<div class="phx-topic abstract-wrapper">Citibank's wise decision to increase its reserves against loans to developing countries by $3 billi</div>

Citibank's wise decision to increase its reserves against loans to developing countries by $3 billi

<div>Citibank's wise decision to increase its reserves against loans to developing countries by $3 billion has brought the debt problem back to the front pages.Citicorp's $23 billion total capital base, plus the company's increasing earnings from its worldwide financial business, allowed it to increase reserves without impairing either its credit standing or the continuance of its policy of annual dividend increases. Unfortunately, most of its U.S. counterparts do not have the capital or earnings to do likewise. Consequently, some new solutions must be found.It is clear that the banking system went too far in performing itsunquestioned duty to "recycle" the...

Citibank's wise decision to increase its reserves against loans to developing countries by $3 billion has brought the debt problem back to the front pages. Citicorp's $23 billion total capital base, plus the company's increasing earnings from its worldwide financial business, allowed it to increase reserves without impairing either its credit standing or the continuance of its policy of annual dividend increases. Unfortunately, most of its U.S. counterparts do not have the capital or earnings to do likewise. Consequently, some new solutions must be found.It is clear that the banking system went too far in performing its unquestioned duty to "recycle" the huge funds transferred from oil consumers to oil producers when OPEC suddenly quadrupled the price of oil. The International Monetary Fund and the network of official organizations created after World War II, were established for the precise purpose of controlling, and dealing with, international financial problems such as this. Only the IMF and the Bank for International Settlements had the monthly statistics, or should have had them, to know of the extreme heights to which these debts had rapidly risen. Public statistics are available to the banking system at least a year late, after the fact. None of us in the banking business realized that the total debt of the less developed countries had reached nearly $1 trillion in 1983. If the official organizations had acted as they should have, the huge totals we must now deal with would not have been reached. Most of the loan proceeds were wasted, used to permit nationals to export huge amounts of capital or used to finance projects which didn't contribute to the growth of export earnings for debt repayment. It was a wonderful "party" before the "check" came. The banks thought they were making a lot of money, the borrowers never had it so good, and all ordered more drinks as long as the "bar" was open! Meanwhile, the responsible international institutions were looking out the window - when they should have stopped the party! The LDC debts will never be repaid. There is no reason why they should be, if the borrowers become creditworthy, as they eventually will, and the lenders are lending within their proper capital and liquidity risk taking capability. In an expanding world, debts do not decline: U.S. government debt has increased in 99 of the last 100 years, and the total debts of corporations have continually risen. There is nothing wrong in this. Few, if any, of the governments will go broke. All should eventually become creditworthy - and be able to service their reasonable debt requirements. This will have to be worked out with the IMF, in time. No country, in this international world, can survive without credit for its trade and development requirements. If governments refuse to comply, they will fall and be succeeded by governments which will stay in the system by respecting their reasonable obligations. The lenders must take substantial losses now if they cannot, for capital or liquidity reasons, wait 10 or even 20 years for the corrective process to function. They should take losses. They made mistakes. No one will or should bail them out. Worldwide economic growth must continue - which means that credit and capital must be made continually available to the LDCs, without impairing the soundness of the banking system. A solution - not a bailout - must be found, both for the present liquidity and capital problems of some lenders, and the financial needs of the borrowers. Long-range solutions are already under way. One is inflation. Most of the deals are denominated in U.S. dollars. Its decline has effectively reduced the exposure of Japanese, German and Swiss banks by 50 percent, that of the U.K. banks by 35 percent. The Japanese sold their LDC credits to a newly formed Japanese corporation at substantial discounts. Conversion of some LDC debt to equity investment is happening regularly. Over time, growth will also reduce the relative size of these debts. I therefore suggest an interim facility. The IMF, or an IMF affiliate created for this purpose, should issue perpetual obligations with a 7 percent coupon and offer to exchange them for 70 percent of the face amount of any LDC debt. The obligations would be secured by the LDC debt (reduced by 30 percent) and LDC interest payments would be reduced to a 7 1/2 percent rate, giving the IMF a 1/2 percent margin for administrative expenses. This would eliminate the principal repayment on any LDC debts exchanged, in addition to reducing the LDC interest cost by more than 50 percent, bringing immediate relief to LDC debtors. This would also put a 70 percent floor on all LDC debts, from the lender's balance sheet standpoint, and provide a way out for lenders whose capital or liquidity needs prevent their waiting for the long-range solutions to become effective, or a way out for many smaller banks who should not have entered this type of lending in the first instance - and who may want to take their loss - and get on with their other business. Citibank would probably not take advantage of such a facility, or would use it only in part, and probably will convert some of its LDC debts into capital investments in many countries. And it will make money by doing so. The large reserve it has established, will make this possible, without raising questions as to its strength. Others may have to await the long-term solution that a new international debt facility would offer, or take the loss that exists today. There is no quicker way. Above all, world growth must continue. The LDCs must have reasonable credit for their trade and capital needs. The banking system's strength and liquidity must be restored. And the IMF must not again lose control of the world's financial system, as it did when these debts were incurred.

