<div class="phx-topic abstract-wrapper">Buzz Billik shops in fish markets around the world. Smoked fish, says the vice president of </div>

Buzz Billik shops in fish markets around the world. Smoked fish, says the vice president of

<div>Buzz Billik shops in fish markets around the world.Smoked fish, says the vice president of Marshall Smoked Fish Co. of Brooklyn, N.Y., has finally gone upstream.And what was once a quiet remnant of thriving turn-of-the-century family smokehouses, is now a bustling little industry that delivers for brunches, cocktails and dinners in the nation's major cities and resorts.This has led us to introduce new products. For example, we now have a three-ounce, vacuum-packed clear plastic package of sliced smoked salmon. It's ready to eat - for appetizer, hors d'oeuvres, breakfast or sandwich," he says.Among the company's newest products is a salmon...

Buzz Billik shops in fish markets around the world. Smoked fish, says the vice president of Marshall Smoked Fish Co. of Brooklyn, N.Y., has finally gone upstream.And what was once a quiet remnant of thriving turn-of-the-century family smokehouses, is now a bustling little industry that delivers for brunches, cocktails and dinners in the nation's major cities and resorts. This has led us to introduce new products. For example, we now have a three-ounce, vacuum-packed clear plastic package of sliced smoked salmon. It's ready to eat - for appetizer, hors d'oeuvres, breakfast or sandwich," he says. Among the company's newest products is a salmon spread for use in dips, appetizers, spreads, soups and chowders. In an industry where there were relatively few major processors five or six years ago, there are now as many as 100 in different parts of the company, most of them small. Marshall is located in Brooklyn's Greenpoint section, close to the docks and neighborhoods where smoked fish was once a part of the weekly shopping. The company was founded in 1904 and distributed mainly on the East Coast. Today, it is one of four smokehouses that survived the ravages of big business and changing neighborhoods. But Greenpoint is still the biggest (supplier of smoked salmon)," Mr. Billik says. Greenpoint handles almost 10 million pounds of salmon a year." Up to the 1950s, there were still 14 smokehouses left in the area. As the neighborhoods changed, and smoked fish was no longer part of the weekly grocery list, all but the largest of the smokehouses were closed or bought out. Marshall is now run by the Korchin family. It was bought by two brothers - one of them the father of company president Morty Korchin, who started out selling fish from a pushcart. Mr. Billik joined Marshall eight years ago, as part of the company's present drive to build a young management team that would institute new purchasing, marketing, distribution and administrative methods. By year end, Mr. Billik will have bought some 200,000 pounds of farm-grown salmon, mainly from Canada, Norway, Denmark's Faroe Islands and Britain's Shetland Islands, Scotland and Ireland. Each market has its own difficulties, he says. He refuses, for instance, to go to Argentina or Chile because of political turmoil in those countries. But he buys their whiting, trout and salmon. There's a strong interest among the Latin American exporters to export to us. They come to us. They do their own promoting and participate in all the seafood shows," he says. He grades his buying trips according to length of stay and negotiating difficulties. Norway is an annual trek, Canada is an excursion, but British Columbia is an experience. It's the longest and most difficult trip," he says. Mr. Billik spent a year commercially fishing lobster off Rhode Island with traditional traps. He chose the smoked fish business, he says over the ''button-down life of a Wall Street executive." A trip to Alaska seven years ago was so successful that it has evolved into an annual expedi tion that begins in Fairbanks and extends south through Vancouver, British Columbia, Seattle, Portland, Ore., and San Francisco - just to buy fish. Marshall does not buy abroad because U.S. products are poorer in quality or are more expensive, Mr. Billik says as he shows off rooms filled with tubs of giant 30-pound salmon. We can smoke better salmon than Norway or Scotland. But gourmet shops and supermarkets demand it, so we import it," he says. To satisfy market demands, the company also sells some products that are not smoked, such as surimi from Japan and pickled herring. Production methods differ from country to country. New Zealand, for example, is successful with salmon "farming," wherein the fish are raised in a controlled area. Oregon, on the other hand, uses the "ranching" method, in which fish instinctively return from the sea to their spawning grounds when mature. At Marshall, traditional methods prevail over modern technology. Fish are still smoked over fruitwood fires and by charcoal smoke pots in room-size brick ovens heated by gas jets. However, the company is experimenting with an automated oven that will lighten some of the workload on its master smokers. The company has a smaller plant in Johnston, R.I., and distribution centers in Boston and Philadelphia. It ships by air to distributors and institutional customers elsewhere in the United States. Imports of Smoked Fish Pounds U.S. dollars 1981 174,000 744,000 1982 352,000 2,386,000 1983 439,000 2,977,000 1984 725,000 4,759,000 1985 711,000 4,819,000 1986 782,000 5,120,000 Source: National Marine Fisheries Service, Washington. Buzz Billik's Market Buzz Billik, vice president, Marshall Smoked Fish Co., of Brooklyn, N.Y., does the shopping for the company's products. Here's where he goes and what he gets: * Canada - salmon, herring, sturgeon. * Norway - salmon, herring. * Iceland - herring. * Faroe Is. - salmon. * Shetlands - salmon. * United Kingdom - salmon. * Argentina - whiting. * Chile - trout, salmon. * Japan - trout. Mr. Billik says Japan's domestic consumption of trout has risen to such a level that the country can no longer supply overseas markets. * France - trout.

Maritime

GONE FISHIN' IN GLOBAL MARTS

<div class="phx-topic abstract-wrapper">With more ships expected to divert to the longer Cape of Good Hope route around southern Africa, shippers could find it more difficult to secure capacity for project cargoes. </div>

With more ships expected to divert to the longer Cape of Good Hope route around southern Africa, shippers could find it more difficult to secure capacity for project cargoes.

