<div class="phx-topic abstract-wrapper">A trucker advocacy group at the Port of New York and New Jersey is preparing to launch a system to track terminal turn times in an effort to prod terminals into reducing delays.</div>

A trucker advocacy group at the Port of New York and New Jersey is preparing to launch a system to track terminal turn times in an effort to prod terminals into reducing delays.

<div>The main trucker advocacy group at the Port of New York and New Jersey is preparing to launch a satellite-based system to compile data on truck turn times at the port’s five main terminals in an effort to prod terminals into reducing delays.The Association of Bi-State Motor Carriers in recent weeks has tested the system with information from 800 to 900 trucks fitted with global positioning system devices. The data are used to measure queue times outside gates and the time that vehicles spend inside terminals.Association officials hope the data will highlight concerns about the difficulties their drivers endure when...

The main trucker advocacy group at the Port of New York and New Jersey is preparing to launch a satellite-based system to compile data on truck turn times at the port’s five main terminals in an effort to prod terminals into reducing delays. The Association of Bi-State Motor Carriers in recent weeks has tested the system with information from 800 to 900 trucks fitted with global positioning system devices. The data are used to measure queue times outside gates and the time that vehicles spend inside terminals. Association officials hope the data will highlight concerns about the difficulties their drivers endure when taking containers in and out of the nation’s third-busiest port. Sporadic bouts of congestion and delays in recent years have routinely increased queue and turn time at some terminals to well above an hour on the best days, and often to several hours. “It’s not about pointing fingers, it’s about improving efficiency,” said Lisa Yakomin, spokesperson for the association. “That’s all we are looking for. We are not looking to call people out … It’s a tool for our members.” The initiative echoes those at other ports , in particular on the West Coast, where truckers enacted GPS-based systems three years ago and have found some terminal operators responsive to problems underscored by the data. Shippers have also paid to receive the data, finding it useful in planning their supply chain. The Port of New York and New Jersey’s Council on Port Performance has discussed ways to reduce congestion and ease truck backups. The problem has become more critical as container volumes have surged and the port prepares to cope with the arrival of larger ships and the intense, short-duration stress on resources, labor, and traffic they bring. A pilot program for an appointment system aimed at smoothing the arrival of trucks throughout the day rather than in bunches at certain periods was set to start Thursday, but was postponed for technical reasons. The start date has yet to be rescheduled. Two other council proposals, extended gate times and a port-wide chassis pool , have yet to come to fruition. The trucking association’s system gathers data from member companies' GPS-based fleet tracking systems, which monitor each truck’s path through virtual “geofences” that mark the boundaries of the marine terminals and three near-dock chassis depots. The “fences” include the approach to the gates so the GPS catches the wait time before trucks enter the terminal. The system documents the time at which each truck's GPS system passes through the “fences” on arrival and departure, and combines the information from all participating trucking companies into an aggregated average of the total turn time for each terminal. Association members have for several years compiled a monthly evaluation of the wait times at each terminal, grading each from A to F based on the trucking companies’ perceptions. An A is given if there is “minimal” delay, a D goes for a wait of more than an hour and an F is awarded for an “unacceptable … prolonged” wait. Those evaluations are published in the association newsletter and provided to terminals, some of which questioned their accuracy, Yakomin said. “They still question it, because they say, ‘How do you know your members are giving a proper evaluation? What if they are angry at the terminal, and they just want to give them an F every month?’” Yakomin said. She noted that the grading system has checks in place to remove anomalies. “We approach the terminal. We say, ‘Listen — this is our data. Let’s talk about it,’ if we see the service drop below an acceptable level. They (the terminals) are members. We reach out and talk to them.” She said the GPS data so far has matched the members’ evaluations, demonstrating their accuracy. However, although the association believes that all terminals compile their own figures, only one — Global Container Terminals, the operator of the Bayonne and Staten Island terminals — has provided them for comparison with the association evaluations. On the West Coast, turn times at the 13 terminals of the ports of Long Beach and Los Angeles are calculated through two systems: PierPass, which is compiled for the terminals and measures only the time spent within their boundaries, and a system created for the Harbor Trucking Association. Both systems look at queue times as well as the time spent inside the terminal. Weston LaBar, executive director of the Harbor Trucking Association, said the organization’s GPS-based system has had a significant impact since its launch three years ago. The system initially provided a monthly report on turn times. It was enhanced six months ago to provide real-time data. It’s now used by beneficial cargo owners, trucking companies, terminals, government agencies, and others, LaBar said. Aside from turn-time averages, the system provides trends and allows trucking companies to track their own vehicles and compare their turn times to the averages, LaBar said. “We felt that the individual terminals were routinely under-reporting what they felt the turn times were,” LaBar said. “It allowed us to show what the problems were. And what’s been really great is we have had some marine terminals that have really stepped up to the plate. They have taken a lot of ownership of this data, and they have put a lot of efficiencies in place that have helped them continue to drive down the turn times pretty consistently.” Contact Hugh R. Morley at Hugh.Morley@ihsmarkit.com and follow him on Twitter: @HughRMorley_JOC .

