<div class="phx-topic abstract-wrapper">An unusual coalition of carriers, terminal operators, stevedores and grain shippers helped the port </div>

An unusual coalition of carriers, terminal operators, stevedores and grain shippers helped the port

<div>An unusual coalition of carriers, terminal operators, stevedores and grain shippers helped the port of Chicago to win its largest ever contract to move government cargo.Starting in April, more than 17,000 tons of corn soya milk, bulgur and corn meal will move from the port's Calument Harbor in bags by ship and barge to Africa, India and Bolivia.Helen A. Brohl, the port's director of marketing, said the project is one of the most exciting shipments the port has had in a long time.It's the largest allotment of surplus food cargo the U.S. Department of Agriculture has ever given Chicago, and...

An unusual coalition of carriers, terminal operators, stevedores and grain shippers helped the port of Chicago to win its largest ever contract to move government cargo. Starting in April, more than 17,000 tons of corn soya milk, bulgur and corn meal will move from the port's Calument Harbor in bags by ship and barge to Africa, India and Bolivia.Helen A. Brohl, the port's director of marketing, said the project is one of the most exciting shipments the port has had in a long time. It's the largest allotment of surplus food cargo the U.S. Department of Agriculture has ever given Chicago, and it's the first for the port in several years, she added. In addition, the allotment is the largest given any Great Lakes port for the month of April. Chicago usually has had a difficult time winning USDA cargo because of competition from other Great Lakes ports. Under the plan, Prairie Maritime Corp., which has located at Chicago specifically to help generate USDA cargo traffic, will subcontract the work out to Tri-River Docks, a new stevedoring company at the port. Prairie is a unit of Westlake Harbor Group, Kenosha, Wis. Tri-River apparently will work with Local 19 of the International Longshoremen's Association, which apparently has guaranteed that its workers will load an average of 50 tons an hour of the bagged cargo. The union reportedly will be hiring young workers who are able to handle that rate of productivity, one source said. Warren Jackman, president of Prairie, said the cargo bound for India will move from Calumet Harbor on barges down the Mississippi River to New Orleans. Part of the cargo will move out through the St. Lawrence Seaway. New York- based Waterman Steamship Crop. will move some of the cargo, although it was not clear whether all of the volume had been booked on Waterman. Some of the shipments will arrive at Calument Harbor from Lauhoff Grain Co., Danville, Ill., on the Chicago & North Western Transportation Co. Shipments also will arrive on the Burlington Northern Railroad from Crete, Neb. While the CNW has direct access to the port, the BN apparently will have to use a connector line and negotiations for that service apparently were crucial to completing transportation links, Ms. Brohl said. Prairie's Mr. Jackman said the company will continue to bid on USDA food allotments every month, adding, Chicago does have the rail connections, it does have the productive labor, and we feel the potential here.

Maritime

CHICAGO LANDS USDA CONTRACT

<div class="phx-topic abstract-wrapper">Exporters’ proclivity for rate shopping leads to choppiness in a market that is also beholden to vessels being pulled into larger ocean freight markets.</div>

Exporters’ proclivity for rate shopping leads to choppiness in a market that is also beholden to vessels being pulled into larger ocean freight markets.