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<div class="phx-topic">Multipurpose vessel (MPV) availability could tighten globally in the near term due to a whole-fleet shift away from the Red Sea, just as breakbulk and project cargo demand ramps up. <a href="https://www.joc.com/article/new-houthi-attacks-likely-kill-hopes-of-shipping-returning-to-red-sea-this-year-6040923">Last week’s attacks</a> of the Liberian-flagged, Greek-owned Magic Sea and the Greek-operated, Liberia-flagged Eternity C by Houthis in the Red Sea is expected to prompt MPV operators that were still sailing through the Red Sea to re-evaluate the safety of the route. Kyriacos Panayides, CEO of MPV ship operator AAL Shipping, said that after the most recent attacks, more “non-western operators” are now considering the Cape of Good Hope route around southern Africa. “The Red Sea passage vessels on radar have reduced dramatically since last week, down to only...(about) 30 vessels per day,” he told the Journal of Commerce. Market experts said the ship diversions could artificially reduce the number of MPVs available for breakbulk and project cargo loads in the short term as the entire fleet shifts to the longer Cape route. It could also reduce the impact of the two-tier MPV market that has developed over the past two years, where operators not targeted by Houthis continued to sail via the Red Sea, offering cheaper freight rates than MPV operators sailing via the Cape. The longer sailing times for all shippers comes on the back of a surge of cargo activity in the second quarter, where shippers with held cargoes rushed to move orders before a reprieve for US tariffs expired, according to Ritesh Nair, head of projects at project cargo forwarder Rhenus Projects Logistics. The 90-day tariff reprieve for the majority of countries announced by the US was due to end on July 9. However, the Trump administration decided to delay its deadline for implementing reciprocal tariffs to Aug. 1. “We expect Q3/Q4 to be steady and then to pick up from Q2 2026,” Nair told the Journal of Commerce. “Vessel operators are hesitating taking vessels on time charter and cargo flows are shifting a bit, making the whole market super volatile and unsecure.” Nair added that it is “difficult to budget” in the current breakbulk and project cargo market. <h3>Misinformation, uncertainty are rife </h3>Nair also spoke of misinformation circling on risk mitigation strategies related to the US trade uncertainty. Giving the example of Free Trade Zones and bonded warehouses, he said that clients were confused about the benefits of each. “FTZs allow you to defer duties, but with bonded warehouses you can hedge against a future duty rate,” he said. “How willing is a customer or their finance team to hedge?” He added that space is drying up on bonded warehouses. In its July report, Toepfer Transport spoke of a “stagnation” in MPV charter rates, although acknowledged that the opportunity to achieve or outperform the index rate depends heavily on the trade region. On the demand side, Toepfer said some carriers have reported good utilization of tonnage, except in the trans-Atlantic trades. The Toepfer Multipurpose Index slipped 1% to $12,895 in June, although it is up 1.81% year-over-year. Toepfer’s TMI is based on expected average rates for six- to 12-month time charters for 12,500-deadweight-ton (dwt) “F-Type” vessels with safe working loads of 240-360 metric tons, as reported to Toepfer by owners and operators. Toepfer did concede that some of the positive sentiment in the charter market was related to fixtures of F500 types, mainly newbuildings which are still to be delivered. Drewry’s General Cargo Index also dropped slightly month-over-month in June, down 0.7% to 137, while its Project Cargo Transport Index slipped 0.5% to 169 over the same period. The base point for both indexes is 100 starting in January 2019, meaning that the calculations begin from that point onward. Contact Carly Fields at <a href="mailto:carly.fields@spglobal.com">carly.fields@spglobal.com</a>. </div>

Multipurpose vessel (MPV) availability could tighten globally in the near term due to a whole-fleet shift away from the Red Sea, just as breakbulk and project cargo demand ramps up. Last week’s attacks of the Liberian-flagged, Greek-owned Magic Sea and the Greek-operated, Liberia-flagged Eternity C by Houthis in the Red Sea is expected to prompt MPV operators that were still sailing through the Red Sea to re-evaluate the safety of the route. Kyriacos Panayides, CEO of MPV ship operator AAL Shipping, said that after the most recent attacks, more “non-western operators” are now considering the Cape of Good Hope route around southern Africa. “The Red Sea passage vessels on radar have reduced dramatically since last week, down to only...(about) 30 vessels per day,” he told the Journal of Commerce. Market experts said the ship diversions could artificially reduce the number of MPVs available for breakbulk and project cargo loads in the short term as the entire fleet shifts to the longer Cape route. It could also reduce the impact of the two-tier MPV market that has developed over the past two years, where operators not targeted by Houthis continued to sail via the Red Sea, offering cheaper freight rates than MPV operators sailing via the Cape. The longer sailing times for all shippers comes on the back of a surge of cargo activity in the second quarter, where shippers with held cargoes rushed to move orders before a reprieve for US tariffs expired, according to Ritesh Nair, head of projects at project cargo forwarder Rhenus Projects Logistics. The 90-day tariff reprieve for the majority of countries announced by the US was due to end on July 9. However, the Trump administration decided to delay its deadline for implementing reciprocal tariffs to Aug. 1. “We expect Q3/Q4 to be steady and then to pick up from Q2 2026,” Nair told the Journal of Commerce. “Vessel operators are hesitating taking vessels on time charter and cargo flows are shifting a bit, making the whole market super volatile and unsecure.” Nair added that it is “difficult to budget” in the current breakbulk and project cargo market. Misinformation, uncertainty are rife Nair also spoke of misinformation circling on risk mitigation strategies related to the US trade uncertainty. Giving the example of Free Trade Zones and bonded warehouses, he said that clients were confused about the benefits of each. “FTZs allow you to defer duties, but with bonded warehouses you can hedge against a future duty rate,” he said. “How willing is a customer or their finance team to hedge?” He added that space is drying up on bonded warehouses. In its July report, Toepfer Transport spoke of a “stagnation” in MPV charter rates, although acknowledged that the opportunity to achieve or outperform the index rate depends heavily on the trade region. On the demand side, Toepfer said some carriers have reported good utilization of tonnage, except in the trans-Atlantic trades. The Toepfer Multipurpose Index slipped 1% to $12,895 in June, although it is up 1.81% year-over-year. Toepfer’s TMI is based on expected average rates for six- to 12-month time charters for 12,500-deadweight-ton (dwt) “F-Type” vessels with safe working loads of 240-360 metric tons, as reported to Toepfer by owners and operators. Toepfer did concede that some of the positive sentiment in the charter market was related to fixtures of F500 types, mainly newbuildings which are still to be delivered. Drewry’s General Cargo Index also dropped slightly month-over-month in June, down 0.7% to 137, while its Project Cargo Transport Index slipped 0.5% to 169 over the same period. The base point for both indexes is 100 starting in January 2019, meaning that the calculations begin from that point onward. Contact Carly Fields at carly.fields@spglobal.com .