Marine terminals

NY-NJ port truckers ready to use GPS to measure turn times

<div class="phx-topic abstract-wrapper">Tailwind Shipping, which emerged during the pandemic as a vessel operating arm of retailer Lidl, has enabled booking and shipment management tools within CargoWise, the widely used forwarding software platform.</div>

Tailwind Shipping, which emerged during the pandemic as a vessel operating arm of retailer Lidl, has enabled booking and shipment management tools within CargoWise, the widely used forwarding software platform.

Feature image

<div class="phx-topic">Tailwind Shipping Lines, the vessel operating arm of supermarket retailer Lidl, said Wednesday it has integrated with CargoWise, the widely used forwarding software platform owned by WiseTech Global. The move links CargoWise to a key customer segment that WiseTech has recently chased since acquiring software provider E2open in May 2025. The integration with Tailwind enables forwarders to access within CargoWise the ocean booking, confirmation and management features for shipments moving on Tailwind vessels. That includes access to Tailwind’s schedules, dynamic rates and capacity, as well as the ability to digitally modify bookings without leaving CargoWise. “The direct integration with CargoWise removes manual steps from the process and ensures data consistency from start to finish,” Nico Peters, vice president of commercial management at Tailwind, said in a statement. “It is a smarter, more digital shipping experience built around speed and accuracy, which exactly mirrors Tailwind’s key characteristics.” Lidl launched Tailwind in 2022 amid global capacity constraints stemming from pandemic-induced container demand. The subsidiary has remained in business even as demand has normalized and now sells capacity to forwarders. It primarily handles the containerized transport of non-food goods, originally exclusively for Lidl, but now also for other customers. Tailwind operates three liner services: the Panda Express Service (PAX) between China and the Mediterranean; the Tiger Express Service (TEX) between Bangladesh, Malaysia, Vietnam, and Sri Lanka; and the European short-sea operator Dolphin Express Service (DEX), which transports goods between Barcelona in Spain and Moerdijk in the Netherlands. Those services are built around schedule reliability by focusing on minimal port calls at smaller ports. <h3>May extend to rail, inland services </h3>While Tailwind is a container line, its affiliation with one of Europe’s largest retailers is notable, given WiseTech’s $2.1 billion acquisition of E2open in 2022. E2open’s customer base is largely shippers, and analysts have speculated since the transaction that WiseTech would target shippers more directly in the years ahead, given it already has the vast majority of the world’s forwarders as customers for its transportation management, customs compliance and accounting tools. “More than 99% of the world’s ocean freight managed through CargoWise can be electronically booked directly with shipping lines and [non-vessel-operating common carriers],” Bjorn Schwarz, WiseTech’s integration and transformation manager, said in the statement. “Transparent real-time data sharing enables Tailwind to optimize their planning and capacity management and quickly act on market changes.” Schwarz said Tailwind customers using CargoWise benefit from a simplified booking experience that removes double data entry, eliminates unnecessary emails, reduces human errors, and enhances visibility and productivity. The companies said the plan is to extend the integration to eventually cover Tailwind’s rail and inland transport services. Contact Eric Johnson at <a href="mailto:eric.johnson@spglobal.com">eric.johnson@spglobal.com</a>.</div>

Tailwind Shipping Lines, the vessel operating arm of supermarket retailer Lidl, said Wednesday it has integrated with CargoWise, the widely used forwarding software platform owned by WiseTech Global.  The move links CargoWise to a key customer segment that WiseTech has recently chased since acquiring software provider E2open in May 2025.  The integration with Tailwind enables forwarders to access within CargoWise the ocean booking, confirmation and management features for shipments moving on Tailwind vessels. That includes access to Tailwind’s schedules, dynamic rates and capacity, as well as the ability to digitally modify bookings without leaving CargoWise.  “The direct integration with CargoWise removes manual steps from the process and ensures data consistency from start to finish,” Nico Peters, vice president of commercial management at Tailwind, said in a statement. “It is a smarter, more digital shipping experience built around speed and accuracy, which exactly mirrors Tailwind’s key characteristics.”  Lidl launched Tailwind in 2022 amid global capacity constraints stemming from pandemic-induced container demand. The subsidiary has remained in business even as demand has normalized and now sells capacity to forwarders. It primarily handles the containerized transport of non-food goods, originally exclusively for Lidl, but now also for other customers.  Tailwind operates three liner services: the Panda Express Service (PAX) between China and the Mediterranean; the Tiger Express Service (TEX) between Bangladesh, Malaysia, Vietnam, and Sri Lanka; and the European short-sea operator Dolphin Express Service (DEX), which transports goods between Barcelona in Spain and Moerdijk in the Netherlands. Those services are built around schedule reliability by focusing on minimal port calls at smaller ports.  May extend to rail, inland services  While Tailwind is a container line, its affiliation with one of Europe’s largest retailers is notable, given WiseTech’s $2.1 billion acquisition of E2open in 2022. E2open’s customer base is largely shippers, and analysts have speculated since the transaction that WiseTech would target shippers more directly in the years ahead, given it already has the vast majority of the world’s forwarders as customers for its transportation management, customs compliance and accounting tools.  “More than 99% of the world’s ocean freight managed through CargoWise can be electronically booked directly with shipping lines and [non-vessel-operating common carriers],” Bjorn Schwarz, WiseTech’s integration and transformation manager, said in the statement. “Transparent real-time data sharing enables Tailwind to optimize their planning and capacity management and quickly act on market changes.”  Schwarz said Tailwind customers using CargoWise benefit from a simplified booking experience that removes double data entry, eliminates unnecessary emails, reduces human errors, and enhances visibility and productivity.  The companies said the plan is to extend the integration to eventually cover Tailwind’s rail and inland transport services.  Contact Eric Johnson at  eric.johnson@spglobal.com .

