e259bae44"></dynamic-object></div>Ocean Network Express’ ULCVs have been the most frequent visitors to the East Coast, with some 149 calls over the past 12 months, followed by Evergreen Marine’s 133 ULCV calls and Zim Integrated Shipping Service’s 109, according to Sea-web data. During 2025, Virginia handled 1.47 million TEUs in loaded imports, a 5.6% drop from a year earlier, according to PIERS, a sister company of the Journal of Commerce within S&amp;P Global. Exports through the gateway during that time were 959,889 TEUs, a 1.5% drop from 2024.The 2.43 million TEUs in total volume, which was down 4% from 2024, made Virginia the sixth-busiest port in the US last year, according to PIERS.Contact Michael Angell at <a href="mailto: michael.angell@spglobal.com">michael.angell@spglobal.com</a>. </div>

The Port of Virginia has completed a dredging project that brings Norfolk Harbor to a 55-foot depth, making it the deepest port on the US East Coast and allowing ocean carriers to better utilize the ultra-large container vessels increasingly deployed on the coast’s long-haul services. The Virginia Port Authority (VPA) said Wednesday the dredging of an additional five feet of navigable depth in its harbor was completed Feb. 28, with the remaining work on official depth soundings and updated navigation charts expected to be finished in late spring. Portions of the ship channel were also widened to allow two-way vessel traffic, with the VPA expecting a 15% improvement in ship turnover, according to a spokesperson. The dredging was part of a $1.4 billion capacity upgrade for Virginia that began in 2023. The upgrades include expansion of the port’s intermodal rail capacity and ongoing development of a new ultra-large container vessel berth on the northern side of Norfolk International Terminals. With the expected completion of the north berth in mid-2027, Virginia will have nominal capacity of 5.8 million TEUs and be capable of handling five large ships simultaneously. VPA’s interim Chief Executive Sarah McCoy said in a statement the dredging and other expansion projects allow ocean carriers and shippers to “expand their operations and cargo volumes at the Port of Virginia without concern for outgrowing our capabilities.” At 52 feet, the Port of Charleston had been the deepest on the East Coast since 2022. The Port of New York and New Jersey, which dredged to 50 feet in 2016, is studying further dredging to a 55-foot depth . Big ships partially filled While Virginia and other East Coast ports are already handling ultra-large container vessels (ULCVs), current harbor depths put a limit on the amount of cargo space those larger ships can offer. Since last March, ships over 14,000 TEUs in capacity have made 599 calls to the four largest US East Coast ports, according to Sea-web, a sister product of the Journal of Commerce within S&P Global. Those vessels have an average maximum draft of 16 meters, just over 52 feet. However, the average draft at arrival has been just under 13 meters, or 42 feet. Cargo mix and operational constraints make every vessel loading situation different. But one industry rule of thumb has been that every meter of loaded draft amounts to $3 million to $4 million of available cargo space. Ocean Network Express’ ULCVs have been the most frequent visitors to the East Coast, with some 149 calls over the past 12 months, followed by Evergreen Marine’s 133 ULCV calls and Zim Integrated Shipping Service’s 109, according to Sea-web data. During 2025, Virginia handled 1.47 million TEUs in loaded imports, a 5.6% drop from a year earlier, according to PIERS, a sister company of the Journal of Commerce within S&P Global. Exports through the gateway during that time were 959,889 TEUs, a 1.5% drop from 2024. The 2.43 million TEUs in total volume, which was down 4% from 2024, made Virginia the sixth-busiest port in the US last year, according to PIERS. Contact Michael Angell at michael.angell@spglobal.com .

Port infrastructure

North American ports

Virginia’s deeper harbor could allow higher usage on ULCVs

<div class="phx-topic abstract-wrapper">Containers that were inbound when the war started have been plugged into reefer slots in terminals outside the Gulf, accruing mounting storage charges as cargo owners either wait for the Strait of Hormuz to reopen or start looking for new markets</div>

Containers that were inbound when the war started have been plugged into reefer slots in terminals outside the Gulf, accruing mounting storage charges as cargo owners either wait for the Strait of Hormuz to reopen or start looking for new markets