LDC DEBT WOES AND THE BANKS

<div class="phx-topic abstract-wrapper">A widening spread between the West and East coasts comes as carriers have added fresh capacity, especially to Southern California, to take advantage of what had been a sharp jump in demand and rates following the US pause on higher tariffs against China.</div>

A widening spread between the West and East coasts comes as carriers have added fresh capacity, especially to Southern California, to take advantage of what had been a sharp jump in demand and rates following the US pause on higher tariffs against China.

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<div class="phx-topic">Spot ocean rates on the eastbound trans-Pacific are diverging sharply this week, with prices to the US West Coast softening amid a fresh capacity injection and the East Coast market still showing strength. Rates to the West Coast were $5,700 per FEU as of June 9, down 6% on the week, according to Platts, a sister company of the Journal of Commerce within S&amp;P Global. East Coast rates, meanwhile, were up 4% at $7,400 per FEU. The $1,700 spread between the coasts is the widest variance since late January and comes as ocean carriers have moved capacity to Asia-West Coast routes to take advantage of what had been <a href="https://www.joc.com/article/pause-on-tariffs-prompts-us-retailers-to-upgrade-summer-import-forecast-6022230">a sharp jump in demand and rates following the 90-day pause</a> announced May 12 by Trump administration on higher tariffs against China. “The rates for cargo coming into the Pacific Southwest are going down, but pricing to the US East Coast is actually going up,” Stephen A. Nothdurft, vice president of sales for North America at the forwarder MOL Consolidation Services, told the Journal of Commerce. “It’s due to all of these extra-loaders and services returning into rotation [to Los Angeles-Long Beach].” The spot rate variance between the two coasts is capacity-driven, Nothdurft said. “It’s a bit of an indication that the so-called ‘normal’ differential of $1,000 is all really based on supply and demand,” he said. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="e8c13a3e-9f5a-412f-8741-adbf5e1a7779"></dynamic-object></div>A carrier executive told the Journal of Commerce that carriers have been “way too aggressive” in <a href="https://www.joc.com/article/ocean-carriers-bring-in-more-trans-pacific-container-services-amid-rate-surge-6012725">adding capacity to the West Coast</a>, especially Southern California. Vessels leaving Asia for Los Angeles-Long Beach have been “half-full,” driving spot rates lower, the executive said. He added that despite what the indexes say, the spot rates that are actually moving cargo today to the Southern California gateway are $4,000 to $5,000 per FEU. <h3>East Coast volumes to build, then taper quickly </h3>A second carrier executive expects volumes will build to the East Coast in the coming weeks because retailers there must ship their holiday merchandise soon in order to have goods on the store shelves for the Black Friday sales on the day after Thanksgiving. “The volumes are going to be there,” the source said, adding carriers in the coming weeks are likely to add capacity to key East Coast gateways such as New York-New Jersey and Savannah. Despite the uncertainty over tariffs that is likely to continue into July for most Asian countries and into August for China, retailers importing through East Coast ports have to finalize their year-end holiday orders with factories in Asia and ship the merchandise soon, said Kevin Parkerson, an industry consultant and former logistics manager at national retailers. “For the East Coast, the deadline is early August,” Parkerson said. Forwarders say that with the extensive frontloading of product that has already taken place, it is likely the increased imports through the East Coast will taper off by late July. “Time will tell, but I’m not 100% confident in the East Coast extending its imports for very long,” said Jason Cook, CEO of Ardent Global Logistics. Contact Laura Robb at <a href="mailto:laura.robb@spglobal.com">laura.robb@spglobal.com.</a>Contact Bill Mongelluzzo at <a href="mailto:bill.mongelluzzo@spglobal.com">bill.mongelluzzo@spglobal.com</a></div>