Container lines

Forwarding

Asia-Europe

Logistics Technology News

Shipper-turned-carrier integrates with CargoWise to target forwarder business

<div class="phx-topic abstract-wrapper">Canada’s eastern-most port has completed the final phase of a project that has added a new berth and increased track capacity for handling intermodal rail. </div>

Canada’s eastern-most port has completed the final phase of a project that has added a new berth and increased track capacity for handling intermodal rail.

<div class="phx-topic">Canada’s Port of Saint John has completed a four-year project to upgrade its marine terminal that will quadruple its container handling capability; allow it to handle large, post-Panamax ships; and provide more intermodal rail capacity. The Port of Saint John said Tuesday that the C$247 million project at DP World’s Westside terminal was completed in December. The two-phase project — <a href="https://www.joc.com/article/saint-john-attracts-42-million-to-increase-port-capacity-5224858">funded primarily by the port along with the province of New Brunswick and Canada’s Transport Ministry</a> — has brought Saint John’s nominal capacity to 800,000 TEUs, up from 150,000 TEUs in 2021. The main feature of the work, part of the project’s first phase, is an additional 1,131-foot berth with a 56-foot depth alongside, allowing Saint John to handle vessels of 10,000 TEUs or larger. The largest ship that currently calls Saint John is approximately 7,000 TEUs. Saint John said it also increased laydown and yard space at the terminal. The terminal will also have expanded track capacity for building longer intermodal train blocks, making it capable of building blocks of roughly 8,000 feet, up from the original 3,000-foot length. The Port of Saint John is served primarily by Canadian Pacific Kansas City (CPKC), which has the shortest track distance between the port and eastern Canada’s major cities. But it also has service from Canadian National, as well as southbound connections into the US via CSX Transportation. The port said completion of the first phase of the project has already resulted in a 400% year-over-year increase in its container throughput, to 240,000 TEUs in 2025. Aligns with federal investment plan Although planned years ahead of time, Saint John’s terminal upgrades <a href="https://www.joc.com/article/canada-looks-for-new-container-gateways-for-decoupling-from-us-6122714">are aligned with the Canadian government’s goal announced in November</a> of investing C$5 billion in trade infrastructure, the port’s statement said. The investments in new trade infrastructure stem from Canada’s move to lessen its trade reliance on the US. Saint John “is a national asset that will help move more Canadian goods to global markets, more efficiently and reliably,” Canada’s Minister of Transport Steve MacKinnon said in the statement. Saint John primarily serves Canada’s trans-Atlantic trade, with vessel transits from European ports making up the majority of its vessel calls, according to data from Sea-web, a sister product of the Journal of Commerce within S&amp;P Global. The port also serves as a gateway for eastern Canada’s north-south trades with South America and the Caribbean. Saint John is also boosting its cold-chain capacity, <a href="https://www.joc.com/article/americold-adding-port-saint-john-warehouse-as-part-of-cpkc-alliance-5933184">with Americold building a refrigerated warehouse</a> just outside the port that will connect to CPKC’s network. Contact Michael Angell at <a href="mailto:michael.angell@spglobal.com">michael.angell@spglobal.com</a>.</div>