Breakbulk News

Asia-Europe

Project cargo

MPV availability likely to tighten in aftermath of latest Houthi attacks

<div class="phx-topic abstract-wrapper">The European automotive industry has been hammered by Washington’s import tariffs that are imposing a significant financial burden on the continent’s carmakers. </div>

The European automotive industry has been hammered by Washington’s import tariffs that are imposing a significant financial burden on the continent’s carmakers.

<div class="phx-topic">The financial cost of US tariffs on the European automotive industry has been illustrated by Volvo Group, which was forced to take a $1.2 billion impairment charge in the second quarter as tariffs undermined profitability. With President Donald Trump’s threat at the weekend to impose 30% tariffs on all European Union imports from Aug. 1, there is no letting up on the financial pressure facing the automotive industry. “Due to import tariffs the company is currently unable to sell the Volvo ES90 profitably in the United States, while ES90 margins are also under pressure in Europe for the same reason,” Volvo told investors in a statement Monday. The Swedish carmaker said the $1.2 billion write-down reflected adjustments in expected production volumes of its two latest electric car models following the tariffs and “rightsizing the assets to the known market realities.” An impairment charge is the writing down of the value of an asset to reflect its reduced worth. The US imposed 25% tariffs on the steel and aluminum sectors in March and expanded that to include automobiles on April 3 and automobile parts on May 3, also set at 25%, up from 2.5%. Then last Saturday, Trump, frustrated at a perceived lack of progress on trade negotiations, threatened to impose 30% tariffs on all imports from the EU from Aug. 1. The US is the largest market for Europe’s automotive industry, comprising 23% of the EU’s total car exports, according to data from the European Commission. With such a significant market share, auto exports from the port of Antwerp-Bruges, a huge automotive hub in Europe that handled more than three million vehicles last year, have been particularly hard hit by the US tariffs. There has been “a clear decline” in vehicle exports to the US via Antwerp since May as tariffs dragged down the numbers, the port noted in a statement this week <a href="https://www.joc.com/article/strong-h1-volumes-space-crunch-keep-antwerp-terminals-under-pressure-6043917">on its first-half operations</a>. In the first six months of the year, 15.9% fewer new cars and vans (76,089 units) and 31.5% fewer trucks and heavy vehicles (11,751 units) were exported. <h3>Eurozone pushed to ‘edge of recession’ </h3>The US tariffs will do no favors for Europe’s economies. Research consultancy Oxford Economics noted in a report this week that the threat of 30% tariffs was an escalation of the trade war that will push the Eurozone economy to the edge of recession, with growth stagnating over the coming quarters. “Using our global economic model, we estimate that this could cut Eurozone GDP growth by up to 0.3 percentage points annually over the next two years,” the report said. The 30% tariff threat surprised EU officials who reportedly thought they were close to a preliminary agreement with the US. Brussels has subsequently dusted off plans to impose its own targeted retaliatory measures on US products should the tariffs be implemented, but is still holding trade talks with Washington. “The latest decision to delay its planned retaliatory measures until next month shows the EU still hopes to reach a deal before the Aug. 1 deadline,” the Oxford Economics report noted. Oxford Economics found US tariffs were also raising uncertainty and damaging business confidence in the EU, and by extension corporate investment, a sentiment that was picked up in the latest S&amp;P Global Germany Business Outlook survey. “Businesses report concerns about disruption to both demand and supply chains from increased US trade tariffs and the wars in Ukraine and the Middle East, with the related uncertainty expected to limit business investment and growth," Phil Smith, economics associate director at S&amp;P Global Market Intelligence, said in his analysis of the survey results. “The current geopolitical backdrop means that firms overall remain only cautiously optimistic about the outlook and are by no means fully loosening the purse strings, with growth forecasts and investment intentions still running below their respective pre-pandemic averages,” Smith added. S&amp;P Global is the parent company of the Journal of Commerce. Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

The financial cost of US tariffs on the European automotive industry has been illustrated by Volvo Group, which was forced to take a $1.2 billion impairment charge in the second quarter as tariffs undermined profitability. With President Donald Trump’s threat at the weekend to impose 30% tariffs on all European Union imports from Aug. 1, there is no letting up on the financial pressure facing the automotive industry. “Due to import tariffs the company is currently unable to sell the Volvo ES90 profitably in the United States, while ES90 margins are also under pressure in Europe for the same reason,” Volvo told investors in a statement Monday. The Swedish carmaker said the $1.2 billion write-down reflected adjustments in expected production volumes of its two latest electric car models following the tariffs and “rightsizing the assets to the known market realities.” An impairment charge is the writing down of the value of an asset to reflect its reduced worth. The US imposed 25% tariffs on the steel and aluminum sectors in March and expanded that to include automobiles on April 3 and automobile parts on May 3, also set at 25%, up from 2.5%. Then last Saturday, Trump, frustrated at a perceived lack of progress on trade negotiations, threatened to impose 30% tariffs on all imports from the EU from Aug. 1. The US is the largest market for Europe’s automotive industry, comprising 23% of the EU’s total car exports, according to data from the European Commission. With such a significant market share, auto exports from the port of Antwerp-Bruges, a huge automotive hub in Europe that handled more than three million vehicles last year, have been particularly hard hit by the US tariffs. There has been “a clear decline” in vehicle exports to the US via Antwerp since May as tariffs dragged down the numbers, the port noted in a statement this week on its first-half operations . In the first six months of the year, 15.9% fewer new cars and vans (76,089 units) and 31.5% fewer trucks and heavy vehicles (11,751 units) were exported. Eurozone pushed to ‘edge of recession’ The US tariffs will do no favors for Europe’s economies. Research consultancy Oxford Economics noted in a report this week that the threat of 30% tariffs was an escalation of the trade war that will push the Eurozone economy to the edge of recession, with growth stagnating over the coming quarters. “Using our global economic model, we estimate that this could cut Eurozone GDP growth by up to 0.3 percentage points annually over the next two years,” the report said. The 30% tariff threat surprised EU officials who reportedly thought they were close to a preliminary agreement with the US. Brussels has subsequently dusted off plans to impose its own targeted retaliatory measures on US products should the tariffs be implemented, but is still holding trade talks with Washington. “The latest decision to delay its planned retaliatory measures until next month shows the EU still hopes to reach a deal before the Aug. 1 deadline,” the Oxford Economics report noted. Oxford Economics found US tariffs were also raising uncertainty and damaging business confidence in the EU, and by extension corporate investment, a sentiment that was picked up in the latest S&P Global Germany Business Outlook survey. “Businesses report concerns about disruption to both demand and supply chains from increased US trade tariffs and the wars in Ukraine and the Middle East, with the related uncertainty expected to limit business investment and growth," Phil Smith, economics associate director at S&P Global Market Intelligence, said in his analysis of the survey results. “The current geopolitical backdrop means that firms overall remain only cautiously optimistic about the outlook and are by no means fully loosening the purse strings, with growth forecasts and investment intentions still running below their respective pre-pandemic averages,” Smith added. S&P Global is the parent company of the Journal of Commerce. Contact Greg Knowler at greg.knowler@spglobal.com .