Feature image

<div class="phx-topic">Exporters in India are struggling with uneven container line service levels due in part to their own freight buying behavior and a complex sales structure that results in rolled cargo, blanked sailings or even Indian calls being avoided altogether. These struggles come as Indian export container bookings fell 17% week-on-week in the first week of August, according to data from maritime visibility and data analytics provider Dun &amp; Bradstreet, and as the Trump administration has threatened tariffs as high as 50% on Indian imports from Aug. 27. The tricky service dynamics for exporters pre-date the Trump administration’s recent ratcheting up of trade tensions with India, long touted as a market that could help US importers reduce their reliance on China. But exporters’ tendencies to shop around for rates among carriers, and the effects of a multi-layered sales structure that adds to their ocean freight costs, are long-term hurdles, a range of forwarders have told the Journal of Commerce. “Exporters here are basically not tied to specific carriers, unless they have a commodity that some carriers won’t move,” said Mrigank Singh, founder of Intoglo, an India-based forwarder, giving an example of how Cosco typically won’t move hazmat shipments, while Ocean Network Express embraces those commodities. “That essentially means they are in constant rate-shopping mode,” Singh said. “As one carrier lowers its rates, that then induces a surge of volume, and so the carrier who is in favor in a particular month gets too much volume.” That carrier invariably ends up rolling some cargo, while “out of favor” carriers don’t have enough volume and end up avoiding Indian calls, preferring to collect cargo through transshipment at Colombo instead. Blank sailings aren’t always driven by uneven export demand, noted Sarjak Sheth, chief commercial officer at Sarjak Container Lines. Many are linked to weaker import flows, carriers repositioning vessels to take advantage of high demand on other trade lanes or operational disruptions, he said. But Sheth agreed that exporters, particularly in the current market, tend to book the lowest rate they can find, and that doing so creates surges for certain carriers and lulls for others. “For example, last month all carriers raised rates, but [one carrier] kept India–US pricing slightly lower,” he said. “The result? [That carrier] saw bookings spike to 160% of their allocated capacity. They then had to hike rates sharply, which pushed some of that excess demand back to other carriers.” <h3>Protecting the core </h3>Sheth said most carriers prioritize protecting their “core customers.” He estimates roughly 20% of their top shippers provide 80% of the volume on certain trades, leaving only about 20% of capacity for spot business. “The rates don’t change much for [large-volume shippers] throughout the year once they file a contract,” he said. “This 20% buffer gives carriers some control over volume even in volatile rate environments. While rate-driven cargo shifts do happen, the big volume blocks are often locked in.” Forwarders told the Journal of Commerce that anywhere from 65% to 80% of India export volume to the US moves on contract rates, depending on the state of the market. Shippers understand these dynamics, especially as they relate to which carriers have operational control of sailings and which rely on partners to provide them allocations — which can impact service levels. When a carrier has persistently low rates and a small allocation on sailings operated by service partners, it can be seen to be the less attractive option, since the likelihood of being rolled increases on heavy demand weeks. Exporters understandably want to avoid being shunted into “roll pools,” where they must wait for a sailing that can accomodate them. Aside from service levels, the structure of the market from a sales perspective also hurts Indian exporters’ bottom lines, the forwarders said. Container lines have struck an upbeat tone about India’s long-term trade potential, pouring additional capacity into the westbound trade lane connecting the US East Coast, with as many as six weekly calls out of Nhava Sheva and Mundra, in the normal course of events, using large-size tonnage. But in recent weeks, the slowing pace of India–US volume growth, along with the larger larger vessels now serving India–US trades, has put additional pressure on carrier sales teams to fill those ships. Most carriers don’t have the ability to do that, so they rely on a network of selling agents — essentially subcontractors — to fill the ships, an environment that adds pure cost to exporters if all they are doing is securing ocean capacity, Singh said. “What this translates into is the original carrier-direct rate sometimes has one, two and even three layers of margin on it, which means higher costs for the exporter,” he said. Sheth agreed. “The India–US trades do see large ships that are challenging to fill from a single operator’s sales network,” which leads to “layered selling,” he said. Those layers include business won by sales teams at the carrier itself, its master agent, a secondary agent and that secondary agent’s sub-agent. “This can add multiple margins on top of the base rate,” he said. “That definitely inflates the costs for exporters, especially when supply is tight.” <h3>Other trades dictate networks </h3>But Sheth said “it’s not always purely a supply-side problem,” adding that vessel deployment across a carrier or alliance’s network is tied directly to cargo demand. For example, a rush of trans-Pacific bookings prior to the planned imposition of steep US tariffs on Chinese goods on July 9, prompted carriers to reposition some of the larger ships that had been serving India trades to China–US services. “At that time, India’s own export demand was gearing up for post-July shipments, as tariffs here weren’t initially as steep, so carriers suddenly had to move India–US cargo on smaller vessels, pushing rates up sharply for US and Latin America,” he explained. “When the tariff news shifted again, demand deflated and the market started to stabilize toward a more balanced supply–demand equation.” Again, this dynamic is far from uniform or universal. When capacity is tight, it can inflate costs for exporters beyond what a base rate increase might suggest. But when capacity is plentiful, it’s not uncommon to see forwarders — even multiple layers deep in that subcontracting chain — offer rates lower than what carriers sold to the forwarders in the first place. The larger ships are also scooping up cargo from transshipment hubs, meaning they are impacted by demand from other markets, like those in the Middle East or Pakistan, depending on the carrier’s transshipment locale of choice. At the same time, the market is still coming to terms with what higher tariffs on US imports might mean. While many importers will keep shipping even at higher levels, the tariffs will make some industries unviable, a forwarder that asked not to be identified told the Journal of Commerce. India’s automotive sector, for instance, is already supplying to plants in Mexico, but it’s unclear how country-of-origin determinations — which the Trump administration <a href="https://www.joc.com/article/trumps-vietnam-transshipment-tariff-puzzles-us-trade-community-6041482">has referred to as “transshipment rules”</a> — will impact that model if tariffs on India remain elevated. Indian seafood could also be priced out of the US market if tariffs on India stay higher than 10%, the forwarder said. “Rate chasing, vessel size and layered selling all play a role, but they’re often symptoms of a much more dynamic set of factors: import–export imbalances, tariff-driven demand swings, alliance vessel deployments and carriers’ own customer protection strategies,” Sheth said. Contact Eric Johnson at <a href="mailto:eric.johnson@spglobal.com">eric.johnson@spglobal.com</a>. </div>