Canada’s Port of Saint John has completed a four-year project to upgrade its marine terminal that will quadruple its container handling capability; allow it to handle large, post-Panamax ships; and provide more intermodal rail capacity. The Port of Saint John said Tuesday that the C$247 million project at DP World’s Westside terminal was completed in December. The two-phase project — funded primarily by the port along with the province of New Brunswick and Canada’s Transport Ministry — has brought Saint John’s nominal capacity to 800,000 TEUs, up from 150,000 TEUs in 2021. The main feature of the work, part of the project’s first phase, is an additional 1,131-foot berth with a 56-foot depth alongside, allowing Saint John to handle vessels of 10,000 TEUs or larger. The largest ship that currently calls Saint John is approximately 7,000 TEUs. Saint John said it also increased laydown and yard space at the terminal. The terminal will also have expanded track capacity for building longer intermodal train blocks, making it capable of building blocks of roughly 8,000 feet, up from the original 3,000-foot length. The Port of Saint John is served primarily by Canadian Pacific Kansas City (CPKC), which has the shortest track distance between the port and eastern Canada’s major cities. But it also has service from Canadian National, as well as southbound connections into the US via CSX Transportation. The port said completion of the first phase of the project has already resulted in a 400% year-over-year increase in its container throughput, to 240,000 TEUs in 2025. Aligns with federal investment plan Although planned years ahead of time, Saint John’s terminal upgrades are aligned with the Canadian government’s goal announced in November of investing C$5 billion in trade infrastructure, the port’s statement said. The investments in new trade infrastructure stem from Canada’s move to lessen its trade reliance on the US. Saint John “is a national asset that will help move more Canadian goods to global markets, more efficiently and reliably,” Canada’s Minister of Transport Steve MacKinnon said in the statement. Saint John primarily serves Canada’s trans-Atlantic trade, with vessel transits from European ports making up the majority of its vessel calls, according to data from Sea-web, a sister product of the Journal of Commerce within S&P Global. The port also serves as a gateway for eastern Canada’s north-south trades with South America and the Caribbean. Saint John is also boosting its cold-chain capacity, with Americold building a refrigerated warehouse just outside the port that will connect to CPKC’s network. Contact Michael Angell at michael.angell@spglobal.com .

Port News

North American ports

Container Shipping News

Maritime

Canada’s Port of Saint John ready for larger ships, more containers

<div class="phx-topic abstract-wrapper">The rapidly unfolding situation in Iran and threatened US military action there is posing a “real and significant” risk that attacks on merchant shipping in the region will resume, according to the head of the Global Shippers’ Forum. </div>

The rapidly unfolding situation in Iran and threatened US military action there is posing a “real and significant” risk that attacks on merchant shipping in the region will resume, according to the head of the Global Shippers’ Forum. 

<div class="phx-topic">Plans by ocean carriers to step up their resumption of Red Sea transits should be put on hold with escalating protests in Iran and direct military intervention threatened by the US representing a real security risk to the region, the Global Shippers’ Forum (GSF) warned Wednesday. While attacks on commercial shipping by Iran-sponsored Houthi militants in Yemen have quieted since October when a ceasefire was agreed to between Israel and Hamas, the rapidly unfolding situation in Iran could easily change that, GSF Director James Hookham said. “The risk of the Houthi resuming attacks on merchant shipping as a political response to any foreign intervention in Iran must be real and significant,” Hookham told the Journal of Commerce. Ocean carriers have been increasing their transits via the Suez and Red Sea recently, encouraged by the absence of Houthi attacks that began in late 2023 and forced lengthy diversions around southern Africa. A Red Sea diversion tracker launched Wednesday by maritime consultancy Drewry found that over the past few weeks some major carriers have joined their smaller regional counterparts in routing vessels through the Red Sea. Their data shows 26 container ships — the highest number in five weeks — sailed through the Suez Canal in the week ended Jan. 11. Lars Jensen, CEO of Vespucci Maritime and a Journal of Commerce contributor, said of the major carriers, CMA CGM was leading the pack and has been gradually increasing the number of services it operates through the Red Sea.  “The only two main Asia-Europe services that still don't fully use the Red Sea are their FAL1 and FAL3, where they go through on the backhaul but not on the head-haul,” Jensen told a webinar organized by visibility provider . "Maersk has had two trial shipments, one on Dec. 19 and another this week, calling them trial shipments,” he added. “They won't say when the next ones are, but it's clear that they are testing the waters.” Maersk has <a href="Maersk set to resume regular Suez transits on India-USEC 'MECL' loop: sources | Journal of Commerce">actually finalized operational plans to reinstate regular sailings</a> on its India-US East Coast “MECL” network to the traditional — and significantly shorter — Red Sea/Suez Canal route following the two uneventful trial passages over the past month, multiple sources told the Journal of Commerce. The normal schedule will take effect with a late January or early February vessel departure out of India.Hookham, however, noted that carriers have made it clear they would not return until the risks were almost negligible because they would not want to resume sailings and then be forced to re-divert back around southern Africa. "They set a very high bar for a return, virtually requiring ‘peace in the Middle East’ before they go back,” he said. “If they resume despite the situation in Iran, my question is why did they not return three months ago when the risk situation was probably lower than it is now?” US threats should be taken seriously Human rights groups report thousands of dead in Tehran’s crackdown on the protests, sparking a response from US President Donald Trump, who promised “help is on the way” with his national security team meeting Wednesday to discuss options.  What form any US intervention will take was not disclosed, but Hookham said the overt threats of military intervention by the US should be taken seriously following Washington’s capture and removal of Venezuelan President Nicolás Maduro on Jan. 3. “All I have heard are the heavily qualified statements by Houthi spokespeople at the end of last year saying they would cease their attacks for now but will maintain their readiness and capabilities should the current situation change,” Hookham said. “There must be a very high risk it’s about to.” What is certain is that a heavily disrupted period will accompany a widescale return of voyages to the Red Sea and Suez, whenever it comes, with Jensen saying shippers can count on congestion across European hubs, soaring rates and plunging reliability until vessel schedules stabilize. “An inevitable effect is the first vessels that go through the Suez will overtake some of the vessels going around Africa, and that is going to create congestion issues up in Europe,” he said, pointing to the congestion and high rates that followed the start of the Red Sea attacks in late 2023.  How severe the congestion becomes depends on how rapidly carriers switch to the shorter route, but Jensen said the slow transition planned by carriers is likely to fail, largely because of shipper behavior. “It is likely quite a few shippers are going to prioritize the sudden ability to have their cargo moved on the shorter route where there will be a sharp increase in demand and a drop in demand for the services going around Africa,” Jensen told the webinar.  The rising demand for the Suez route will lead to an increase in rates, while carriers will need to shift capacity to the shorter route faster than planned to handle the volume, he noted. "If you look over the last two years at the ongoing Red Sea crisis, rapid changes in freight rates were the name of the game, and it can happen in just one or two weeks where rates expand by a few $1,000 per container,” Jensen said. “We might see similar moves here, with a huge arbitrage suddenly between the short and the longer routes.”  Another change Jensen said shippers should consider in their supply chain planning is that during the transition from the around-Africa voyages to Suez transits, vessel schedule reliability will drop by 30 to 35 percentage points. As the new networks fall into place, the on-time performance will gradually begin to recover to levels in place before the Houthi attacks began, he noted. “But once we are through this extremely turbulent changeover period and things have again stabilized, we will be in a state of global overcapacity,” Jensen warned. “There is no doubt about that.”  Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