<div class="phx-topic">Düsseldorf — Cold chain shippers with containers destined for the Middle East are in a state of suspended animation with reefer boxes offloaded early at other ports in the region and no timeline on when their voyages will be able to resume through the war zone. Ocean carriers have suspended the acceptance of reefer, dangerous goods and special cargo in and out of the UAE, Oman, Iraq, Kuwait, Qatar, Bahrain and Saudi Arabia until further notice. Reefer containers that were inbound when the war started on Feb. 28 have been dropped off and plugged into reefer slots in terminals outside the Persian Gulf, accruing mounting storage charges and leaving cargo owners waiting until shipping can again pass through the Strait of Hormuz. Alternatively, cargo owners will need to start looking for new markets. One such shipper with reefers out of position is Tyson Foods. The Middle East is a major market for the global protein producer that brings in halal chicken from Brazil, but Gulf-bound reefer containers were offloaded before reaching their destination, according to Juliana Violato, Tyson’s senior manager of procurement in Europe. “In Brazil we have slowed down production because all containers that were on the water are now sitting in ports near the Gulf or in India or Singapore,” Violato told the Journal of Commerce at the Global Cold Chain Association (GCCA) Europe conference in Dusseldorf this week. “They will be there until they find a new trade lane that could be through Oman or Saudi Arabia, but we don’t know how or when because of the war,” she added. “What we do know is that the market is still there.” Thomas Eskesen, founder of cold chain industry consultants Eskesen Advisory, said the fate of frozen food shipments and perishables with a limited shelf life has been the number one issue for the global cold chain since the Middle East war began. “This has a massive cascading effect with equipment tied up and booking stops affecting carriers individually,” Eskesen told the Journal of Commerce. “Lots of cargo is being diverted via the Jeddah back door [in Saudi Arabia], but it is more difficult if dumped in India and Sri Lanka.” <h3>Land-based options under pressure </h3>The land options via Khor Fakkan and Fujairah in the UAE, Sohar in Oman and Jeddah that are being offered by ocean carriers and forwarders <a href="https://www.joc.com/article/rising-road-volume-puts-middle-east-land-based-options-under-pressure-6187755">are creaking under the heavy demand</a>. Port delays are growing fast, as are trucking bottlenecks, with one forwarder reporting a 20-mile line of trucks waiting to get into Dubai’s Jebel Ali container port. Violato said the clock was ticking as reefers could not wait forever and new markets will need to be found if Hormuz remains unpassable “in the coming weeks,” a move that would bring its own set of problems. “There will be a decision to bring back the containers [to origin] or to sell the products in different markets,” she said. “If it’s chicken breast it can be sold in Europe, and if it’s dark meat it can be sold in Africa, but if the war continues, they will need to find another destination.” Kevin Marchetti, co-founder of Lineage Logistics, said although he had no customers with reefers stuck in the region, those shippers are in a difficult position as there will need to be a different solution depending on the customer, the product and the destination. “Some of the products are pre-approved for certain markets where some traders have licenses and some don’t, so it is a really complicated issue,” Marchetti said on the sidelines of the GCCA conference. “The bigger question is that you produce goods thinking you have the end markets open and the goods will just flow, but now reefers are backing up,” he added. “There is also a limited amount of equipment and although we don’t have shortages yet, people have started to talk about it.” <h3>Holding back shipments from Europe </h3>Andrew Mates, managing director of Europe for temperature-controlled warehousing and food logistics specialist Americold, said shipments from Europe to the Middle East have been held back because of the war. “Our Dubai joint venture has reported the UAE government is being very active in redirecting cargo coming in from ports in Oman and Saudi Arabia and arranging land-based routes to keep the supply chain moving,” Mates said. “But there are trucking constraints where all of a sudden containers need to go thousands of kilometers,” he added. “The UAE government realizes that if the situation stays as it is for a few more weeks, they will simply have to get products in somehow.” While exceptions are being made for critical foodstuffs, pharma and other essential goods, <a href="https://www.joc.com/article/maersk-forced-to-ship-fuel-from-us-europe-as-asia-bunkers-start-to-run-dry-6184651">in a recent interview with the Journal of Commerce</a>, Maersk CCO Karsten Kildahl said that at some point “all cargo becomes urgent,” including aluminum, petrochemicals and polyethylene that are all raw materials for plastics production. Persian Gulf states import more than 90% of their goods, and while the closure of the Strait of Hormuz has long been factored into their scenario planning, a long-term closure will start to hit the shelves. Another fast-developing problem is outward-bound cargo, particularly fertilizer from the Middle East that comprises about 30% of the global market and is crucial for food production, according to Violato. “If the war takes longer, we will not have fertilizer for planting and grain production will drop,” she said. “When we impact grain, we impact animal feed and protein becomes more expensive and inflation is impossible to avoid. But again, everything depends on how long the war goes on for.” Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