Exporters in India are struggling with uneven container line service levels due in part to their own freight buying behavior and a complex sales structure that results in rolled cargo, blanked sailings or even Indian calls being avoided altogether. These struggles come as Indian export container bookings fell 17% week-on-week in the first week of August, according to data from maritime visibility and data analytics provider Dun & Bradstreet, and as the Trump administration has threatened tariffs as high as 50% on Indian imports from Aug. 27. The tricky service dynamics for exporters pre-date the Trump administration’s recent ratcheting up of trade tensions with India, long touted as a market that could help US importers reduce their reliance on China. But exporters’ tendencies to shop around for rates among carriers, and the effects of a multi-layered sales structure that adds to their ocean freight costs, are long-term hurdles, a range of forwarders have told the Journal of Commerce. “Exporters here are basically not tied to specific carriers, unless they have a commodity that some carriers won’t move,” said Mrigank Singh, founder of Intoglo, an India-based forwarder, giving an example of how Cosco typically won’t move hazmat shipments, while Ocean Network Express embraces those commodities. “That essentially means they are in constant rate-shopping mode,” Singh said. “As one carrier lowers its rates, that then induces a surge of volume, and so the carrier who is in favor in a particular month gets too much volume.” That carrier invariably ends up rolling some cargo, while “out of favor” carriers don’t have enough volume and end up avoiding Indian calls, preferring to collect cargo through transshipment at Colombo instead. Blank sailings aren’t always driven by uneven export demand, noted Sarjak Sheth, chief commercial officer at Sarjak Container Lines. Many are linked to weaker import flows, carriers repositioning vessels to take advantage of high demand on other trade lanes or operational disruptions, he said. But Sheth agreed that exporters, particularly in the current market, tend to book the lowest rate they can find, and that doing so creates surges for certain carriers and lulls for others. “For example, last month all carriers raised rates, but [one carrier] kept India–US pricing slightly lower,” he said. “The result? [That carrier] saw bookings spike to 160% of their allocated capacity. They then had to hike rates sharply, which pushed some of that excess demand back to other carriers.” Protecting the core Sheth said most carriers prioritize protecting their “core customers.” He estimates roughly 20% of their top shippers provide 80% of the volume on certain trades, leaving only about 20% of capacity for spot business. “The rates don’t change much for [large-volume shippers] throughout the year once they file a contract,” he said. “This 20% buffer gives carriers some control over volume even in volatile rate environments. While rate-driven cargo shifts do happen, the big volume blocks are often locked in.” Forwarders told the Journal of Commerce that anywhere from 65% to 80% of India export volume to the US moves on contract rates, depending on the state of the market. Shippers understand these dynamics, especially as they relate to which carriers have operational control of sailings and which rely on partners to provide them allocations — which can impact service levels. When a carrier has persistently low rates and a small allocation on sailings operated by service partners, it can be seen to be the less attractive option, since the likelihood of being rolled increases on heavy demand weeks. Exporters understandably want to avoid being shunted into “roll pools,” where they must wait for a sailing that can accomodate them. Aside from service levels, the structure of the market from a sales perspective also hurts Indian exporters’ bottom lines, the forwarders said. Container lines have struck an upbeat tone about India’s long-term trade potential, pouring additional capacity into the westbound trade lane connecting the US East Coast, with as many as six weekly calls out of Nhava Sheva and Mundra, in the normal course of events, using large-size tonnage. But in recent weeks, the slowing pace of India–US volume growth, along with the larger larger vessels now serving India–US trades, has put additional pressure on carrier sales teams to fill those ships. Most carriers don’t have the ability to do that, so they rely on a network of selling agents — essentially subcontractors — to fill the ships, an environment that adds pure cost to exporters if all they are doing is securing ocean capacity, Singh said. “What this translates into is the original carrier-direct rate sometimes has one, two and even three layers of margin on it, which means higher costs for the exporter,” he said. Sheth agreed. “The India–US trades do see large ships that are challenging to fill from a single operator’s sales network,” which leads to “layered selling,” he said. Those layers include business won by sales teams at the carrier itself, its master agent, a secondary agent and that secondary agent’s sub-agent. “This can add multiple margins on top of the base rate,” he said. “That definitely inflates the costs for exporters, especially when supply is tight.” Other trades dictate networks But Sheth said “it’s not always purely a supply-side problem,” adding that vessel deployment across a carrier or alliance’s network is tied directly to cargo demand. For example, a rush of trans-Pacific bookings prior to the planned imposition of steep US tariffs on Chinese goods on July 9, prompted carriers to reposition some of the larger ships that had been serving India trades to China–US services. “At that time, India’s own export demand was gearing up for post-July shipments, as tariffs here weren’t initially as steep, so carriers suddenly had to move India–US cargo on smaller vessels, pushing rates up sharply for US and Latin America,” he explained. “When the tariff news shifted again, demand deflated and the market started to stabilize toward a more balanced supply–demand equation.” Again, this dynamic is far from uniform or universal. When capacity is tight, it can inflate costs for exporters beyond what a base rate increase might suggest. But when capacity is plentiful, it’s not uncommon to see forwarders — even multiple layers deep in that subcontracting chain — offer rates lower than what carriers sold to the forwarders in the first place. The larger ships are also scooping up cargo from transshipment hubs, meaning they are impacted by demand from other markets, like those in the Middle East or Pakistan, depending on the carrier’s transshipment locale of choice. At the same time, the market is still coming to terms with what higher tariffs on US imports might mean. While many importers will keep shipping even at higher levels, the tariffs will make some industries unviable, a forwarder that asked not to be identified told the Journal of Commerce. India’s automotive sector, for instance, is already supplying to plants in Mexico, but it’s unclear how country-of-origin determinations — which the Trump administration has referred to as “transshipment rules” — will impact that model if tariffs on India remain elevated. Indian seafood could also be priced out of the US market if tariffs on India stay higher than 10%, the forwarder said. “Rate chasing, vessel size and layered selling all play a role, but they’re often symptoms of a much more dynamic set of factors: import–export imbalances, tariff-driven demand swings, alliance vessel deployments and carriers’ own customer protection strategies,” Sheth said. Contact Eric Johnson at eric.johnson@spglobal.com .

Forwarding

Asia-Europe

Trans-Pacific

Container lines

Exporter rate ‘shopping’ exacerbating uneven India ocean service

<div class="phx-topic abstract-wrapper">Two carriers have taken advantage of favorable market fundamentals that pair a rapidly aging fleet and a low order book. </div>

Two carriers have taken advantage of favorable market fundamentals that pair a rapidly aging fleet and a low order book.

<div class="phx-topic">Strong project cargo demand has led European multipurpose vessel operators JSI and Norden to expand their fleets, collectively adding 12 ships. JSI, formed by Jumbo Maritime, SAL Heavy Lift and Intermarine, is taking delivery of six 500-metric-ton capacity vessels from Germany’s Jüngerhans shipping group that were previously operated by BBC Chartering. Dubbed “mini-monsters” by JSI, the “compact, highly versatile, and exceptionally powerful” ships were originally built for Intermarine between 2006 and 2008 before being sold, the carrier said. The acquisitions were due to a combination of “strategic intent and opportunity” given the growth in the industrial project cargo sector, a JSI spokesperson told the Journal of Commerce. “We’re seeing growing demand from sectors such as traditional energy, public infrastructure, and industrial projects — particularly in emerging regions like Latin America, Southeast Asia, and Africa. These cargoes are becoming increasingly relevant, both in terms of volume and value, and play a key role in maintaining healthy utilization across the fleet,” the spokesperson told the Journal of Commerce. While the offshore wind sector “remains an important driver, especially for higher lifting capacities, the project cargo market is becoming more balanced,” the spokesperson added. <h3>Suited to complex cargoes </h3>The spokesperson said the “vessels are very well suited to future projects.” Demand in the 500-ton segment is sustained and upward, especially for non-wind power cargoes that do not require the more complex capabilities of larger vessels, the spokesperson said. “The fact that they were originally built for Intermarine gave us complete confidence in their performance and operating profile.” “Given the current shortage in the heavy-lift MPV segment — particularly for well-maintained 500-[metric-ton] class vessels — this was a rare and favorable opportunity that we did not want to miss,” the spokesperson added. The ships, equipped with two 250-metric-ton cranes, have a specialized design that enables them to handle particularly heavy, oversized, and sensitive project cargo — especially in ports with limited draught or insufficient infrastructure, JSI said. Five of the ships will be owned by JSI, while the sixth, Industrial Diamond, is on long-term charter to JSI. JSI took delivery of the first ship, Industrial Dolphin, previously BBC Dolphin, last month. The other vessels, Industrial Destiny, Industrial Dart, Industrial Dawn and Industrial Dream, will arrive by October. The ships will boost the JSI fleet to about 60 ships. Separately, Copenhagen, Denmark-headquartered Norden has added six MPVs to its fleet initially on vessel leases but with purchase options that can be exercised later. They comprise four newbuildings for delivery in 2027 and 2028 and two secondhand ships that were already on charter to Norden. The new lease and purchase option deals are in addition to those agreed in January and May for four 17,500-deadweight-metric-ton multipurpose vessels for delivery at the end of 2026 and in 2027, respectively.  “These new leases highlight our continued focus on strengthening our position and building a core fleet to service our customers in the multipurpose segment, which benefits from favorable supply fundamentals with a rapidly ageing fleet and low order book, coupled with a strong projected demand outlook,” Norden said in a statement. Contact Keith Wallis at <a href="mailto:keithwallis@hotmail.com">keithwallis@hotmail.com</a>. </div>