Spot ocean rates on the eastbound trans-Pacific are diverging sharply this week, with prices to the US West Coast softening amid a fresh capacity injection and the East Coast market still showing strength. Rates to the West Coast were $5,700 per FEU as of June 9, down 6% on the week, according to Platts, a sister company of the Journal of Commerce within S&P Global. East Coast rates, meanwhile, were up 4% at $7,400 per FEU. The $1,700 spread between the coasts is the widest variance since late January and comes as ocean carriers have moved capacity to Asia-West Coast routes to take advantage of what had been a sharp jump in demand and rates following the 90-day pause announced May 12 by Trump administration on higher tariffs against China. “The rates for cargo coming into the Pacific Southwest are going down, but pricing to the US East Coast is actually going up,” Stephen A. Nothdurft, vice president of sales for North America at the forwarder MOL Consolidation Services, told the Journal of Commerce. “It’s due to all of these extra-loaders and services returning into rotation [to Los Angeles-Long Beach].” The spot rate variance between the two coasts is capacity-driven, Nothdurft said. “It’s a bit of an indication that the so-called ‘normal’ differential of $1,000 is all really based on supply and demand,” he said. A carrier executive told the Journal of Commerce that carriers have been “way too aggressive” in adding capacity to the West Coast , especially Southern California. Vessels leaving Asia for Los Angeles-Long Beach have been “half-full,” driving spot rates lower, the executive said. He added that despite what the indexes say, the spot rates that are actually moving cargo today to the Southern California gateway are $4,000 to $5,000 per FEU. East Coast volumes to build, then taper quickly A second carrier executive expects volumes will build to the East Coast in the coming weeks because retailers there must ship their holiday merchandise soon in order to have goods on the store shelves for the Black Friday sales on the day after Thanksgiving. “The volumes are going to be there,” the source said, adding carriers in the coming weeks are likely to add capacity to key East Coast gateways such as New York-New Jersey and Savannah. Despite the uncertainty over tariffs that is likely to continue into July for most Asian countries and into August for China, retailers importing through East Coast ports have to finalize their year-end holiday orders with factories in Asia and ship the merchandise soon, said Kevin Parkerson, an industry consultant and former logistics manager at national retailers. “For the East Coast, the deadline is early August,” Parkerson said. Forwarders say that with the extensive frontloading of product that has already taken place, it is likely the increased imports through the East Coast will taper off by late July. “Time will tell, but I’m not 100% confident in the East Coast extending its imports for very long,” said Jason Cook, CEO of Ardent Global Logistics. Contact Laura Robb at laura.robb@spglobal.com. Contact Bill Mongelluzzo at bill.mongelluzzo@spglobal.com

Container Shipping News

Port News

Container lines

Trans-Pacific

North American ports

Maritime

Asia-USWC spot rates weakening as vessel overcapacity takes hold

<div class="phx-topic abstract-wrapper">The railroad said the higher fees, which are temporary, are meant to keep terminals fluid amid the higher volume of imports expected to land in the US over the coming weeks.</div>

The railroad said the higher fees, which are temporary, are meant to keep terminals fluid amid the higher volume of imports expected to land in the US over the coming weeks.

<div class="phx-topic">Norfolk Southern Railway will temporarily increase storage fees on cargo owners who do not retrieve their containers promptly, a measure the railroad says is intended to preserve terminal fluidity amid an expected surge in freight volume. The higher storage fees, a form of demurrage, will apply to ocean containers available for pickup beginning July 7. NS said the storage fees will be rolled back to current levels once port activity slows down. Domestic intermodal loads are not affected. Under the fee structure, ocean containers left more than two days beyond the free-time window will incur daily penalties of $200 per day, double the standard $100 rate. The fee rises to $300 after six days, up from the usual $200. An importer that leaves a container at an NS terminal for seven days beyond the free-time allowance would pay $1,500 per box, compared with $900 under the standard storage scale. The free-time window won’t change. In major terminals, the shipper has the day of notification plus an additional 24 hours to get the container out without penalties. If NS notifies the shipper after 5 p.m. local time, the next calendar day is treated as the start of the free-time period. <h3>‘Well-positioned’ to handle volume surge </h3>Meanwhile, Norfolk Southern’s intermodal network has been steady so far this year. The railroad’s Intermodal traffic, both international and domestic containers, was up 3.5% through the end of May compared to the first five months of last year, according to data from the Association of American Railroads. ”If we have any kind of surge that folks have been talking about, we’re well-positioned to handle it,” Jason Zampi, NS’s CFO, said Tuesday at a Wells Fargo investors conference. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="46372146-c5b4-4ec6-b12b-784cbc5611a9"></dynamic-object></div>NS’s Intermodal Service Z-score, as measured by the Journal of Commerce, has hovered near zero, indicating service levels remain close to long-term norms dating back to 2017. The metric compares intermodal train speeds, intermodal trains holding, and loaded intermodal railcars idling for more than 48 hours each week compared with the railroad’s own historical averages, as reported to the US Surface Transportation Board. Intermodal train speeds have been faster than the long-term average in 12 of the first 22 weeks, while the number of loaded intermodal railcars sitting idle for more than 48 hours was evenly split—11 weeks above average, 11 below. Norfolk Southern in January introduced a <a href="https://www.joc.com/article/norfolk-southern-launches-appointment-system-at-landers-terminal-5934009">mandatory appointment system</a> at its Landers terminal in Chicago for retrieving ocean containers from terminal stacks. The new system may face its most significant test yet in the coming weeks. Contact Ari Ashe at <a href="mailto:ari.ashe@spglobal.com">ari.ashe@spglobal.com</a></div>