Plans by ocean carriers to step up their resumption of Red Sea transits should be put on hold with escalating protests in Iran and direct military intervention threatened by the US representing a real security risk to the region, the Global Shippers’ Forum (GSF) warned Wednesday.  While attacks on commercial shipping by Iran-sponsored Houthi militants in Yemen have quieted since October when a ceasefire was agreed to between Israel and Hamas, the rapidly unfolding situation in Iran could easily change that, GSF Director James Hookham said.  “The risk of the Houthi resuming attacks on merchant shipping as a political response to any foreign intervention in Iran must be real and significant,” Hookham told the Journal of Commerce.  Ocean carriers have been increasing their transits via the Suez and Red Sea recently, encouraged by the absence of Houthi attacks that began in late 2023 and forced lengthy diversions around southern Africa.  A Red Sea diversion tracker launched Wednesday by maritime consultancy Drewry found that over the past few weeks some major carriers have joined their smaller regional counterparts in routing vessels through the Red Sea. Their data shows 26 container ships — the highest number in five weeks — sailed through the Suez Canal in the week ended Jan. 11.  Lars Jensen, CEO of Vespucci Maritime and a Journal of Commerce contributor, said of the major carriers, CMA CGM was leading the pack and has been gradually increasing the number of services it operates through the Red Sea.   “The only two main Asia-Europe services that still don't fully use the Red Sea are their FAL1 and FAL3, where they go through on the backhaul but not on the head-haul,” Jensen told a webinar organized by visibility provider .  "Maersk has had two trial shipments, one on Dec. 19 and another this week, calling them trial shipments,” he added. “They won't say when the next ones are, but it's clear that they are testing the waters.”  Maersk has actually finalized operational plans to reinstate regular sailings on its India-US East Coast “MECL” network to the traditional — and significantly shorter — Red Sea/Suez Canal route following the two uneventful trial passages over the past month, multiple sources told the Journal of Commerce. The normal schedule will take effect with a late January or early February vessel departure out of India. Hookham, however, noted that carriers have made it clear they would not return until the risks were almost negligible because they would not want to resume sailings and then be forced to re-divert back around southern Africa.  "They set a very high bar for a return, virtually requiring ‘peace in the Middle East’ before they go back,” he said. “If they resume despite the situation in Iran, my question is why did they not return three months ago when the risk situation was probably lower than it is now?”  US threats should be taken seriously  Human rights groups report thousands of dead in Tehran’s crackdown on the protests, sparking a response from US President Donald Trump, who promised “help is on the way” with his national security team meeting Wednesday to discuss options.   What form any US intervention will take was not disclosed, but Hookham said the overt threats of military intervention by the US should be taken seriously following Washington’s capture and removal of Venezuelan President Nicolás Maduro on Jan. 3.  “All I have heard are the heavily qualified statements by Houthi spokespeople at the end of last year saying they would cease their attacks for now but will maintain their readiness and capabilities should the current situation change,” Hookham said. “There must be a very high risk it’s about to.”  What is certain is that a heavily disrupted period will accompany a widescale return of voyages to the Red Sea and Suez, whenever it comes, with Jensen saying shippers can count on congestion across European hubs, soaring rates and plunging reliability until vessel schedules stabilize.  “An inevitable effect is the first vessels that go through the Suez will overtake some of the vessels going around Africa, and that is going to create congestion issues up in Europe,” he said, pointing to the congestion and high rates that followed the start of the Red Sea attacks in late 2023.   How severe the congestion becomes depends on how rapidly carriers switch to the shorter route, but Jensen said the slow transition planned by carriers is likely to fail, largely because of shipper behavior.  “It is likely quite a few shippers are going to prioritize the sudden ability to have their cargo moved on the shorter route where there will be a sharp increase in demand and a drop in demand for the services going around Africa,” Jensen told the webinar.   The rising demand for the Suez route will lead to an increase in rates, while carriers will need to shift capacity to the shorter route faster than planned to handle the volume, he noted.  "If you look over the last two years at the ongoing Red Sea crisis, rapid changes in freight rates were the name of the game, and it can happen in just one or two weeks where rates expand by a few $1,000 per container,” Jensen said. “We might see similar moves here, with a huge arbitrage suddenly between the short and the longer routes.”   Another change Jensen said shippers should consider in their supply chain planning is that during the transition from the around-Africa voyages to Suez transits, vessel schedule reliability will drop by 30 to 35 percentage points. As the new networks fall into place, the on-time performance will gradually begin to recover to levels in place before the Houthi attacks began, he noted.  “But once we are through this extremely turbulent changeover period and things have again stabilized, we will be in a state of global overcapacity,” Jensen warned. “There is no doubt about that.”   Contact Greg Knowler at  greg.knowler@spglobal.com . 