Strong project cargo demand has led European multipurpose vessel operators JSI and Norden to expand their fleets, collectively adding 12 ships. JSI, formed by Jumbo Maritime, SAL Heavy Lift and Intermarine, is taking delivery of six 500-metric-ton capacity vessels from Germany’s Jüngerhans shipping group that were previously operated by BBC Chartering. Dubbed “mini-monsters” by JSI, the “compact, highly versatile, and exceptionally powerful” ships were originally built for Intermarine between 2006 and 2008 before being sold, the carrier said. The acquisitions were due to a combination of “strategic intent and opportunity” given the growth in the industrial project cargo sector, a JSI spokesperson told the Journal of Commerce. “We’re seeing growing demand from sectors such as traditional energy, public infrastructure, and industrial projects — particularly in emerging regions like Latin America, Southeast Asia, and Africa. These cargoes are becoming increasingly relevant, both in terms of volume and value, and play a key role in maintaining healthy utilization across the fleet,” the spokesperson told the Journal of Commerce. While the offshore wind sector “remains an important driver, especially for higher lifting capacities, the project cargo market is becoming more balanced,” the spokesperson added. Suited to complex cargoes The spokesperson said the “vessels are very well suited to future projects.” Demand in the 500-ton segment is sustained and upward, especially for non-wind power cargoes that do not require the more complex capabilities of larger vessels, the spokesperson said. “The fact that they were originally built for Intermarine gave us complete confidence in their performance and operating profile.” “Given the current shortage in the heavy-lift MPV segment — particularly for well-maintained 500-[metric-ton] class vessels — this was a rare and favorable opportunity that we did not want to miss,” the spokesperson added. The ships, equipped with two 250-metric-ton cranes, have a specialized design that enables them to handle particularly heavy, oversized, and sensitive project cargo — especially in ports with limited draught or insufficient infrastructure, JSI said. Five of the ships will be owned by JSI, while the sixth, Industrial Diamond, is on long-term charter to JSI. JSI took delivery of the first ship, Industrial Dolphin, previously BBC Dolphin, last month. The other vessels, Industrial Destiny, Industrial Dart, Industrial Dawn and Industrial Dream, will arrive by October. The ships will boost the JSI fleet to about 60 ships. Separately, Copenhagen, Denmark-headquartered Norden has added six MPVs to its fleet initially on vessel leases but with purchase options that can be exercised later. They comprise four newbuildings for delivery in 2027 and 2028 and two secondhand ships that were already on charter to Norden. The new lease and purchase option deals are in addition to those agreed in January and May for four 17,500-deadweight-metric-ton multipurpose vessels for delivery at the end of 2026 and in 2027, respectively.  “These new leases highlight our continued focus on strengthening our position and building a core fleet to service our customers in the multipurpose segment, which benefits from favorable supply fundamentals with a rapidly ageing fleet and low order book, coupled with a strong projected demand outlook,” Norden said in a statement. Contact Keith Wallis at keithwallis@hotmail.com .

Breakbulk News

Project cargo

Strong project cargo demand spurs MPV fleet expansion

<div class="phx-topic abstract-wrapper">Import volumes for September through December are expected to come in each month about 20% under the comparable 2024 levels, according to the latest Global Port Tracker, with tariff-linked frontloading one of the primary reasons.</div>

Import volumes for September through December are expected to come in each month about 20% under the comparable 2024 levels, according to the latest Global Port Tracker, with tariff-linked frontloading one of the primary reasons.