Norfolk Southern Railway will temporarily increase storage fees on cargo owners who do not retrieve their containers promptly, a measure the railroad says is intended to preserve terminal fluidity amid an expected surge in freight volume. The higher storage fees, a form of demurrage, will apply to ocean containers available for pickup beginning July 7. NS said the storage fees will be rolled back to current levels once port activity slows down. Domestic intermodal loads are not affected. Under the fee structure, ocean containers left more than two days beyond the free-time window will incur daily penalties of $200 per day, double the standard $100 rate. The fee rises to $300 after six days, up from the usual $200. An importer that leaves a container at an NS terminal for seven days beyond the free-time allowance would pay $1,500 per box, compared with $900 under the standard storage scale. The free-time window won’t change. In major terminals, the shipper has the day of notification plus an additional 24 hours to get the container out without penalties. If NS notifies the shipper after 5 p.m. local time, the next calendar day is treated as the start of the free-time period. ‘Well-positioned’ to handle volume surge Meanwhile, Norfolk Southern’s intermodal network has been steady so far this year. The railroad’s Intermodal traffic, both international and domestic containers, was up 3.5% through the end of May compared to the first five months of last year, according to data from the Association of American Railroads. ”If we have any kind of surge that folks have been talking about, we’re well-positioned to handle it,” Jason Zampi, NS’s CFO, said Tuesday at a Wells Fargo investors conference. NS’s Intermodal Service Z-score, as measured by the Journal of Commerce, has hovered near zero, indicating service levels remain close to long-term norms dating back to 2017. The metric compares intermodal train speeds, intermodal trains holding, and loaded intermodal railcars idling for more than 48 hours each week compared with the railroad’s own historical averages, as reported to the US Surface Transportation Board. Intermodal train speeds have been faster than the long-term average in 12 of the first 22 weeks, while the number of loaded intermodal railcars sitting idle for more than 48 hours was evenly split—11 weeks above average, 11 below. Norfolk Southern in January introduced a mandatory appointment system at its Landers terminal in Chicago for retrieving ocean containers from terminal stacks. The new system may face its most significant test yet in the coming weeks. Contact Ari Ashe at ari.ashe@spglobal.com

Intermodal providers

North-American rail

Norfolk Southern will raise container storage fees ahead of expected surge

<div class="phx-topic abstract-wrapper">A trio of bills would change US shipping law to reflect the current wariness surrounding China’s maritime industry and promote cargo preference for US fleets. </div>

A trio of bills would change US shipping law to reflect the current wariness surrounding China’s maritime industry and promote cargo preference for US fleets.

<div class="phx-topic">Congress is looking to change US shipping law to further insulate ports from China’s maritime influence while boosting the domestic maritime industry. Separately, the Trump administration said it is putting grants for ports and other projects on a fast track by removing regulatory rules placed on them by the Biden administration. The House of Representatives approved three bills on Monday that were sponsored by members of the House Transportation Committee. The bills, which all seek to amend US law that governs shipping, still need to be referred to the Senate for a vote. The bills include the Maritime Supply Chain Security Act, sponsored by Rep. David Rouzer (R-North Carolina). Rouzer’s bill would allow funds from the Maritime Administration’s Port Infrastructure Development Program (PIDP) to replace cranes or related software that was installed “by the People’s Republic of China or any department, ministry, center, agency, or instrumentality of the Government of the People’s Republic of China.” Under current law, PIDP grants are for “operational improvements” at ports, with no distinction as to the source of the equipment. Rep. Ken Calvert (R-California) sponsored a separate bill, called the Secure Our Ports Act, that would block any entity linked to China, Russia, North Korea or Iran from leasing or operating facilities at US ports. Any foreign transaction for a US-based asset already gets vetted through the Office of Foreign Asset Control under the Treasury Department. Rep. Salud Carbajal (D-California) sponsored the American Cargo for American Ships Act, which would require the Department of Transportation to use US commercial vessels for carrying 100% of the materials used in department-funded projects. Current US shipping law requires federal agencies to have at least half of the materials used in any project shipped on US vessels if such vessels “are available at fair and reasonable rates,” a similar condition outlined in Carbajal’s bill. As part of its efforts to remedy China’s dominance of the maritime industry, the US Trade Representative (USTR) proposed in February that <a href="https://www.joc.com/article/us-port-fees-could-hit-chinese-ships-under-trump-trade-proposal-5949409">an increasing portion of US exports be carried on US vessels</a>. However, the proposal was ultimately nixed in the USTR’s final list of remedies. The USTR is also considering <a href="https://www.joc.com/article/ports-look-to-delay-proposed-us-tariffs-on-chinese-made-cranes-6007628">a new set of tariffs on Chinese crane and port equipment</a>. <h3>Projects move forward after port grants advance</h3>Separately, the Department of Transportation (DOT) said in a statement Tuesday it had approved 76 infrastructure projects that were approved for unobligated grants under the Biden administration but not executed. The agency said it “ripped out burdensome” requirements for the projects that will now allow them to go forward. DOT said it has cleared about one-third of 3,200 projects from the previous administration. “This unprecedented backlog of unobligated grants delayed critical investments in communities across the country,” DOT said. Among the newly obligated grants are a $43 million PIDP grant from 2023 to build a marshalling area at the Sparrow Point project outside of the Port of Baltimore. DOT had previously freed up a $54 million grant award for the Northwest Seaport Alliance for expanding the Port of Tacoma’s Husky Terminal. Contact Michael Angell at <a href="mailto:michael.angell@spglobal.com ">michael.angell@spglobal.com</a>.</div>