Regional security risk too high to consider Red Sea return: Global shipper group 

<div class="phx-topic abstract-wrapper">The move follows the successful trial transits of the Maersk Sebarok in December and the Maersk Denver, which sailed through the waterway this week.</div>

The move follows the successful trial transits of the Maersk Sebarok in December and the Maersk Denver, which sailed through the waterway this week.

<div class="phx-topic">Maersk has finalized operational plans to reinstate regular sailings on its India-US East Coast “MECL” network to the traditional — and significantly shorter — Red Sea/Suez Canal route following two uneventful trial passages over the past month, multiple sources told the Journal of Commerce. The normal schedule will take effect with a late January or early February vessel departure out of India. “The MECL is going to go via the Suez on a permanent basis soon,” said a Maersk Middle East executive who did not want to be identified. Officially, the carrier declined to confirm details of the India/Suez plans when contacted by the Journal of Commerce. “We cannot comment on specific vessels’ schedules and potential deviations,” Maersk said. Following the successful transit of the Maersk Sebarok through the Suez and Red Sea in December, the carrier sent the Maersk Denver through the waterway this week; both vessels are part of the MECL service linking India to the US East Coast (USEC) and are not part of the Gemini Cooperation alliance between Maersk and Hapag-Lloyd.<div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="ae1df54b-4003-46b5-a8c3-e0d35707e941"></dynamic-object></div>Major carriers have mostly avoided the Red Sea and Suez Canal since late 2023 when Houthi militants operating in Yemen began their attacks on commercial shipping to protest Israel’s move into Gaza. The weekly MECL features three ports of call out of West India — Mundra, Pipavav and Nhava Sheva. But the Danish liner has declared omissions to Mundra and Pipavav on two upcoming MECL voyages, the Maersk Hartford in Week 3 and the Maersk Chicago in Week 5. Grape cargo bookings for Europe Although Maersk <a href="https://www.joc.com/article/unexpected-margin-boost-in-q3-2025-to-lift-ocean-carriers-full-year-results-drewry-6151976">in a Jan. 12 customer advisory reiterated a “stepwise approach”</a> toward resuming Red Sea/Suez transits, there are other market signals on its firm Suez transit plans. Freight forwarder executives in Mumbai who spoke with the Journal of Commerce said the carrier has begun accepting grape cargo bookings from West India to Europe via the Suez that it is estimated will give shippers a six-day transit gain on average relative to the longer Cape of Good Hope passage, which is significant for perishables trades. Maersk will also move Indian grape containers on MECL vessels at Nhava Sheva for transshipment out of Salalah, Oman, to Rotterdam, sources said. But Maersk in a response to a Journal of Commerce query, said it had not started loading Europe cargo from India on the MECL. “We will explore it when the official [routing] changes happen,” the carrier said. The specialized reefer-centric Indian grape export trade has been a high-stakes bet for Maersk, even though it suffered marginal market share setbacks in the last season due to increased competition from Hapag-Lloyd. The Suez offering seems to be a strategic effort to regain lost volumes. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="56199e2b-5df4-468f-a149-b18ae7c32e51"></dynamic-object></div>Meanwhile, all major India-USEC carriers have reported strong cargo lifts in the current week, with most vessels overbooked due to tighter capacity stemming from smaller vessel deployments and blank sailings. CMA CGM’s first Suez-based “Indamex” westbound voyage, the CMA CGM Verdi that has an estimated departure of Jan. 17 from Nhava Sheva, has also closed bookings ahead of its declared gate cutoff, according to forwarder sources. Exports from India to the US East Coast have been on a steady decline since the middle of last year amid the tariff spat between Washington and New Delhi. Volumes into the USEC were 67,490 TEUs in November, down from 93,160 TEUs in August, according to data from PIERS, a sister product of the Journal of Commerce within S&amp;P Global. Spot rates on the trade, meanwhile, were pegged at $1,300 per FEU as of Jan. 13 by Platts, a sister company of the Journal of Commerce. That is down from $1,400 per FEU a month ago. Contact Bency Mathew at <a href="mailto:bencyvmathew@gmail.com">bencyvmathew@gmail.com.</a></div>