Ro/ro cargo

Trans-Atlantic

Volvo faces $1.2 billion write down as US tariffs erode profitability

<div class="phx-topic abstract-wrapper">The National Association of Waterfront Employers has sent a letter to the Senate Appropriations Committee asking for continued support of the $3 billion Clean Ports Program.</div>

The National Association of Waterfront Employers has sent a letter to the Senate Appropriations Committee asking for continued support of the $3 billion Clean Ports Program.

<div class="phx-topic">US ports are worried that potential cuts to the Environmental Protection Agency’s (EPA’s) 2026 budget will make it more difficult to phase out diesel-powered yard equipment and are urging Congress to maintain grant programs meant to reduce carbon emissions from their operations. The National Association of Waterfront Employers (NAWE) sent a letter to the Senate Appropriations Committee on Monday asking for continued support of the Clean Ports Program, a $3 billion grant program funded under the 2022 Inflation Reduction Act. NAWE President Carl Bentzel said in the letter the grants help US ports invest in newer, more efficient yard equipment and allow them to handle more volumes in limited space. “Ports are facing increasing demand and growing global competition while trying to operate with aging cargo-handling equipment, limited funding for capital improvement, and limitations on space for capital expansion,” Bentzel said. He added that US manufacturers benefit from more investments in clean ports projects, furthering the Trump administration’s agenda of boosting domestic industries. “Many of the Clean Port projects are reliant on US manufacturing of cargo handling equipment,” Bentzel wrote. “This equipment is not only driving a vital US manufacturing sector but will be a foundational industry for the revitalization of the US maritime industrial base.” <h3>EPA faces cuts </h3>The letter arrives as Congress takes up spending proposals that will likely include steep cuts to the EPA, which administers the Clean Ports Program. In May, EPA Administrator Lee Zeldin proposed a $4.2 billion budget for his agency for the next fiscal year, about half of what it received for 2025. House Republicans are working on a bill that would provide about $7 billion for the EPA, a 23% cut from 2025 spending. The Clean Ports Program awarded 54 grants in 2024. Almost all of the program’s grant funding went toward zero-emission port equipment, with a smaller portion funding other initiatives such as developing plans to reduce emissions. The Port Authority of New York and New Jersey <a href="https://www.joc.com/article/us-ports-plan-upgrades-to-electric-yard-equipment-after-securing-epa-grants-5782145">received the largest single grant</a>, $451 million, to replace diesel-powered yard equipment. The Port of Los Angeles received the second-largest award at $411 million. The long lead times for ordering and purchasing new yard equipment mean the grant monies have only trickled out. Of the $2.9 billion in grant awards, about $417,000 has been spent so far, according to USASpending.gov. Although there has not been any push for a rescission of the awards, which are already obligated by Congress, NAWE’s letter said the grant funding should “be spent as expeditiously as possible so that these important projects can move forward and have the intended impact on making the supply chain more efficient and safer.” Contact Michael Angell at <a href="mailto:michael.angell@spglobal.com">michael.angell@spglobal.com</a>. </div>

US ports are worried that potential cuts to the Environmental Protection Agency’s (EPA’s) 2026 budget will make it more difficult to phase out diesel-powered yard equipment and are urging Congress to maintain grant programs meant to reduce carbon emissions from their operations. The National Association of Waterfront Employers (NAWE) sent a letter to the Senate Appropriations Committee on Monday asking for continued support of the Clean Ports Program, a $3 billion grant program funded under the 2022 Inflation Reduction Act. NAWE President Carl Bentzel said in the letter the grants help US ports invest in newer, more efficient yard equipment and allow them to handle more volumes in limited space. “Ports are facing increasing demand and growing global competition while trying to operate with aging cargo-handling equipment, limited funding for capital improvement, and limitations on space for capital expansion,” Bentzel said. He added that US manufacturers benefit from more investments in clean ports projects, furthering the Trump administration’s agenda of boosting domestic industries. “Many of the Clean Port projects are reliant on US manufacturing of cargo handling equipment,” Bentzel wrote. “This equipment is not only driving a vital US manufacturing sector but will be a foundational industry for the revitalization of the US maritime industrial base.” EPA faces cuts The letter arrives as Congress takes up spending proposals that will likely include steep cuts to the EPA, which administers the Clean Ports Program. In May, EPA Administrator Lee Zeldin proposed a $4.2 billion budget for his agency for the next fiscal year, about half of what it received for 2025. House Republicans are working on a bill that would provide about $7 billion for the EPA, a 23% cut from 2025 spending. The Clean Ports Program awarded 54 grants in 2024. Almost all of the program’s grant funding went toward zero-emission port equipment, with a smaller portion funding other initiatives such as developing plans to reduce emissions. The Port Authority of New York and New Jersey received the largest single grant , $451 million, to replace diesel-powered yard equipment. The Port of Los Angeles received the second-largest award at $411 million. The long lead times for ordering and purchasing new yard equipment mean the grant monies have only trickled out. Of the $2.9 billion in grant awards, about $417,000 has been spent so far, according to USASpending.gov. Although there has not been any push for a rescission of the awards, which are already obligated by Congress, NAWE’s letter said the grant funding should “be spent as expeditiously as possible so that these important projects can move forward and have the intended impact on making the supply chain more efficient and safer.” Contact Michael Angell at michael.angell@spglobal.com .