Congress is looking to change US shipping law to further insulate ports from China’s maritime influence while boosting the domestic maritime industry. Separately, the Trump administration said it is putting grants for ports and other projects on a fast track by removing regulatory rules placed on them by the Biden administration. The House of Representatives approved three bills on Monday that were sponsored by members of the House Transportation Committee. The bills, which all seek to amend US law that governs shipping, still need to be referred to the Senate for a vote. The bills include the Maritime Supply Chain Security Act, sponsored by Rep. David Rouzer (R-North Carolina). Rouzer’s bill would allow funds from the Maritime Administration’s Port Infrastructure Development Program (PIDP) to replace cranes or related software that was installed “by the People’s Republic of China or any department, ministry, center, agency, or instrumentality of the Government of the People’s Republic of China.” Under current law, PIDP grants are for “operational improvements” at ports, with no distinction as to the source of the equipment. Rep. Ken Calvert (R-California) sponsored a separate bill, called the Secure Our Ports Act, that would block any entity linked to China, Russia, North Korea or Iran from leasing or operating facilities at US ports. Any foreign transaction for a US-based asset already gets vetted through the Office of Foreign Asset Control under the Treasury Department. Rep. Salud Carbajal (D-California) sponsored the American Cargo for American Ships Act, which would require the Department of Transportation to use US commercial vessels for carrying 100% of the materials used in department-funded projects. Current US shipping law requires federal agencies to have at least half of the materials used in any project shipped on US vessels if such vessels “are available at fair and reasonable rates,” a similar condition outlined in Carbajal’s bill. As part of its efforts to remedy China’s dominance of the maritime industry, the US Trade Representative (USTR) proposed in February that an increasing portion of US exports be carried on US vessels . However, the proposal was ultimately nixed in the USTR’s final list of remedies. The USTR is also considering a new set of tariffs on Chinese crane and port equipment . Projects move forward after port grants advance Separately, the Department of Transportation (DOT) said in a statement Tuesday it had approved 76 infrastructure projects that were approved for unobligated grants under the Biden administration but not executed. The agency said it “ripped out burdensome” requirements for the projects that will now allow them to go forward. DOT said it has cleared about one-third of 3,200 projects from the previous administration. “This unprecedented backlog of unobligated grants delayed critical investments in communities across the country,” DOT said. Among the newly obligated grants are a $43 million PIDP grant from 2023 to build a marshalling area at the Sparrow Point project outside of the Port of Baltimore. DOT had previously freed up a $54 million grant award for the Northwest Seaport Alliance for expanding the Port of Tacoma’s Husky Terminal. Contact Michael Angell at michael.angell@spglobal.com .

Transport, Trade and Regulation News

Port infrastructure

Congress takes aim at China’s maritime industry with new legislation

<div class="phx-topic abstract-wrapper">The lack of interoperability between a wide-ranging set of tracking hardware products presents an obstacle for customs authorities to overcome, a new report has found. </div>

The lack of interoperability between a wide-ranging set of tracking hardware products presents an obstacle for customs authorities to overcome, a new report has found.