Düsseldorf — Cold chain shippers with containers destined for the Middle East are in a state of suspended animation with reefer boxes offloaded early at other ports in the region and no timeline on when their voyages will be able to resume through the war zone. Ocean carriers have suspended the acceptance of reefer, dangerous goods and special cargo in and out of the UAE, Oman, Iraq, Kuwait, Qatar, Bahrain and Saudi Arabia until further notice. Reefer containers that were inbound when the war started on Feb. 28 have been dropped off and plugged into reefer slots in terminals outside the Persian Gulf, accruing mounting storage charges and leaving cargo owners waiting until shipping can again pass through the Strait of Hormuz. Alternatively, cargo owners will need to start looking for new markets. One such shipper with reefers out of position is Tyson Foods. The Middle East is a major market for the global protein producer that brings in halal chicken from Brazil, but Gulf-bound reefer containers were offloaded before reaching their destination, according to Juliana Violato, Tyson’s senior manager of procurement in Europe. “In Brazil we have slowed down production because all containers that were on the water are now sitting in ports near the Gulf or in India or Singapore,” Violato told the Journal of Commerce at the Global Cold Chain Association (GCCA) Europe conference in Dusseldorf this week. “They will be there until they find a new trade lane that could be through Oman or Saudi Arabia, but we don’t know how or when because of the war,” she added. “What we do know is that the market is still there.” Thomas Eskesen, founder of cold chain industry consultants Eskesen Advisory, said the fate of frozen food shipments and perishables with a limited shelf life has been the number one issue for the global cold chain since the Middle East war began. “This has a massive cascading effect with equipment tied up and booking stops affecting carriers individually,” Eskesen told the Journal of Commerce. “Lots of cargo is being diverted via the Jeddah back door [in Saudi Arabia], but it is more difficult if dumped in India and Sri Lanka.” Land-based options under pressure The land options via Khor Fakkan and Fujairah in the UAE, Sohar in Oman and Jeddah that are being offered by ocean carriers and forwarders are creaking under the heavy demand . Port delays are growing fast, as are trucking bottlenecks, with one forwarder reporting a 20-mile line of trucks waiting to get into Dubai’s Jebel Ali container port. Violato said the clock was ticking as reefers could not wait forever and new markets will need to be found if Hormuz remains unpassable “in the coming weeks,” a move that would bring its own set of problems. “There will be a decision to bring back the containers [to origin] or to sell the products in different markets,” she said. “If it’s chicken breast it can be sold in Europe, and if it’s dark meat it can be sold in Africa, but if the war continues, they will need to find another destination.” Kevin Marchetti, co-founder of Lineage Logistics, said although he had no customers with reefers stuck in the region, those shippers are in a difficult position as there will need to be a different solution depending on the customer, the product and the destination. “Some of the products are pre-approved for certain markets where some traders have licenses and some don’t, so it is a really complicated issue,” Marchetti said on the sidelines of the GCCA conference. “The bigger question is that you produce goods thinking you have the end markets open and the goods will just flow, but now reefers are backing up,” he added. “There is also a limited amount of equipment and although we don’t have shortages yet, people have started to talk about it.” Holding back shipments from Europe Andrew Mates, managing director of Europe for temperature-controlled warehousing and food logistics specialist Americold, said shipments from Europe to the Middle East have been held back because of the war. “Our Dubai joint venture has reported the UAE government is being very active in redirecting cargo coming in from ports in Oman and Saudi Arabia and arranging land-based routes to keep the supply chain moving,” Mates said. “But there are trucking constraints where all of a sudden containers need to go thousands of kilometers,” he added. “The UAE government realizes that if the situation stays as it is for a few more weeks, they will simply have to get products in somehow.” While exceptions are being made for critical foodstuffs, pharma and other essential goods, in a recent interview with the Journal of Commerce, Maersk CCO Karsten Kildahl said that at some point “all cargo becomes urgent,” including aluminum, petrochemicals and polyethylene that are all raw materials for plastics production. Persian Gulf states import more than 90% of their goods, and while the closure of the Strait of Hormuz has long been factored into their scenario planning, a long-term closure will start to hit the shelves. Another fast-developing problem is outward-bound cargo, particularly fertilizer from the Middle East that comprises about 30% of the global market and is crucial for food production, according to Violato. “If the war takes longer, we will not have fertilizer for planting and grain production will drop,” she said. “When we impact grain, we impact animal feed and protein becomes more expensive and inflation is impossible to avoid. But again, everything depends on how long the war goes on for.” Contact Greg Knowler at  greg.knowler@spglobal.com . 