Transport, Trade and Regulation News

North American ports

Port News

Ports fear emissions grants under threat amid EPA budget slashing

<div class="phx-topic abstract-wrapper">A strong midterm global outlook for wind farm development could be dampened by a lack of forward ship capacity to service the buildouts.</div>

A strong midterm global outlook for wind farm development could be dampened by a lack of forward ship capacity to service the buildouts.

<div class="phx-topic">A looming shortage of vessels used for the development of offshore wind farms could delay projects even as global installed power capacity is forecast to surge 60% to 133 gigawatts (GW) by 2033 as markets develop, especially in Asia and Latin America, analysts say. The vessel capacity crunch will be exacerbated by a lack of new ships entering service and the shift to larger and heavier wind project components including turbines, blades and foundations, the analysts said. The coming vessel shortage is part of wider supply chain issues that threaten to derail offshore wind energy projects, they added. Highlighting the issue, Yvan Gelbart, lead analyst at Paris-headquartered maritime consultant Spinergie, told the Journal of Commerce that constrained supply of heavy-lift vessels could reduce the installation of bottom-fixed offshore wind turbines to about 112 GW, excluding China. He explained wind turbine installation vessels (WTIVs) handle foundation and turbine installations and undertake maintenance, so limited availability will create bottlenecks. “We project an average heavy-lift vessel capacity shortfall of roughly 10% between 2025 and 2030, peaking in 2029 and 2030, and continuing in the 2030s,” Gelbart said. He pointed out that most newbuild WTIVs were ordered in the early 2020s and there are now no new vessels on order for delivery from 2028. Spinergie is also not expecting any WTIV vessel orders to be placed with shipyards this year. “But heavy-lift vessel owners are cautious about investing in newbuilds,” Gelbart said. “Their strategy is aimed at avoiding oversupply, keeping day rates high, and avoiding high costs when financing newbuilds. Given the current financial context, this is not an ideal time for heavy investment in new vessels, though we may see increased ordering activity from 2026 onwards.” “As appetite for next generation turbines remains high, installation bottlenecks will intensify unless shipowners commit to newbuilds,” he added. This comes as the existing fleet is already under pressure — especially for ships able to install turbines of more than 15 MW — with vessel utilizations levels of 70% to 80% over the past four years. “This means this fleet is constantly working with little room to spare,” Gelbart said. “And with turbine sizes continuing to trend higher, this pressure will only increase.” <h3>Undersupply warning beginning 2028 </h3>Other specialists echoed Gelbart’s views, including Denmark’s Cadeler, owner of the world’s largest fleet of jack-up offshore wind installation vessels, which said there’s a significant reduction in the availability of vessels as turbines become bigger. “Undersupply [of vessels] will become particularly visible from 2028,” Cadeler CEO Mikkel Gleerup said during a first-quarter results presentation in May. “We also believe a lot of supply that is currently mapped as supplying the industry will in the coming years be gradually phased out because it will become much, much harder for them to compete efficiently in the industry,” Gleerup said. He added that these potentially obsolete vessels are currently operating in both foundation and wind turbine generator installation. That reflects the growing size and weight of offshore wind turbines that have trended upward from 9.5 MW machines with a tip height of 530 feet in 2020 to 26 MW and a height of 1,000 feet last year, according to the Global Wind Energy Council (GWEC). Each turbine is expected to increase in power to 35 MW and be 1,150 feet tall by 2030. Norway’s Rystad Energy forecasts a shortage of up to 10 ships capable of installing wind turbines of more than 10 MW in 2029, increasing to 20 in 2030, with the shortfall particularly acute in larger-capacity ships able to install turbines of more than 14 MW. Echoing this view, Gelbart said that while developers increasingly prefer larger turbines, “fewer than 20 vessels out of 85, including those due for delivery by 2028, currently have the capacity to install these larger turbines in the 18 MW and above segment, narrowing the effective fleet considerably.” Potential vessel shortages are just one supply chain challenge facing the offshore wind industry, according to GWEC. Others include a lack of port and dock facilities, lack of equipment standardization, delays in offshore and onshore grid development, and a lack of transmission infrastructure, according to panelists at a GWEC webinar on July 9. “Strengthening the supply chain is super critical,” Paul Trevillion, Singapore-based global director of renewables at French testing and inspection company Bureau Veritas, said during the webinar. <h3>Strong global outlook despite regional blips </h3>The midterm outlook for offshore wind development to about 2034 remains strong despite recent headwinds that include rising inflation, the pandemic-fueled recession, failed offshore development auctions and supply chain constraints, Zhou Feng, GWEC’s chief research officer, said during the webinar. While China and Europe are set to maintain their dominant position in offshore wind installation capacity, GWEC highlighted the growing importance of other countries and regions, especially Asia and Latin America. In Asia, 215 GW of offshore wind capacity is forecast to be added in the 10 years ending 2034, according to GWEC’s global offshore wind report published June 25. Mainland China, Taiwan, South Korea, Japan and the Philippines will become the top five markets for the installation of new capacity, the report said. In Japan, the Ministry of Land, Infrastructure, Transport and Tourism (MLIT) has identified 50 fixed and floating offshore wind development sites as the country targets 10 GW of offshore wind capacity by 2030 and up to 45 GW by 2040. By comparison, Japan had just 253 MW of installed offshore wind capacity at the end of last year. South Korea is aiming for 14 GW of installed capacity by 2030, up from zero now, with 3.2 GW targeted from up to 10 wind farms in the South Jeolla province of the country’s southwest, the Ministry of Trade, Industry and Energy announced in April. The growing importance of these two countries was echoed by Cadeler’s Gleerup, who pointed out there is record-high tender activity in South Korea and Japan, while Australia is concluding its first auctions for new offshore wind projects. Vietnam and the Philippines are also markets set to take off, with sites totaling 65 GW recently awarded by the Philippines energy department, according to GWEC, which is advising countries on the development and auction process. In Latin America, GWEC highlighted Brazil and Colombia as key markets, with 103 projects totaling 244 GW seeking the environmental greenlight in Brazil and 69 areas being considered by Colombia’s mines and energy ministry for offshore wind development, the GWEC report said. Gleerup said despite projects in the US and Europe being delayed or stopped, globally “offshore wind is going from record to record.” “We are seeing stronger and stronger levels of projects being auctioned,” the Cadeler CEO said. “We are seeing more projects coming online.” Contact Keith Wallis at <a href="mailto:keithwallis@hotmail.com">keithwallis@hotmail.com</a>. </div>