<div class="phx-topic">Devices designed to secure and track international cargo face data security, legal and interoperability challenges, a new report from the World Customs Organization (WCO) said Tuesday. The report, Study Report on Smart Security Devices (SSDs), said connected device technologies such as smart locks, track-and-trace sensors and smart containers are playing a growing role in global logistics operations, which is impacting procedures used by customs authorities to verify cargo. WCO represents 186 customs administrations that collectively process approximately 98% of world trade. Among the findings in the report is that the lack of interoperability between device providers remains a challenge. “The absence of universal protocols for encryption, frequency usage and communication hinders seamless monitoring of cross-border operations,” the report said. “SSDs must navigate regulatory fragmentation, making widespread coverage difficult without coordinated global standards.” The WCO also said challenges exist, in particular, in coordinating investments across what it described as passive, semi-active and active technologies. Passive technologies include “entry-level security devices” that require no internal power and generally use radio frequency identification (RFID) tags and physical tamper-evident mechanisms, and are best suited for low-cost, low-maintenance applications. On the other end of the spectrum are advanced devices that rely on built-in GPS, real-time communication capabilities, encrypted data transmission and two-way network control. “While highly effective for real-time cargo monitoring and security alerts, they require ongoing battery management and face regulatory complexity in cross-border settings,” the report said. The report is intended to help customs authorities adapt to growing usage of smart devices and to take advantage of their presence in international supply chains. “With increasing trade volumes, customs administrations must be prepared to clear goods more efficiently without compromising on their commitment to protect society or disrupting international supply chains,” WCO Secretary-General Ian Saunders said in a statement accompanying the report. “The adoption of smart security devices by customs administrations represents a significant step forward in leveraging digital solutions to enhance the security of global supply chains.” Contact Eric Johnson at <a href="mailto:eric.johnson@spglobal.com">eric.johnson@spglobal.com</a>. </div>

Devices designed to secure and track international cargo face data security, legal and interoperability challenges, a new report from the World Customs Organization (WCO) said Tuesday. The report, Study Report on Smart Security Devices (SSDs), said connected device technologies such as smart locks, track-and-trace sensors and smart containers are playing a growing role in global logistics operations, which is impacting procedures used by customs authorities to verify cargo. WCO represents 186 customs administrations that collectively process approximately 98% of world trade. Among the findings in the report is that the lack of interoperability between device providers remains a challenge. “The absence of universal protocols for encryption, frequency usage and communication hinders seamless monitoring of cross-border operations,” the report said. “SSDs must navigate regulatory fragmentation, making widespread coverage difficult without coordinated global standards.” The WCO also said challenges exist, in particular, in coordinating investments across what it described as passive, semi-active and active technologies. Passive technologies include “entry-level security devices” that require no internal power and generally use radio frequency identification (RFID) tags and physical tamper-evident mechanisms, and are best suited for low-cost, low-maintenance applications. On the other end of the spectrum are advanced devices that rely on built-in GPS, real-time communication capabilities, encrypted data transmission and two-way network control. “While highly effective for real-time cargo monitoring and security alerts, they require ongoing battery management and face regulatory complexity in cross-border settings,” the report said. The report is intended to help customs authorities adapt to growing usage of smart devices and to take advantage of their presence in international supply chains. “With increasing trade volumes, customs administrations must be prepared to clear goods more efficiently without compromising on their commitment to protect society or disrupting international supply chains,” WCO Secretary-General Ian Saunders said in a statement accompanying the report. “The adoption of smart security devices by customs administrations represents a significant step forward in leveraging digital solutions to enhance the security of global supply chains.” Contact Eric Johnson at eric.johnson@spglobal.com .

Supply chain

Logistics Technology News

Cargo sensors present benefits, challenges for regulatory agencies: WCO

<div class="phx-topic abstract-wrapper">But all eyes are on the July 9 end to the 90-day pause on US tariffs that forwarders believe will determine the level of demand through the rest of the year.</div>

But all eyes are on the July 9 end to the 90-day pause on US tariffs that forwarders believe will determine the level of demand through the rest of the year.