Forwarding

International ports

Reefer shippers play waiting game with boxes stuck outside Persian Gulf

<div class="phx-topic abstract-wrapper">The multi-pronged program includes reflagging four of the carrier’s container ships to the Indian registry and participating in terminal infrastructure development at Vadhavan.</div>

The multi-pronged program includes reflagging four of the carrier’s container ships to the Indian registry and participating in terminal infrastructure development at Vadhavan.

<div class="phx-topic">Hapag-Lloyd is moving to expand its business profile in India via an investment of about $1 billion in a move designed to play catch up with competitors while aligning with local regulatory changes. The German liner announced the multi-pronged growth plan on Thursday as a contingent of company executives, including CEO Rolf Habben Jansen, visited Mumbai. The expansion program includes reflagging four of Hapag-Lloyd’s container ships to the Indian registry and participating in terminal infrastructure development at Vadhavan, a greenfield deepwater harbor project about 100 miles north of Mumbai, the carrier said in a statement. “India is one of the most important growth markets in global trade and a key strategic partner for Hapag-Lloyd,” Habben Jansen said. “We want to further strengthen our long-standing relationships with India and support the country’s ambitions to expand its maritime capabilities, enhance global connectivity and advance sustainable shipping.” While the carrier did not provide specifics of the flag transition, Habben Jansen said it will involve the type of tonnage suitable for short-haul trades. Hapag-Lloyd joins CMA CGM, Maersk and Mediterranean Shipping Co. <a href="https://nam11.safelinks.protection.outlook.com/?url=https%3A%2F%2Fwww.joc.com%2Farticle%2Fmsc-agrees-to-reflag-12-container-ships-in-india-in-diversification-push-6108526&amp;data=05%7C02%7Ckevin.saville2%40spglobal.com%7C74f5ecd618184ac0524908de85b97d44%7C8f3e36ea80394b4081a77dc0599e8645%7C1%7C0%7C639095228896173730%7CUnknown%7CTWFpbGZsb3d8eyJFbXB0eU1hcGkiOnRydWUsIlYiOiIwLjAuMDAwMCIsIlAiOiJXaW4zMiIsIkFOIjoiTWFpbCIsIldUIjoyfQ%3D%3D%7C0%7C%7C%7C&amp;sdata=gDljRvjLsRJ%2Byz4QLEDtm5p1ez6WkLQ8sP5%2B5znWkR4%3D&amp;reserved=0">in making such a move in the Indian market</a>.Hapag-Lloyd is primed to drive projects in India linked to terminal capacity and ship recycling via its local partner JM Baxi Ports &amp; Logistics (JMBPL), which operates a clutch of marine terminals across the country, including Nhava Sheva (JNPA). The carrier holds a controlling stake in JMBPL via equity acquisitions made in stages since 2023. “India’s port and logistics infrastructure is developing at remarkable speed and scale,” said Dheeraj Bhatia, CEO of Hapag-Lloyd subsidiary Hanseatic Global Terminals. “Projects such as Vadhavan Port have the potential to significantly strengthen India’s role in global supply chains.” Meanwhile, speaking on the sidelines of a Mumbai media briefing, Habben Jansen reiterated Hapag-Lloyd’s stated position to continue operating vessels via the Cape of Good of Hope in southern Africa until the security situation in the Middle East and Red Sea region is sustainably safe. <h3>Regulatory pressures </h3>A wave of investments by liner heavyweights in India beyond port-to-port shipping comes as the industry there faces a seesaw of <a href="https://www.joc.com/article/indias-renewed-protectionist-policies-threaten-foreign-liner-network-expansions-5751795">regulatory and government pressures</a>. Last month, New Delhi reversed cabotage relaxations granted to foreign-flag vessels in 2018 for the movement of laden containers for transshipment and empty boxes for repositioning between domestic ports. The move raises cargo scalability concerns for major carriers as vessel sizes on Indian long-haul trades rapidly grow. Indian lawmakers appear firm on the revised policy implementation beginning in late April despite foreign liners strongly appealing for a review. “The [Indian] cabotage policy reversal is a major supply chain hurdle for mainline carriers,” an industry representative who didn’t want to be identified told the Journal of Commerce. “This will have a detrimental effect on transshipment trade, especially at the Vizhinjam hub [in southern India].” Contact Bency Mathew at <a href="mailto:bencyvmathew@gmail.com">bencyvmathew@gmail.com</a>.</div>