A looming shortage of vessels used for the development of offshore wind farms could delay projects even as global installed power capacity is forecast to surge 60% to 133 gigawatts (GW) by 2033 as markets develop, especially in Asia and Latin America, analysts say. The vessel capacity crunch will be exacerbated by a lack of new ships entering service and the shift to larger and heavier wind project components including turbines, blades and foundations, the analysts said. The coming vessel shortage is part of wider supply chain issues that threaten to derail offshore wind energy projects, they added. Highlighting the issue, Yvan Gelbart, lead analyst at Paris-headquartered maritime consultant Spinergie, told the Journal of Commerce that constrained supply of heavy-lift vessels could reduce the installation of bottom-fixed offshore wind turbines to about 112 GW, excluding China. He explained wind turbine installation vessels (WTIVs) handle foundation and turbine installations and undertake maintenance, so limited availability will create bottlenecks. “We project an average heavy-lift vessel capacity shortfall of roughly 10% between 2025 and 2030, peaking in 2029 and 2030, and continuing in the 2030s,” Gelbart said. He pointed out that most newbuild WTIVs were ordered in the early 2020s and there are now no new vessels on order for delivery from 2028. Spinergie is also not expecting any WTIV vessel orders to be placed with shipyards this year. “But heavy-lift vessel owners are cautious about investing in newbuilds,” Gelbart said. “Their strategy is aimed at avoiding oversupply, keeping day rates high, and avoiding high costs when financing newbuilds. Given the current financial context, this is not an ideal time for heavy investment in new vessels, though we may see increased ordering activity from 2026 onwards.” “As appetite for next generation turbines remains high, installation bottlenecks will intensify unless shipowners commit to newbuilds,” he added. This comes as the existing fleet is already under pressure — especially for ships able to install turbines of more than 15 MW — with vessel utilizations levels of 70% to 80% over the past four years. “This means this fleet is constantly working with little room to spare,” Gelbart said. “And with turbine sizes continuing to trend higher, this pressure will only increase.” Undersupply warning beginning 2028 Other specialists echoed Gelbart’s views, including Denmark’s Cadeler, owner of the world’s largest fleet of jack-up offshore wind installation vessels, which said there’s a significant reduction in the availability of vessels as turbines become bigger. “Undersupply [of vessels] will become particularly visible from 2028,” Cadeler CEO Mikkel Gleerup said during a first-quarter results presentation in May. “We also believe a lot of supply that is currently mapped as supplying the industry will in the coming years be gradually phased out because it will become much, much harder for them to compete efficiently in the industry,” Gleerup said. He added that these potentially obsolete vessels are currently operating in both foundation and wind turbine generator installation. That reflects the growing size and weight of offshore wind turbines that have trended upward from 9.5 MW machines with a tip height of 530 feet in 2020 to 26 MW and a height of 1,000 feet last year, according to the Global Wind Energy Council (GWEC). Each turbine is expected to increase in power to 35 MW and be 1,150 feet tall by 2030. Norway’s Rystad Energy forecasts a shortage of up to 10 ships capable of installing wind turbines of more than 10 MW in 2029, increasing to 20 in 2030, with the shortfall particularly acute in larger-capacity ships able to install turbines of more than 14 MW. Echoing this view, Gelbart said that while developers increasingly prefer larger turbines, “fewer than 20 vessels out of 85, including those due for delivery by 2028, currently have the capacity to install these larger turbines in the 18 MW and above segment, narrowing the effective fleet considerably.” Potential vessel shortages are just one supply chain challenge facing the offshore wind industry, according to GWEC. Others include a lack of port and dock facilities, lack of equipment standardization, delays in offshore and onshore grid development, and a lack of transmission infrastructure, according to panelists at a GWEC webinar on July 9. “Strengthening the supply chain is super critical,” Paul Trevillion, Singapore-based global director of renewables at French testing and inspection company Bureau Veritas, said during the webinar. Strong global outlook despite regional blips The midterm outlook for offshore wind development to about 2034 remains strong despite recent headwinds that include rising inflation, the pandemic-fueled recession, failed offshore development auctions and supply chain constraints, Zhou Feng, GWEC’s chief research officer, said during the webinar. While China and Europe are set to maintain their dominant position in offshore wind installation capacity, GWEC highlighted the growing importance of other countries and regions, especially Asia and Latin America. In Asia, 215 GW of offshore wind capacity is forecast to be added in the 10 years ending 2034, according to GWEC’s global offshore wind report published June 25. Mainland China, Taiwan, South Korea, Japan and the Philippines will become the top five markets for the installation of new capacity, the report said. In Japan, the Ministry of Land, Infrastructure, Transport and Tourism (MLIT) has identified 50 fixed and floating offshore wind development sites as the country targets 10 GW of offshore wind capacity by 2030 and up to 45 GW by 2040. By comparison, Japan had just 253 MW of installed offshore wind capacity at the end of last year. South Korea is aiming for 14 GW of installed capacity by 2030, up from zero now, with 3.2 GW targeted from up to 10 wind farms in the South Jeolla province of the country’s southwest, the Ministry of Trade, Industry and Energy announced in April. The growing importance of these two countries was echoed by Cadeler’s Gleerup, who pointed out there is record-high tender activity in South Korea and Japan, while Australia is concluding its first auctions for new offshore wind projects. Vietnam and the Philippines are also markets set to take off, with sites totaling 65 GW recently awarded by the Philippines energy department, according to GWEC, which is advising countries on the development and auction process. In Latin America, GWEC highlighted Brazil and Colombia as key markets, with 103 projects totaling 244 GW seeking the environmental greenlight in Brazil and 69 areas being considered by Colombia’s mines and energy ministry for offshore wind development, the GWEC report said. Gleerup said despite projects in the US and Europe being delayed or stopped, globally “offshore wind is going from record to record.” “We are seeing stronger and stronger levels of projects being auctioned,” the Cadeler CEO said. “We are seeing more projects coming online.” Contact Keith Wallis at keithwallis@hotmail.com .