<div class="phx-topic">US imports for the last four months of 2025 will show sharp year-over-year declines due to a combination of the frontloading that took place at the end of 2024 amid longshore labor concerns and this year’s early peak season driven by tariff deadlines, US retailers said Friday. The latest Global Port Tracker (GPT) from the National Retail Federation (NRF) and Hackett Associates made just minimal upgrades to import forecasts for September, October and November from projections made in July. Still, the NRF expects significant year-over-year reductions overall, with import volumes for September through December forecast to come in each month about 20% under the comparable 2024 levels <a href="https://www.joc.com/article/ila-usmx-reach-tentative-deal-that-avoids-another-port-strike-5919519">when shippers were working to move cargo ahead of a strike threat at East and Gulf coast ports.</a><div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="3f082f38-731c-4471-b484-2aa37e8ab119"></dynamic-object></div>The GPT’s updated forecast for September calls for 1.83 million TEUs in US imports, down 19.4% compared with 2.27 million TEUs in 2024. October is slated for 1.82 million TEUs, down 18.7% from the year-ago period, while November (1.71 million TEUs) and December (1.72 million TEUs) are projected to be down 20.8% and 19.2%, respectively, from 2024 levels. November’s forecast calls for the lowest month for US imports since April 2023. <h3>Tariff pressure </h3>Tariff-linked frontloading is also a significant factor in the severe year-over-year declines in imports. “Friends, allies and foes are all being hit by distortions in trade flows as importers try to second-guess tariff levels by pulling forward imports before the tariffs take effect,” Hackett Associates founder Ben Hackett said. “This, in turn, will certainly lead to a downturn in trade volumes by late September because inventories for the holiday season will already be in hand.” The latest GPT increased August import expectations to 2.2 million TEUs, up 5.8% from the 2.08 million TEUs forecast in July. Meanwhile, June’s actual volume of 1.96 million TEUs was almost 5% less than projected in the prior GPT. Imports for the first half of the year were up 3.6% compared with 2024 at 12.53 million TEUs — likely driven by tariff frontloading. The NRF forecasts US imports for all of 2025 will slide to 24.1 million TEUs, down 5.6% from 25.5 million TEUs last year. “While this forecast is preliminary, it shows the impact the tariffs and the [Trump] administration’s trade policy are having on the supply chain,” said Jonathan Gold, NRF’s vice president for supply chain and customs policy. “Tariffs are beginning to drive up consumer prices, and fewer imports will eventually mean fewer goods on store shelves.” The GPT is published monthly using import data collected from 13 ports on the US East, West and Gulf coasts. Contact Laura Robb at <a href="mailto:Laura.Robb@spglobal.com">laura.robb@spglobal.com</a>.  </div>

US imports for the last four months of 2025 will show sharp year-over-year declines due to a combination of the frontloading that took place at the end of 2024 amid longshore labor concerns and this year’s early peak season driven by tariff deadlines, US retailers said Friday. The latest Global Port Tracker (GPT) from the National Retail Federation (NRF) and Hackett Associates made just minimal upgrades to import forecasts for September, October and November from projections made in July. Still, the NRF expects significant year-over-year reductions overall, with import volumes for September through December forecast to come in each month about 20% under the comparable 2024 levels when shippers were working to move cargo ahead of a strike threat at East and Gulf coast ports. The GPT’s updated forecast for September calls for 1.83 million TEUs in US imports, down 19.4% compared with 2.27 million TEUs in 2024. October is slated for 1.82 million TEUs, down 18.7% from the year-ago period, while November (1.71 million TEUs) and December (1.72 million TEUs) are projected to be down 20.8% and 19.2%, respectively, from 2024 levels. November’s forecast calls for the lowest month for US imports since April 2023. Tariff pressure Tariff-linked frontloading is also a significant factor in the severe year-over-year declines in imports. “Friends, allies and foes are all being hit by distortions in trade flows as importers try to second-guess tariff levels by pulling forward imports before the tariffs take effect,” Hackett Associates founder Ben Hackett said. “This, in turn, will certainly lead to a downturn in trade volumes by late September because inventories for the holiday season will already be in hand.” The latest GPT increased August import expectations to 2.2 million TEUs, up 5.8% from the 2.08 million TEUs forecast in July. Meanwhile, June’s actual volume of 1.96 million TEUs was almost 5% less than projected in the prior GPT. Imports for the first half of the year were up 3.6% compared with 2024 at 12.53 million TEUs — likely driven by tariff frontloading. The NRF forecasts US imports for all of 2025 will slide to 24.1 million TEUs, down 5.6% from 25.5 million TEUs last year. “While this forecast is preliminary, it shows the impact the tariffs and the [Trump] administration’s trade policy are having on the supply chain,” said Jonathan Gold, NRF’s vice president for supply chain and customs policy. “Tariffs are beginning to drive up consumer prices, and fewer imports will eventually mean fewer goods on store shelves.” The GPT is published monthly using import data collected from 13 ports on the US East, West and Gulf coasts. Contact Laura Robb at laura.robb@spglobal.com . 

Container Shipping News

Trans-Atlantic

North American ports

US retailers project big year-over-year import declines to close out 2025

<div class="phx-topic abstract-wrapper">The Chinese-Polish carrier won the rate-linked relief after US regulators had expressed initial concerns this spring about the Chinese government’s supposed control over the company. </div>

The Chinese-Polish carrier won the rate-linked relief after US regulators had expressed initial concerns this spring about the Chinese government’s supposed control over the company.

<div class="phx-topic">Chinese-Polish multipurpose vessel (MPV) operator Chipolbrok has received a three-year exemption to the so-called controlled-carrier requirement from US federal maritime regulators, allowing it to change tariff rates immediately rather than wait 30 days. Chipolbrok successfully sought the exemption after being <a href="https://www.joc.com/article/fmc-to-scrutinize-chipolbrok-citing-chinese-government-control-5987599">placed on the controlled carrier list by the Federal Maritime Commission (FMC) in April</a>, arguing that having to wait 30 days before changing tariff rates would prevent it from being competitive while harming US shippers — exporters, in particular. “While most cargo moves pursuant to service contracts, as a breakbulk, bulk, and project cargo carrier, Chipolbrok’s shipments move primarily by either tariff rates or charter-party arrangements,” the MPV carrier said in its petition to the FMC for an exemption, which was granted Thursday. Typically, controlled carriers are subject to increased scrutiny to ensure government-subsidized shipping companies don’t undercut competitors to gain access to the US market or disrupt trade. Still, the FMC found that the exemption for Chipolbrok will “neither substantially reduce competition nor be detrimental to commerce.” The exemption comes after a public comment period in May that was largely supportive of Chipolbrok, with seven comments in support of the MPV operator and four comments in opposition. Chipolbrok’s initial designation as a controlled carrier came after the FMC determined the Chinese government had more control of the company than its Polish counterpart, pointing to a headquarters in China and the fact there are more subsidiary units and executives in the Chinese part of the company. The FMC also noted that Chinese-owned carrier Cosco Shipping Group provides funding and other support to Chipolbrok. Cosco Shipping Lines, a subsidiary of COSCO Shipping Group, is on the FMC’s controlled carrier list, along with its Hong Kong-based subsidiary OOCL and South Korea-based HMM. Chipolbrok has an owned fleet of 32 multipurpose vessels ranging in size up to 62,000 deadweight tons (dwt) that operate semi-liner and tramp services; it also has four 38,000-dwt ships on order for delivery starting next year. In the US, the company operates through Houston-based Chipolbrok Americas, formed in 2004. Recent shipments by Chipolbrok have included components for LNG facilities along the Gulf of Mexico. Chipolbrok representatives in the US were not immediately available for comment. Contact Laura Robb at <a href="mailto:Laura.Robb@spglobal.com">laura.robb@spglobal.com</a>.  </div>