<div class="phx-topic">Strong demand on Asia-Europe continues to hold up short-term rates that are being further supported by ocean carriers shifting capacity from the trade to the trans-Pacific following the US’ May 12 pause on sky-high China tariffs. But all eyes are on another date — July 9, the end of the 90-day pause on the so-called reciprocal tariffs the Trump administration levied on its non-China trading partners. Forwarders believe what happens after that will determine the level of demand on Asia-Europe routes in the second half of the year. Burkhard Eling, CEO of German forwarder Dachser, said shippers and forwarders were struggling to forecast demand for the rest of the year with the tariffs impacting trade lanes outside the trans-Pacific. “It all depends on what will happen on July 9,” Eling told the Journal of Commerce in an interview. “Everyone is preparing for this date and that will affect a lot of shipments in the second half, but predicting what will happen is nearly impossible.” A Hapag-Lloyd spokesperson said the peak season has already started on Asia-Europe, with solid demand on the westbound trade lane. The peak shipping period on the trade typically runs from June to China’s “Golden Week” in the first week of October. “Demand is stronger on the Med trades, as capacity has been pulled out by the competition,” the spokesperson told the Journal of Commerce Tuesday. But he conceded that forward visibility was challenging because of the unpredictability in the market. Eling also cited the uncertainty moving forward. “If somebody says he knows there will be a peak season, I would love to have his crystal ball,” he said. “I wouldn’t say the classic seasonality is gone, but with all the tariffs and the complications, I don’t expect a big season in the second half.” <h3>Record capacity to be deployed in July </h3>The latest Asia-to-Europe volume data from Container Trades Statistics (CTS) is for April, when 1.64 million TEUs were transported westward, an increase of 8.6% year over year and a 6% gain from March. When the North Europe and Mediterranean destinations are separated, Asia-North Europe volume rose 6.6% year over year in April to 1 million TEUs, while Asia-Mediterranean volume was up 11.1% at 641,690 TEUs. In the first four months of 2025, total Asia-Europe volume was up 9% year over year at 6.13 million TEUs, with the Asia-North Europe segment rising 6.6% to 3.72 million TEUs and Asia-Mediterranean surging 12.14% to 2.4 million TEUs, according to CTS. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="3319784d-75e8-4a04-a4e6-0497fdd266f3"></dynamic-object></div>Data from rate benchmarking platform Xeneta shows the four-week rolling average capacity offered on Asia-Europe reached a record 346,000 TEUs on June 5, higher than at any point during the pandemic. “But as the extra loaders that brought an all-time high level of capacity to the Asia-North Europe trade are now needed back on the trans-Pacific, the short-term contracts are rising in early and mid-June,” Peter Sand, chief analyst at Xeneta, told the Journal of Commerce Tuesday. Blank sailings are also increasing on Asia-Europe, with data from visibility provider eeSea showing 86,241 TEUs will be cut in July, up from 80,000 TEUs in June. But at the same time, a record 1.15 million TEUs in capacity will be deployed in July. Despite being awash with capacity, rates are staying aloft because of the robust demand combined with ships exiting to the trans-Pacific and capacity still being absorbed by the ongoing diversions around southern Africa. Spot rates from Asia to North Europe this week rose to $2,800 per FEU, up almost 15% from the previous week, according to Platts, a sister company of the Journal of Commerce within S&amp;P Global. Asia-Mediterranean rates were up 3.7% at $4,500/FEU. Xeneta’s index has the Asia-North Europe rates flat at $2,419/FEU this week, while Drewry’s World Container Index shows rates from Shanghai to Rotterdam up 32% on the previous week and Shanghai-Genoa rates up 38%. “A lot of carriers are moving their tonnage back to the trans-Pacific trade and the overcapacity we had is diminishing while booking strength is increasing,” said Tom Turner, head of ocean for Europe, the Middle East and Africa at Toll Group. <h3>Confident carriers raising rates </h3>The supply-demand dynamics are giving carriers the confidence to introduce rate increases to the market, Turner noted. Following the June 1 freight-all-kinds (FAK) increases that led to a sharp rise in rates, some ocean carriers have announced rate hikes and peak season surcharges for June 15. “The carriers might be overly ambitious and shooting a bit higher than what they’re realistically hoping to achieve, but at the same time, I wouldn’t feel comfortable advising a customer that the rates are going to go down,” Turner said. “We are in a tight enough market to say that the carriers will be able to defend some of the increases,” he added.<div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="76717833-8467-4d6f-a836-ffe18c5dc893"></dynamic-object></div>Matthias Hansen, senior vice president of global ocean freight at France-based forwarder Geodis, also pointed to carriers shifting tonnage back to the trans-Pacific to take advantage of the high rates from China to the US. “There is something like 28 extra loaders moving out of Asia-Europe and I expect a shortage of equipment will emerge because there is such a big pull towards the US,” he told the Journal of Commerce. Hansen said although he was surprised at the strength of the Asia-Europe demand, he expects the strong volume will continue for “at least another two to three months.” Eling attributed part of the current rising demand to the fact that when the US imposed 145% tariffs on China and shippers paused orders, Chinese producers quickly looked for new markets and Asia-Europe was the biggest one. That led to rising demand on the trade that continued even after the mid-May pause. “When you consider [145%] tariffs from the US, Chinese producers need to find different markets to place their goods, and of course, Europe is a big market,” he said. “This is the natural consequence of the tariffs that we are seeing in the demand.” Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