Maersk has finalized operational plans to reinstate regular sailings on its India-US East Coast “MECL” network to the traditional — and significantly shorter — Red Sea/Suez Canal route following two uneventful trial passages over the past month, multiple sources told the Journal of Commerce. The normal schedule will take effect with a late January or early February vessel departure out of India. “The MECL is going to go via the Suez on a permanent basis soon,” said a Maersk Middle East executive who did not want to be identified. Officially, the carrier declined to confirm details of the India/Suez plans when contacted by the Journal of Commerce. “We cannot comment on specific vessels’ schedules and potential deviations,” Maersk said. Following the successful transit of the Maersk Sebarok through the Suez and Red Sea in December, the carrier sent the Maersk Denver through the waterway this week; both vessels are part of the MECL service linking India to the US East Coast (USEC) and are not part of the Gemini Cooperation alliance between Maersk and Hapag-Lloyd. Major carriers have mostly avoided the Red Sea and Suez Canal since late 2023 when Houthi militants operating in Yemen began their attacks on commercial shipping to protest Israel’s move into Gaza. The weekly MECL features three ports of call out of West India — Mundra, Pipavav and Nhava Sheva. But the Danish liner has declared omissions to Mundra and Pipavav on two upcoming MECL voyages, the Maersk Hartford in Week 3 and the Maersk Chicago in Week 5. Grape cargo bookings for Europe Although Maersk in a Jan. 12 customer advisory reiterated a “stepwise approach” toward resuming Red Sea/Suez transits, there are other market signals on its firm Suez transit plans. Freight forwarder executives in Mumbai who spoke with the Journal of Commerce said the carrier has begun accepting grape cargo bookings from West India to Europe via the Suez that it is estimated will give shippers a six-day transit gain on average relative to the longer Cape of Good Hope passage, which is significant for perishables trades. Maersk will also move Indian grape containers on MECL vessels at Nhava Sheva for transshipment out of Salalah, Oman, to Rotterdam, sources said. But Maersk in a response to a Journal of Commerce query, said it had not started loading Europe cargo from India on the MECL. “We will explore it when the official [routing] changes happen,” the carrier said. The specialized reefer-centric Indian grape export trade has been a high-stakes bet for Maersk, even though it suffered marginal market share setbacks in the last season due to increased competition from Hapag-Lloyd. The Suez offering seems to be a strategic effort to regain lost volumes. Meanwhile, all major India-USEC carriers have reported strong cargo lifts in the current week, with most vessels overbooked due to tighter capacity stemming from smaller vessel deployments and blank sailings. CMA CGM’s first Suez-based “Indamex” westbound voyage, the CMA CGM Verdi that has an estimated departure of Jan. 17 from Nhava Sheva, has also closed bookings ahead of its declared gate cutoff, according to forwarder sources. Exports from India to the US East Coast have been on a steady decline since the middle of last year amid the tariff spat between Washington and New Delhi. Volumes into the USEC were 67,490 TEUs in November, down from 93,160 TEUs in August, according to data from PIERS, a sister product of the Journal of Commerce within S&P Global. Spot rates on the trade, meanwhile, were pegged at $1,300 per FEU as of Jan. 13 by Platts, a sister company of the Journal of Commerce. That is down from $1,400 per FEU a month ago. Contact Bency Mathew at bencyvmathew@gmail.com.

International ports

Maersk set to resume regular Suez transits on India-USEC ‘MECL’ loop – sources

<div class="phx-topic abstract-wrapper">Cooperation in the form of steel-wheel interchange has fallen out of fashion as railroads have become less willing to do the necessary work that is intrinsic in the swap of volume on rail, according to Larry Gross.</div>

Cooperation in the form of steel-wheel interchange has fallen out of fashion as railroads have become less willing to do the necessary work that is intrinsic in the swap of volume on rail, according to Larry Gross.