Hapag-Lloyd is moving to expand its business profile in India via an investment of about $1 billion in a move designed to play catch up with competitors while aligning with local regulatory changes. The German liner announced the multi-pronged growth plan on Thursday as a contingent of company executives, including CEO Rolf Habben Jansen, visited Mumbai. The expansion program includes reflagging four of Hapag-Lloyd’s container ships to the Indian registry and participating in terminal infrastructure development at Vadhavan, a greenfield deepwater harbor project about 100 miles north of Mumbai, the carrier said in a statement. “India is one of the most important growth markets in global trade and a key strategic partner for Hapag-Lloyd,” Habben Jansen said. “We want to further strengthen our long-standing relationships with India and support the country’s ambitions to expand its maritime capabilities, enhance global connectivity and advance sustainable shipping.” While the carrier did not provide specifics of the flag transition, Habben Jansen said it will involve the type of tonnage suitable for short-haul trades. Hapag-Lloyd joins CMA CGM, Maersk and Mediterranean Shipping Co. in making such a move in the Indian market . Hapag-Lloyd is primed to drive projects in India linked to terminal capacity and ship recycling via its local partner JM Baxi Ports & Logistics (JMBPL), which operates a clutch of marine terminals across the country, including Nhava Sheva (JNPA). The carrier holds a controlling stake in JMBPL via equity acquisitions made in stages since 2023. “India’s port and logistics infrastructure is developing at remarkable speed and scale,” said Dheeraj Bhatia, CEO of Hapag-Lloyd subsidiary Hanseatic Global Terminals. “Projects such as Vadhavan Port have the potential to significantly strengthen India’s role in global supply chains.” Meanwhile, speaking on the sidelines of a Mumbai media briefing, Habben Jansen reiterated Hapag-Lloyd’s stated position to continue operating vessels via the Cape of Good of Hope in southern Africa until the security situation in the Middle East and Red Sea region is sustainably safe. Regulatory pressures A wave of investments by liner heavyweights in India beyond port-to-port shipping comes as the industry there faces a seesaw of regulatory and government pressures . Last month, New Delhi reversed cabotage relaxations granted to foreign-flag vessels in 2018 for the movement of laden containers for transshipment and empty boxes for repositioning between domestic ports. The move raises cargo scalability concerns for major carriers as vessel sizes on Indian long-haul trades rapidly grow. Indian lawmakers appear firm on the revised policy implementation beginning in late April despite foreign liners strongly appealing for a review. “The [Indian] cabotage policy reversal is a major supply chain hurdle for mainline carriers,” an industry representative who didn’t want to be identified told the Journal of Commerce. “This will have a detrimental effect on transshipment trade, especially at the Vizhinjam hub [in southern India].” Contact Bency Mathew at bencyvmathew@gmail.com .

Hapag-Lloyd to invest $1 billion across Indian maritime verticals

<div class="phx-topic abstract-wrapper">Delilah’s Law, a major crackdown on immigrants in the trucking industry, was passed 35 to 26 by the House Transportation and Infrastructure Committee and now heads to a floor vote.</div>

Delilah’s Law, a major crackdown on immigrants in the trucking industry, was passed 35 to 26 by the House Transportation and Infrastructure Committee and now heads to a floor vote.