Strong demand on Asia-Europe continues to hold up short-term rates that are being further supported by ocean carriers shifting capacity from the trade to the trans-Pacific following the US’ May 12 pause on sky-high China tariffs. But all eyes are on another date — July 9, the end of the 90-day pause on the so-called reciprocal tariffs the Trump administration levied on its non-China trading partners. Forwarders believe what happens after that will determine the level of demand on Asia-Europe routes in the second half of the year. Burkhard Eling, CEO of German forwarder Dachser, said shippers and forwarders were struggling to forecast demand for the rest of the year with the tariffs impacting trade lanes outside the trans-Pacific. “It all depends on what will happen on July 9,” Eling told the Journal of Commerce in an interview. “Everyone is preparing for this date and that will affect a lot of shipments in the second half, but predicting what will happen is nearly impossible.” A Hapag-Lloyd spokesperson said the peak season has already started on Asia-Europe, with solid demand on the westbound trade lane. The peak shipping period on the trade typically runs from June to China’s “Golden Week” in the first week of October. “Demand is stronger on the Med trades, as capacity has been pulled out by the competition,” the spokesperson told the Journal of Commerce Tuesday. But he conceded that forward visibility was challenging because of the unpredictability in the market. Eling also cited the uncertainty moving forward. “If somebody says he knows there will be a peak season, I would love to have his crystal ball,” he said. “I wouldn’t say the classic seasonality is gone, but with all the tariffs and the complications, I don’t expect a big season in the second half.” Record capacity to be deployed in July The latest Asia-to-Europe volume data from Container Trades Statistics (CTS) is for April, when 1.64 million TEUs were transported westward, an increase of 8.6% year over year and a 6% gain from March. When the North Europe and Mediterranean destinations are separated, Asia-North Europe volume rose 6.6% year over year in April to 1 million TEUs, while Asia-Mediterranean volume was up 11.1% at 641,690 TEUs. In the first four months of 2025, total Asia-Europe volume was up 9% year over year at 6.13 million TEUs, with the Asia-North Europe segment rising 6.6% to 3.72 million TEUs and Asia-Mediterranean surging 12.14% to 2.4 million TEUs, according to CTS. Data from rate benchmarking platform Xeneta shows the four-week rolling average capacity offered on Asia-Europe reached a record 346,000 TEUs on June 5, higher than at any point during the pandemic. “But as the extra loaders that brought an all-time high level of capacity to the Asia-North Europe trade are now needed back on the trans-Pacific, the short-term contracts are rising in early and mid-June,” Peter Sand, chief analyst at Xeneta, told the Journal of Commerce Tuesday. Blank sailings are also increasing on Asia-Europe, with data from visibility provider eeSea showing 86,241 TEUs will be cut in July, up from 80,000 TEUs in June. But at the same time, a record 1.15 million TEUs in capacity will be deployed in July. Despite being awash with capacity, rates are staying aloft because of the robust demand combined with ships exiting to the trans-Pacific and capacity still being absorbed by the ongoing diversions around southern Africa. Spot rates from Asia to North Europe this week rose to $2,800 per FEU, up almost 15% from the previous week, according to Platts, a sister company of the Journal of Commerce within S&P Global. Asia-Mediterranean rates were up 3.7% at $4,500/FEU. Xeneta’s index has the Asia-North Europe rates flat at $2,419/FEU this week, while Drewry’s World Container Index shows rates from Shanghai to Rotterdam up 32% on the previous week and Shanghai-Genoa rates up 38%. “A lot of carriers are moving their tonnage back to the trans-Pacific trade and the overcapacity we had is diminishing while booking strength is increasing,” said Tom Turner, head of ocean for Europe, the Middle East and Africa at Toll Group. Confident carriers raising rates The supply-demand dynamics are giving carriers the confidence to introduce rate increases to the market, Turner noted. Following the June 1 freight-all-kinds (FAK) increases that led to a sharp rise in rates, some ocean carriers have announced rate hikes and peak season surcharges for June 15. “The carriers might be overly ambitious and shooting a bit higher than what they’re realistically hoping to achieve, but at the same time, I wouldn’t feel comfortable advising a customer that the rates are going to go down,” Turner said. “We are in a tight enough market to say that the carriers will be able to defend some of the increases,” he added. Matthias Hansen, senior vice president of global ocean freight at France-based forwarder Geodis, also pointed to carriers shifting tonnage back to the trans-Pacific to take advantage of the high rates from China to the US. “There is something like 28 extra loaders moving out of Asia-Europe and I expect a shortage of equipment will emerge because there is such a big pull towards the US,” he told the Journal of Commerce. Hansen said although he was surprised at the strength of the Asia-Europe demand, he expects the strong volume will continue for “at least another two to three months.” Eling attributed part of the current rising demand to the fact that when the US imposed 145% tariffs on China and shippers paused orders, Chinese producers quickly looked for new markets and Asia-Europe was the biggest one. That led to rising demand on the trade that continued even after the mid-May pause. “When you consider [145%] tariffs from the US, Chinese producers need to find different markets to place their goods, and of course, Europe is a big market,” he said. “This is the natural consequence of the tariffs that we are seeing in the demand.” Contact Greg Knowler at greg.knowler@spglobal.com .

Asia-Europe

Robust demand emerges on Asia-Europe ocean trade as peak season begins

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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

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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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Filling the Supply Chain Education Gap with LTL Education Courses

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