Breakbulk carriers

Energy projects

Tightening vessel supply threatens to delay offshore wind projects

<div class="phx-topic abstract-wrapper">Container volumes handled by North Europe’s busiest port continue to grow, alongside the now critical need for more landside capacity. </div>

Container volumes handled by North Europe’s busiest port continue to grow, alongside the now critical need for more landside capacity.

<div class="phx-topic">Marine terminals in Antwerp-Bruges are under “heavy strain,” with strong container volume in the first half of the year exacerbating congestion from a shortage of landside space that is already at critically low levels, the Belgian hub port said Tuesday. First-half volume at Europe’s busiest container port increased 3.7% year over year to 6.91 million TEUs, driven by a continued surge in overall trade with the US that increased 17.2% to 16.4 million tons. “Our consistently strong trade relationship with the United States confirms our role as a trans-Atlantic gateway to Europe,” Jacques Vandermeiren, CEO of the Port of Antwerp-Bruges, said in a statement. “At the same time, current capacity pressures and operational challenges highlight the need for additional container infrastructure,” he added. “With the ECA [extra container capacity Antwerp] project, we are focused on building for the future so that we can continue to support sustainable growth.” The lack of space is just one of a daunting series of factors contributing to port congestion in the Belgian port — and to bottlenecks at several other hubs in North Europe — that were outlined by Antwerp-Bruges in its first-half operational update. “Container ship arrivals remain irregular due to disruptions dating back to the COVID crisis, further exacerbated by rerouting around the Cape of Good Hope to avoid the Red Sea,” the port’s statement noted. “The recent reshuffling of container alliances has temporarily led to simultaneous vessel calls and high cargo volumes,” it added. “Poor schedule reliability is complicating terminal planning: containers remain on site longer, and vessels are arriving with increasingly large loads.” The series of factors has driven up average dwell times to between seven and eight days compared with the usual five days, Antwerp noted, adding that overcrowded terminals required additional container movements, placing extra strain on personnel and equipment. With the port already under severe operational pressure, recent industrial action by national unions has added to the cargo-handling challenges. A nationwide strike in Belgium on May 20 brought vessel handling to a standstill, while another national “day of action” was held on June 25. Strong peak season demand is another factor that is piling pressure on congested terminals in North Europe and <a href="https://www.joc.com/article/ocean-carriers-adjust-calls-as-congestion-chokes-european-hubs-6037668">forcing carriers to divert some services</a> away from congested import gateways. There are also significant delays in Asia that impact the schedule reliability of carriers arriving in Europe, with bottlenecks in the key transshipment hub of Singapore. Port visibility data from Portcast on July 13 shows 35 container vessels were waiting to berth. <h3>Tariffs bring uncertainty to trans-Atlantic </h3>A standout trade lane for Antwerp is the trans-Atlantic, where traffic with the US has continued its first-quarter growth through the first half, although the impact of tariffs hangs over the corridor. “The outlook for the second half of 2025 remains uncertain,” the Antwerp-Bruges statement noted. “Much will depend on a potential trade agreement between the EU and the US by Aug. 1, which could restore greater certainty and predictability in the supply chain.” But the likelihood of a US-EU trade deal appears to be diminishing. President Donald Trump sent a letter to Brussels this week threatening to impose 30% blanket tariffs on European imports beginning Aug. 1, surprising EU officials who thought they were close to a preliminary agreement with the US. In response, Brussels is now readying a fresh list of American products to hit with retaliatory tariffs if a trade deal isn’t reached by the deadline. One of the sectors hardest hit by the US trade war is automotives. Vehicle exports via Antwerp to the US have seen a clear decline in the first half as tariffs dragged down the numbers. In the first six months of the year, 15.9% fewer new passenger cars and vans (76,089 units) and 31.5% fewer trucks and heavy vehicles (11,751 units) were exported, according to the port. Antwerp data shows European first-half imports from the US increased 13.1% year over year to 9.7 million tons, with higher volumes in containers and liquid bulk. Exports to the US rose 23.5% to 6.7 million tons, driven mainly by fuels and dry bulk. Antwerp container exports to the US remained stable at 303,000 TEUs, while container imports rose 12.6%. Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

Marine terminals in Antwerp-Bruges are under “heavy strain,” with strong container volume in the first half of the year exacerbating congestion from a shortage of landside space that is already at critically low levels, the Belgian hub port said Tuesday. First-half volume at Europe’s busiest container port increased 3.7% year over year to 6.91 million TEUs, driven by a continued surge in overall trade with the US that increased 17.2% to 16.4 million tons. “Our consistently strong trade relationship with the United States confirms our role as a trans-Atlantic gateway to Europe,” Jacques Vandermeiren, CEO of the Port of Antwerp-Bruges, said in a statement. “At the same time, current capacity pressures and operational challenges highlight the need for additional container infrastructure,” he added. “With the ECA [extra container capacity Antwerp] project, we are focused on building for the future so that we can continue to support sustainable growth.” The lack of space is just one of a daunting series of factors contributing to port congestion in the Belgian port — and to bottlenecks at several other hubs in North Europe — that were outlined by Antwerp-Bruges in its first-half operational update. “Container ship arrivals remain irregular due to disruptions dating back to the COVID crisis, further exacerbated by rerouting around the Cape of Good Hope to avoid the Red Sea,” the port’s statement noted. “The recent reshuffling of container alliances has temporarily led to simultaneous vessel calls and high cargo volumes,” it added. “Poor schedule reliability is complicating terminal planning: containers remain on site longer, and vessels are arriving with increasingly large loads.” The series of factors has driven up average dwell times to between seven and eight days compared with the usual five days, Antwerp noted, adding that overcrowded terminals required additional container movements, placing extra strain on personnel and equipment. With the port already under severe operational pressure, recent industrial action by national unions has added to the cargo-handling challenges. A nationwide strike in Belgium on May 20 brought vessel handling to a standstill, while another national “day of action” was held on June 25. Strong peak season demand is another factor that is piling pressure on congested terminals in North Europe and forcing carriers to divert some services away from congested import gateways. There are also significant delays in Asia that impact the schedule reliability of carriers arriving in Europe, with bottlenecks in the key transshipment hub of Singapore. Port visibility data from Portcast on July 13 shows 35 container vessels were waiting to berth. Tariffs bring uncertainty to trans-Atlantic A standout trade lane for Antwerp is the trans-Atlantic, where traffic with the US has continued its first-quarter growth through the first half, although the impact of tariffs hangs over the corridor. “The outlook for the second half of 2025 remains uncertain,” the Antwerp-Bruges statement noted. “Much will depend on a potential trade agreement between the EU and the US by Aug. 1, which could restore greater certainty and predictability in the supply chain.” But the likelihood of a US-EU trade deal appears to be diminishing. President Donald Trump sent a letter to Brussels this week threatening to impose 30% blanket tariffs on European imports beginning Aug. 1, surprising EU officials who thought they were close to a preliminary agreement with the US. In response, Brussels is now readying a fresh list of American products to hit with retaliatory tariffs if a trade deal isn’t reached by the deadline. One of the sectors hardest hit by the US trade war is automotives. Vehicle exports via Antwerp to the US have seen a clear decline in the first half as tariffs dragged down the numbers. In the first six months of the year, 15.9% fewer new passenger cars and vans (76,089 units) and 31.5% fewer trucks and heavy vehicles (11,751 units) were exported, according to the port. Antwerp data shows European first-half imports from the US increased 13.1% year over year to 9.7 million tons, with higher volumes in containers and liquid bulk. Exports to the US rose 23.5% to 6.7 million tons, driven mainly by fuels and dry bulk. Antwerp container exports to the US remained stable at 303,000 TEUs, while container imports rose 12.6%. Contact Greg Knowler at greg.knowler@spglobal.com .