<div class="phx-topic">The US House Transportation and Infrastructure Committee on Wednesday advanced the bill known as “Dalilah’s Law,” sending the legislation that could reshape the truckload and drayage industry to the full House for consideration. The committee’s vote to approve the legislation was 35 to 26. President Donald Trump championed the bill in his State of the Union address in late February, calling for illegal immigrants to lose their non-domiciled commercial driver’s licenses (CDLs) while toughening standards around the English language proficiency of all drivers. The bill is named after a young girl named Dalilah Coleman of Bakersfield, California, who was critically injured in June 2024 in an accident with a tractor-trailer. The truck driver was a 20-year-old from India that the Trump administration said was in the US illegally. The legislation contains several provisions that go far beyond the scope of a Federal Motor Carrier Safety Administration (FMCSA) rule restricting non-domiciled CDLs that went into effect earlier this week which the agency estimates could remove up to 194,000 drivers from the market over five years. Still, the trucking industry <a href="https://www.joc.com/article/impact-of-non-domiciled-cdl-enforcement-splits-us-trucking-sector-6135184">is split on whether federal regulations will significantly impact trucking and drayage capacity</a> amid a more than three-year freight recession. <h3>Immediate license revocation </h3>Delilah’s Law would prevent states from issuing commercial driver’s licenses to anyone who is not a US citizen or a permanent lawful resident unless the person has a valid H-2A, H-2B or E-2 visa. States would also be required to immediately revoke CDLs of any driver who does not meet the new standards, whereas the FMCSA rule cancels non-domiciled CDLs when they are up for renewal, or when the driver next interacts with a state licensing agency. The bill would even affect US citizens who drive trucks, as it would require a mandatory 180-day recertification of all CDL holders in the US, regardless of citizenship or nationality, with all testing done in English. “I cannot understand how these licenses have been issued to people who do not write or speak English. How are these being issued?” Rep. Mike Collins (R-Ga.) said during Wednesday’s hearing on Capitol Hill. “What happens when you get to a customer and you can’t talk to them, or you don’t know what you’re hauling? There’s a lot more than just reading road signs.” Collins said he supports the bill because the industry needs to crack down on the proliferation of so-called CDL mills that he and others say are putting unqualified men and women on the roads, jeopardizing safety. The bill has the support of more than 55 trucking, safety and transportation organizations including the Owner-Operator Independent Drivers Association (OOIDA), and the American Trucking Associations (ATA). Democrats on the committee opposed the bill because they believe it casts too wide of a net. “It reaches drivers who are lawfully present, who have complied with federal requirements and who have been working safely and consistently in this country for years, sometimes decades,” said Rep. Salud Carbajal (D-Calif.). “They will lose the ability to do the job they have trained for and relied on to support their families. There is no evidence presented here that these drivers are unsafe. This bill, as written, deeply misses the mark.” Contact Dan Ronan at <a href="mailto:contactdanronan@gmail.com">contactdanronan@gmail.com</a>.</div>

The US House Transportation and Infrastructure Committee on Wednesday advanced the bill known as “Dalilah’s Law,” sending the legislation that could reshape the truckload and drayage industry to the full House for consideration. The committee’s vote to approve the legislation was 35 to 26. President Donald Trump championed the bill in his State of the Union address in late February, calling for illegal immigrants to lose their non-domiciled commercial driver’s licenses (CDLs) while toughening standards around the English language proficiency of all drivers. The bill is named after a young girl named Dalilah Coleman of Bakersfield, California, who was critically injured in June 2024 in an accident with a tractor-trailer. The truck driver was a 20-year-old from India that the Trump administration said was in the US illegally. The legislation contains several provisions that go far beyond the scope of a Federal Motor Carrier Safety Administration (FMCSA) rule restricting non-domiciled CDLs that went into effect earlier this week which the agency estimates could remove up to 194,000 drivers from the market over five years. Still, the trucking industry is split on whether federal regulations will significantly impact trucking and drayage capacity amid a more than three-year freight recession. Immediate license revocation Delilah’s Law would prevent states from issuing commercial driver’s licenses to anyone who is not a US citizen or a permanent lawful resident unless the person has a valid H-2A, H-2B or E-2 visa. States would also be required to immediately revoke CDLs of any driver who does not meet the new standards, whereas the FMCSA rule cancels non-domiciled CDLs when they are up for renewal, or when the driver next interacts with a state licensing agency. The bill would even affect US citizens who drive trucks, as it would require a mandatory 180-day recertification of all CDL holders in the US, regardless of citizenship or nationality, with all testing done in English. “I cannot understand how these licenses have been issued to people who do not write or speak English. How are these being issued?” Rep. Mike Collins (R-Ga.) said during Wednesday’s hearing on Capitol Hill. “What happens when you get to a customer and you can’t talk to them, or you don’t know what you’re hauling? There’s a lot more than just reading road signs.” Collins said he supports the bill because the industry needs to crack down on the proliferation of so-called CDL mills that he and others say are putting unqualified men and women on the roads, jeopardizing safety. The bill has the support of more than 55 trucking, safety and transportation organizations including the Owner-Operator Independent Drivers Association (OOIDA), and the American Trucking Associations (ATA). Democrats on the committee opposed the bill because they believe it casts too wide of a net. “It reaches drivers who are lawfully present, who have complied with federal requirements and who have been working safely and consistently in this country for years, sometimes decades,” said Rep. Salud Carbajal (D-Calif.). “They will lose the ability to do the job they have trained for and relied on to support their families. There is no evidence presented here that these drivers are unsafe. This bill, as written, deeply misses the mark.” Contact Dan Ronan at contactdanronan@gmail.com .

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