<div class="phx-topic">Since the announcement of the proposed acquisition of Norfolk Southern (NS) by Union Pacific (UP), there has been a strong focus on interline intermodal. Questions are being asked as to what volume might be unlocked by greater connectivity. New interline services are being announced. Merger proponents say that single-line service is the only avenue to capturing more intermodal share. That may be true. But a big reason is that the willingness of railroads to cooperate on interline intermodal has declined over time. <div class="wrapper-narrow float-right-element"><img src="/images/phoenix/6152070_0.1.jpg"></img></div>Each week, the Association of American Railroads (AAR) publishes two figures for each reporting railroad: the number of intermodal loads originated on that railroad, and the number of intermodal loads received by that railroad in interchange. Typically, the eastern rails receive a greater percentage of their volume in interchange, while the western rails originate a greater percentage. However, the sum of all loads received each week can be compared to the sum of all loads originated to determine the percentage of total intermodal activity that involves more than one railroad. The chart performs such a calculation on the AAR data dating back to 2005. The analysis clearly shows that the percentage of intermodal loads interchanged has undergone a long-term decline. In 2005, the percentage of interchanged loaded units was nearly 22%. Most recently, it has been running in the low 15% range. The percentage of loads interchanged has dropped by one-third. Clearly, cooperation, in the form of steel-wheel interchange, has fallen out of fashion. Railroads have become less willing to do the necessary work that is intrinsic in the interchange of volume on rail. Run-through trains have become scarcer. Why? Surely, precision scheduled railroading, in the form of the laser focus of railroads regarding lowering the operating ratio (OR), has played a role. The railroads have demonstrated an inability to increase volume, and rates are capped by the truck competition. The only way to lower the OR is to take out cost. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="f32c5756-9464-49af-91df-7028b9136c88"></dynamic-object></div>Putting together blocks for steel-wheel interchange requires switching, and therefore, generates costs. However, there is no direct revenue offset to the switching function performed for a connecting carrier. It is an easy decision to eliminate the steel-wheel handoff with its attendant switching costs and rely on a rubber tire transfer at the interchange point. The railroad’s cost is reduced while the revenue is retained. However, that’s not the end of the story. While the individual railroad’s cost is lower, the cost of the door-to-door intermodal move is undoubtedly raised by the inclusion of two additional terminal lifts plus the expensive crosstown dray. Costs are transferred from the railroad to the user. Some moves have been able to withstand this added cost pressure, but other moves have surely gone back to the highway. In recent times, mergers — both completed (CPKC) and announced (UP/NS) — have triggered competitive interline services in response. Examples include the Canadian National/UP/Ferromex Falcon Service between Canada and Mexico, and various recent BNSF/CSX joint services. However, we haven’t yet seen an uptick in the interchange percentage. But supply chains don’t pivot on a dime. Change generally takes time. Perhaps we will soon see the beginning of a grand reversal in this trend, and greater cooperation will become the new standard. Larry Gross is president and founder of Gross Transportation Consulting. Contact him at <a href="mailto:lawrencejgross@gmail.com">lawrencejgross@gmail.com.</a></div>

Since the announcement of the proposed acquisition of Norfolk Southern (NS) by Union Pacific (UP), there has been a strong focus on interline intermodal. Questions are being asked as to what volume might be unlocked by greater connectivity. New interline services are being announced. Merger proponents say that single-line service is the only avenue to capturing more intermodal share. That may be true. But a big reason is that the willingness of railroads to cooperate on interline intermodal has declined over time. Each week, the Association of American Railroads (AAR) publishes two figures for each reporting railroad: the number of intermodal loads originated on that railroad, and the number of intermodal loads received by that railroad in interchange. Typically, the eastern rails receive a greater percentage of their volume in interchange, while the western rails originate a greater percentage. However, the sum of all loads received each week can be compared to the sum of all loads originated to determine the percentage of total intermodal activity that involves more than one railroad. The chart performs such a calculation on the AAR data dating back to 2005. The analysis clearly shows that the percentage of intermodal loads interchanged has undergone a long-term decline. In 2005, the percentage of interchanged loaded units was nearly 22%. Most recently, it has been running in the low 15% range. The percentage of loads interchanged has dropped by one-third. Clearly, cooperation, in the form of steel-wheel interchange, has fallen out of fashion. Railroads have become less willing to do the necessary work that is intrinsic in the interchange of volume on rail. Run-through trains have become scarcer. Why? Surely, precision scheduled railroading, in the form of the laser focus of railroads regarding lowering the operating ratio (OR), has played a role. The railroads have demonstrated an inability to increase volume, and rates are capped by the truck competition. The only way to lower the OR is to take out cost. Putting together blocks for steel-wheel interchange requires switching, and therefore, generates costs. However, there is no direct revenue offset to the switching function performed for a connecting carrier. It is an easy decision to eliminate the steel-wheel handoff with its attendant switching costs and rely on a rubber tire transfer at the interchange point. The railroad’s cost is reduced while the revenue is retained. However, that’s not the end of the story. While the individual railroad’s cost is lower, the cost of the door-to-door intermodal move is undoubtedly raised by the inclusion of two additional terminal lifts plus the expensive crosstown dray. Costs are transferred from the railroad to the user. Some moves have been able to withstand this added cost pressure, but other moves have surely gone back to the highway. In recent times, mergers — both completed (CPKC) and announced (UP/NS) — have triggered competitive interline services in response. Examples include the Canadian National/UP/Ferromex Falcon Service between Canada and Mexico, and various recent BNSF/CSX joint services. However, we haven’t yet seen an uptick in the interchange percentage. But supply chains don’t pivot on a dime. Change generally takes time. Perhaps we will soon see the beginning of a grand reversal in this trend, and greater cooperation will become the new standard. Larry Gross is president and founder of Gross Transportation Consulting. Contact him at lawrencejgross@gmail.com.

North-American rail

Intermodal providers

Surface

Intermodal cooperation on rails has declined amid cost pressures

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