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International ports

Strong H1 volumes, space crunch keep Antwerp terminals under pressure

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The world of LTL is slow to embrace change. Business anachronisms permeate current supply chain processes. These vestiges of the way things used to work define the LTL freight transportation procurement process of many modern shippers.David Knuth, logistics specialist at IEWC, a global supplier of cable and wire based in Wisconsin, is happy to have modernized the RFP process, automating the entire LTL bidding procedure with Bid$ense, SMC³’s automated truckload and LTL freight transportation sourcing solution. But when prompted, he can still recall what once was.In his previous job, a large part of his duties were consumed by creating an intermodal bid package for carriers. In a spreadsheet, Knuth detailed the company’s volumes lane by lane, taking care to delete any errant keystrokes or misleading data. He would then email out the information to each carrier, taking time to respond to detailed technical questions about the spreadsheet data. Finally, he had to compile all the results, create an algorithm that would compare the carriers on each lane, and award the business.“It was a huge undertaking. It took about four months to do,” Knuth said of the old process. “It was almost a full-time job for that part of the year, every year.”In his new job at IEWC, he sat down with Bid$ense on day one and was amazed at the capabilities. Knuth had never before used a bid tool. SMC³’s latest versions of Bid$ense automate the process even further, taking truckload and LTL RFPs entirely online. The tool draws on RFP best-practices protocols to streamline the bidding communication process, enabling bidding carriers to respond accurately and promptly to shipper requests. The solution also does all the distribution work automatically, electronically submitting shipper bid data to carriers based on their actual service capabilities and performance records. Carriers are alerted with timely prompts for RFP deliverables, so shippers aren’t waiting by the phone for responses.Another benefit of automating the process is the data-cleansing assistance. When Knuth sent spreadsheets to carriers, data errors might cloud the bidding process; he might have to resend data or simply accept a price that did not truly reflect the costs of doing business. Data cleansing is incredibly beneficial, he said.The spreadsheet technique also made bidding analysis an onerous task. Since Bid$ense automates and streamlines the entire RFP process, intensive examination is now simple. SMC³ knows that each bid has more than one best outcome. With uniform responses from each carrier, shippers can quickly rank results and create an unlimited quantity of what-if scenarios to make the optimal procurement decision.Jesse Burnett of Central Garden &amp; Pet experiences many of the same benefits. Founded in 1980, Central Garden &amp; Pet has spent the last three decades growing from a small garden supply company to a provider of a range of products from dog chews and bird seed to soil supplements and natural insecticides. For much of its life, the company shipped these disparate goods via LTL and truckload carriers to retailers throughout the country, relying on each business unit to negotiate directly with their freight transportation providers. This arrangement worked fairly well for a small company, but as Central Garden &amp; Pet expanded, leadership decided to consolidate decision making.Burnett helped centralize the transportation decision making in 2015 with SMC³’s Bid$ense. Before Bid$ense, every business unit operated independently as far as negotiating with carriers.“There were a lot of different things just floating around,” he said. “We didn’t have master agreements in place; no national pricing at all. The pricing from carriers was just all over the place, depending on where you were.”The transformations he saw with Bid$ense were immediate. Burnett has been using the tool about every other year since its implementation at the company. Central Garden and Pet’s $19.6 million 2019 LTL bid saved the company just more than 9 percent when compared to its historical average. For Burnett, though, bid automation extends far beyond savings.“We knew that we weren’t getting the best pricing offer from our carriers just because nothing was centralized,” he continued. “We knew that if we combined everything from all these business units and paired it with one corporate offering, then it would drive some cost benefit with it.”When the company initially decided to centralize bid procurement, executives researched a number of different methodologies and technologies. In the end, though, Burnett found that Bid$ense was both widespread and well known, and that his carrier partners already knew how to use the application. Burnett also highlighted the data-cleansing process as a major benefit, saying the rigorous process ensures that carriers always return the best price.“It definitely has helped drive savings,” he said. “Any time you go out there and you drive that competitiveness with the carriers and they know they’re in a bid environment, it seems to sharpen their pencils.”Transportation procurement is an integral part of the modern supply chain. With Bid$ense, shippers can develop a strategic implementation plan that saves them time and money, but also helps them create strong relationships with their carrier partners. These carriers appreciate the solution’s data-cleansing process; when carriers receive a complete shipment history and future volume forecast, they don’t have to guess on pricing. Carriers that receive more data from shippers get a complete picture of that shipper’s freight, allowing them to accurately plan instead of simply preparing for the worst-case scenario. Clean data presented through an automated system can lead to both bigger shipment savings and a lasting partnership between carrier and customer.Whether customers are looking to streamline over-the-road transportation bidding by automating the RFP process or create an entirely new, centralized sourcing process, Bid$ense has the analytical horsepower to get the job done.SMC³ 2020 Customer Case Study

SMC3rates_shutterstock_5247046.jpg

Shippers save money, time with automated transportation bidding tools

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

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