Chinese-Polish multipurpose vessel (MPV) operator Chipolbrok has received a three-year exemption to the so-called controlled-carrier requirement from US federal maritime regulators, allowing it to change tariff rates immediately rather than wait 30 days. Chipolbrok successfully sought the exemption after being placed on the controlled carrier list by the Federal Maritime Commission (FMC) in April , arguing that having to wait 30 days before changing tariff rates would prevent it from being competitive while harming US shippers — exporters, in particular. “While most cargo moves pursuant to service contracts, as a breakbulk, bulk, and project cargo carrier, Chipolbrok’s shipments move primarily by either tariff rates or charter-party arrangements,” the MPV carrier said in its petition to the FMC for an exemption, which was granted Thursday. Typically, controlled carriers are subject to increased scrutiny to ensure government-subsidized shipping companies don’t undercut competitors to gain access to the US market or disrupt trade. Still, the FMC found that the exemption for Chipolbrok will “neither substantially reduce competition nor be detrimental to commerce.” The exemption comes after a public comment period in May that was largely supportive of Chipolbrok, with seven comments in support of the MPV operator and four comments in opposition. Chipolbrok’s initial designation as a controlled carrier came after the FMC determined the Chinese government had more control of the company than its Polish counterpart, pointing to a headquarters in China and the fact there are more subsidiary units and executives in the Chinese part of the company. The FMC also noted that Chinese-owned carrier Cosco Shipping Group provides funding and other support to Chipolbrok. Cosco Shipping Lines, a subsidiary of COSCO Shipping Group, is on the FMC’s controlled carrier list, along with its Hong Kong-based subsidiary OOCL and South Korea-based HMM. Chipolbrok has an owned fleet of 32 multipurpose vessels ranging in size up to 62,000 deadweight tons (dwt) that operate semi-liner and tramp services; it also has four 38,000-dwt ships on order for delivery starting next year. In the US, the company operates through Houston-based Chipolbrok Americas, formed in 2004. Recent shipments by Chipolbrok have included components for LNG facilities along the Gulf of Mexico. Chipolbrok representatives in the US were not immediately available for comment. Contact Laura Robb at laura.robb@spglobal.com . 

FMC grants ‘controlled-carrier’ exemption to MPV operator Chipolbrok

<div class="phx-topic abstract-wrapper">Following a July volume surge as US importers built inventory ahead of the sweeping US tariff rollout on Aug. 7, freighter airlines must now right-size capacity to match new demand levels. </div>

Following a July volume surge as US importers built inventory ahead of the sweeping US tariff rollout on Aug. 7, freighter airlines must now right-size capacity to match new demand levels.

<div class="phx-topic">The chaotic trans-Pacific trading environment is testing the ability of air cargo airlines to quickly shift capacity between trade corridors in support of rapid changes in Asian export volume. Following a volume surge in July as US importers built up inventory ahead of the sweeping rollout of tariffs on US trading partners Aug. 7, freighter airlines now face the challenge of right-sizing capacity to match new demand levels. C.H. Robinson wrote in a market update this week that international air freight markets were experiencing widespread capacity rationalization. “The fundamental challenge has been one of timing: With new demand in July, carriers increased capacity, but importers completed inventory building earlier than expected, leaving airlines with excess capacity they must now remove to maintain profitability,” the forwarder noted. C.H. Robinson said Asian carriers were particularly affected as the traditional peak season for electronics and consumer goods shipments to US and European markets has been disrupted by the frontloading cycle, forcing airlines to reassess capacity allocation across their networks. “Airlines had reduced flights and reallocated aircraft, expecting lower cargo demand after July 9 when higher US reciprocal tariffs were originally scheduled to take effect,” the forwarder wrote. “But when trade deal deadlines for most countries were pushed to Aug. 1 and China received a separate extension to Aug. [14] for negotiations, carriers found themselves with mismatched capacity,” it added. Contrary to the usual seasonal summer lull, July saw an unexpected 5% increase in global air cargo volume following a modest 1% gain in June, according to rate benchmarking platform Xeneta. The boost appeared to be driven in part by tariff-related frontloading, mode shift and persistent uncertainty, prompting businesses to expedite shipments, noted Niall van der Wouw, chief air freight analyst at Xeneta. The robust rise in volume helped lift the dynamic load factor, which Xeneta data shows has returned to last year’s 58% level. <h3>‘Piggybacking on the chaos’ </h3>“Air cargo is piggybacking on the chaos being caused by tariffs,” van der Wouw said in a market update this week. “While the growth in July will come as a pleasant surprise to many, this growth is not a consequence of increased trade. It is a sign of the creative ways companies are trying to circumvent the higher costs of tariffs.” Despite the increase in demand, air freight rates along the trans-Pacific corridor weakened markedly in July. Xeneta data shows spot rates from Southeast Asia to North America declined 16% year over year to $4.87 per kilogram as earlier capacity constraints eased. Rates from Northeast Asia to North America remained relatively flat at $4.81/kg, buoyed by robust demand out of Taiwan where spot rates climbed 9% year over year to $6.85/kg amid a surging appetite for AI and semiconductors. Rates out of China, however, told a different story. Spot rates to the US declined 11% to $4.26/kg, weighed down by the US elimination of duty-free access for low-value imports from China and Hong Kong, heightened tariffs and market uncertainty. Still, e-commerce continues to be one of the main drivers of global demand for air cargo, despite the US de minimis ban. For context, e-commerce shipments accounted for more than 50% of trans-Pacific air freight shipments last year. Cathay Pacific CEO and executive director Lam Siu Por told analysts during the carrier’s first-half earnings call this week that more than half of the shipments handled in the world’s busiest air cargo hub of Hong Kong during the first months of the year were believed to be e-commerce. “It’s very hard to tell which shipment is e-commerce or which one is traditional cargo, but e-commerce definitely makes up a good proportion of our export out of Hong Kong nowadays,” Lam said. “Some people say it’s probably close to half, if not more.” Data from air freight analyst Rotate shows China’s e-commerce exports to the US fell 44% in July year over year, even as e-commerce exports to all other countries recorded robust growth of nearly 50%. Xeneta data for June shows China-to-Europe e-commerce volumes rose 90% year over year, supported by a shift in capacity from the tariff-hit trans-Pacific trade lane. <h3>De minimis ban extended to all US trading partners </h3>The current challenge for air cargo operators is to assess the impact of President Donald Trump’s executive order last week extending the US’ de minimis ban to all its trading partners from Aug. 29. Under the “De Minimis Executive Order,” all goods that are shipped through the international postal network are subject to a tariff equal to the effective reciprocal tariff rate applicable to the country of origin of the product: a flat rate of $80 per item for countries with an effective reciprocal tariff rate of less than 16%, $160 per item for countries with a tariff rate between 16% and 25%, or $200 per item for countries with a tariff rate above 25%. “The latest executive order that extends the suspension of de minimis exemptions to affect all points of origin will add complexity to international trade in e-commerce, which typically would fall below the previously established $800 limit,” Glyn Hughes, director-general of The International Air Cargo Association, told the Journal of Commerce. Hughes said market calculations assessed that more than 1.2 billion shipments fell under the US’ de minimis limit during 2024. He added that the operational implementation of duties to all low-value shipments previously exempted would add additional cost and complexity. “We can expect demand to suffer, and markets will continue to shift,” Hughes said. Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

The chaotic trans-Pacific trading environment is testing the ability of air cargo airlines to quickly shift capacity between trade corridors in support of rapid changes in Asian export volume. Following a volume surge in July as US importers built up inventory ahead of the sweeping rollout of tariffs on US trading partners Aug. 7, freighter airlines now face the challenge of right-sizing capacity to match new demand levels. C.H. Robinson wrote in a market update this week that international air freight markets were experiencing widespread capacity rationalization. “The fundamental challenge has been one of timing: With new demand in July, carriers increased capacity, but importers completed inventory building earlier than expected, leaving airlines with excess capacity they must now remove to maintain profitability,” the forwarder noted. C.H. Robinson said Asian carriers were particularly affected as the traditional peak season for electronics and consumer goods shipments to US and European markets has been disrupted by the frontloading cycle, forcing airlines to reassess capacity allocation across their networks. “Airlines had reduced flights and reallocated aircraft, expecting lower cargo demand after July 9 when higher US reciprocal tariffs were originally scheduled to take effect,” the forwarder wrote. “But when trade deal deadlines for most countries were pushed to Aug. 1 and China received a separate extension to Aug. [14] for negotiations, carriers found themselves with mismatched capacity,” it added. Contrary to the usual seasonal summer lull, July saw an unexpected 5% increase in global air cargo volume following a modest 1% gain in June, according to rate benchmarking platform Xeneta. The boost appeared to be driven in part by tariff-related frontloading, mode shift and persistent uncertainty, prompting businesses to expedite shipments, noted Niall van der Wouw, chief air freight analyst at Xeneta. The robust rise in volume helped lift the dynamic load factor, which Xeneta data shows has returned to last year’s 58% level. ‘Piggybacking on the chaos’ “Air cargo is piggybacking on the chaos being caused by tariffs,” van der Wouw said in a market update this week. “While the growth in July will come as a pleasant surprise to many, this growth is not a consequence of increased trade. It is a sign of the creative ways companies are trying to circumvent the higher costs of tariffs.” Despite the increase in demand, air freight rates along the trans-Pacific corridor weakened markedly in July. Xeneta data shows spot rates from Southeast Asia to North America declined 16% year over year to $4.87 per kilogram as earlier capacity constraints eased. Rates from Northeast Asia to North America remained relatively flat at $4.81/kg, buoyed by robust demand out of Taiwan where spot rates climbed 9% year over year to $6.85/kg amid a surging appetite for AI and semiconductors. Rates out of China, however, told a different story. Spot rates to the US declined 11% to $4.26/kg, weighed down by the US elimination of duty-free access for low-value imports from China and Hong Kong, heightened tariffs and market uncertainty. Still, e-commerce continues to be one of the main drivers of global demand for air cargo, despite the US de minimis ban. For context, e-commerce shipments accounted for more than 50% of trans-Pacific air freight shipments last year. Cathay Pacific CEO and executive director Lam Siu Por told analysts during the carrier’s first-half earnings call this week that more than half of the shipments handled in the world’s busiest air cargo hub of Hong Kong during the first months of the year were believed to be e-commerce. “It’s very hard to tell which shipment is e-commerce or which one is traditional cargo, but e-commerce definitely makes up a good proportion of our export out of Hong Kong nowadays,” Lam said. “Some people say it’s probably close to half, if not more.” Data from air freight analyst Rotate shows China’s e-commerce exports to the US fell 44% in July year over year, even as e-commerce exports to all other countries recorded robust growth of nearly 50%. Xeneta data for June shows China-to-Europe e-commerce volumes rose 90% year over year, supported by a shift in capacity from the tariff-hit trans-Pacific trade lane. De minimis ban extended to all US trading partners The current challenge for air cargo operators is to assess the impact of President Donald Trump’s executive order last week extending the US’ de minimis ban to all its trading partners from Aug. 29. Under the “De Minimis Executive Order,” all goods that are shipped through the international postal network are subject to a tariff equal to the effective reciprocal tariff rate applicable to the country of origin of the product: a flat rate of $80 per item for countries with an effective reciprocal tariff rate of less than 16%, $160 per item for countries with a tariff rate between 16% and 25%, or $200 per item for countries with a tariff rate above 25%. “The latest executive order that extends the suspension of de minimis exemptions to affect all points of origin will add complexity to international trade in e-commerce, which typically would fall below the previously established $800 limit,” Glyn Hughes, director-general of The International Air Cargo Association, told the Journal of Commerce. Hughes said market calculations assessed that more than 1.2 billion shipments fell under the US’ de minimis limit during 2024. He added that the operational implementation of duties to all low-value shipments previously exempted would add additional cost and complexity. “We can expect demand to suffer, and markets will continue to shift,” Hughes said. Contact Greg Knowler at greg.knowler@spglobal.com .

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At SSA Marine Mexico, we firmly believe that business development must go hand in hand with social and environmental well-being. Our vision is not solely focused on operating efficiently, but also on creating a meaningful and positive impact in the communities where we are present. Since 1995, we have reaffirmed this commitment through tangible actions that reflect our core values of responsibility, solidarity, and sustainability. <span class="joc_admin__inline-image joc_admin__inline-image-aspect-ratio-3_2 joc_admin__inline-image-position-left joc_admin__inline-image-size-medium" data-figure-size="medium" data-figure-position="left" data-figure-aspect-ratio="3:2"><img src="/content-assets/1752584535914_Photo%201.jpg" alt="" class="joc_admin__inline-image-inherit"> A Year of Major Achievements Over the past year, we allocated more than $107,000 USD to the implementation of 60 social and environmental projects, positively impacting over 7,800 people across various regions of Mexico. Each initiative was designed with a holistic approach, addressing key areas that contribute to long-term community development. Education: Laying the Foundation for the Future Education is one of the most powerful tools to promote social mobility and equitable development. At SSA Marine Mexico, we support academic initiatives that inspire and empower the next generation of leaders. One of our most impactful partnerships was with the University of Colima, where we sponsored the “Reto Camp” program. This initiative encourages university students to develop innovative solutions in the fields of sustainability, logistics, and port operations, offering them mentorship, tools, and real-world challenges to solve. In addition, we donated microscopes, school supplies, and educational materials to institutions in underserved communities, helping to improve the learning environment and provide students with the resources they need to succeed. Health and Sports: Promoting Wellness We believe that healthy communities are strong communities. We have supported several local sporting events and provided direct assistance to talented athletes, enabling them to pursue their passions and represent their regions with pride. Beyond sports, we also strengthened our collaboration with critical emergency response organizations such as the Mexican Red Cross and Civil Protection. Our contributions helped enhance their readiness and capabilities in times of crisis, ensuring better outcomes for those affected by emergencies. Supporting Vulnerable Groups: Reaching Those Who Need It Most A core part of our social responsibility efforts is directed toward supporting vulnerable populations. We have contributed to a range of initiatives focused on children, migrants, and at-risk families. These efforts included donations to orphanages and shelters, as well as support for the National Institute of Migration and grassroots organizations dedicated to protecting and empowering people facing adversity. By standing with those in need, we reinforce our commitment to inclusion and social justice, values that are central to our identity as a responsible company. <span class="joc_admin__inline-image joc_admin__inline-image-aspect-ratio-3_2 joc_admin__inline-image-position-left joc_admin__inline-image-size-medium" data-figure-size="medium" data-figure-position="left" data-figure-aspect-ratio="3:2"><img src="/content-assets/1752584944645_Photo%202.png" alt="" class="joc_admin__inline-image-inherit">Culture: Strengthening Community Identity Cultural identity is a key element in building resilient and united communities. At SSA Marine Mexico, we actively participate in the organization and sponsorship of cultural events that celebrate local traditions and foster civic pride. Working alongside port authorities and municipal governments, we helped bring music, art, and heritage to the forefront, creating spaces for community engagement and intercultural dialogue. Environment: Investing in the Planet Our commitment to sustainability goes beyond operations—it’s a philosophy that drives every decision we make. We have partnered with environmental institutions to carry out reforestation campaigns, beach cleanups, and conservation efforts. In collaboration with the Institute for the Environment, we supported initiatives aimed at decarbonization, biodiversity protection, and environmental education. By involving our employees and local volunteers in these actions, we also foster a culture of environmental stewardship throughout our organization and our surrounding communities. Innovation for a Sustainable Future Sustainability is not just about doing good—it’s also about doing things better. In 2024, we invested $22 million USD in the acquisition of 11 state-of-the-art E-RTG cranes. These electric rubber-tired gantry cranes represent a significant technological advancement in port equipment. Seven of them are already operating on clean electric energy, resulting in a reduction of nearly 4,000 tons of CO₂ emissions and improving operational efficiency by 7%. The remaining four cranes are fully compatible with future electrification, underscoring our long-term strategy to modernize our operations in an environmentally responsible way. This investment is part of a broader innovation roadmap that includes digitalization, automation, and cleaner energy sources—all designed to ensure that our ports continue to grow without compromising the health of our planet. Building a Better Tomorrow, Together At SSA Marine Mexico, we understand that sustainability is a shared and ongoing responsibility. True impact requires collaboration across sectors, long-term vision, and unwavering commitment. That is why we continue to work hand-in-hand with local authorities, non-profit organizations, universities, and our own employees to create solutions that are both scalable and sustainable. Our journey is far from over. In the years ahead, we will continue to deepen our community engagement, explore cleaner technologies, and strengthen the social fabric of the regions where we operate. Each initiative, no matter the size, is a step toward building a future where business success goes hand-in-hand with human and environmental prosperity. We are proud of what we have achieved in 2024, but we are even more excited about what lies ahead. SSA Marine Mexico — Moving the World, Caring for People and Planet. LINK: https://www.ssamarine.mx/

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