<div class="phx-topic abstract-wrapper">The pending departure of Ports America and its joint-venture partner Terminal Investment Ltd. from Oakland will give the port an opportunity to more efficiently utilize its terminal assets and possibly to re-purpose land for non-container uses, executive director Chris Lytle said Thursday.
 
 </div>

The pending departure of Ports America and its joint-venture partner Terminal Investment Ltd. from Oakland will give the port an opportunity to more efficiently utilize its terminal assets and possibly to re-purpose land for non-container uses, executive director Chris Lytle said Thursday.

<div>The pending departure of <a>Ports America</a> and its joint-venture partner Terminal Investment Ltd. from <a>Oakland</a> will give the port an opportunity to more efficiently utilize its terminal assets and possibly to re-purpose land for non-container uses, executive director Chris Lytle said Thursday.“There are too many acres devoted to container operations. We now have a chance to reset,” Lytle said in his annual state of the port presentation.Container ports across the country face similar decisions as carriers operating <a>mega-ships</a> carrying containers from as many as a half-dozen lines consolidate their port calls in fewer gateways that are able to provide larger,...

The pending departure of Ports America and its joint-venture partner Terminal Investment Ltd. from Oakland will give the port an opportunity to more efficiently utilize its terminal assets and possibly to re-purpose land for non-container uses, executive director Chris Lytle said Thursday. “There are too many acres devoted to container operations. We now have a chance to reset,” Lytle said in his annual state of the port presentation. Container ports across the country face similar decisions as carriers operating mega-ships carrying containers from as many as a half-dozen lines consolidate their port calls in fewer gateways that are able to provide larger, modern terminals. Ports America this week announced the company and its joint-venture partner TIL will vacate Oakland’s Outer Harbor in March for business reasons. Lytle said the port is moving quickly to redistribute that terminal’s business among other terminals. “We’ve identified a new home for 90 percent of the cargo that must be relocated,” he said. As for the remainder of the business, “there is a good solution for that cargo, and we’ll get there,” Lytle said. In order to relocate ship calls to other terminals, the port will work with the terminal operators and the International Longshore and Warehouse Union on equipment needs, extending gate hours, ensuring sufficient labor and establishing off-dock sites for container drop-offs, including a Central Valley depot for agricultural products. Land within the harbor area is not a problem because the other terminals have excess capacity, Lytle said. What is challenging is addressing truck surges at the terminal gates. Oakland the past two years has struggled with long wait times at the terminal gates. Oakland is different than the much larger port complex in Los Angeles-Long Beach, where every terminal has on-dock rail, and containerized imports outnumber exports by about two to one. The Southern California ports move about 30 percent of their volume via on-dock intermodal rail, which relieves the gates of thousands of truck moves each day. Oakland is more balanced, with exports slightly exceeding imports. In 2015, for example, port statistics showed that Oakland handled 858,151 loaded 20-foot-equivalent units of exports and 844,234 TEUs of imported containers. Most of the containers move into and out of the port by truck. That is one reason why truckers have as many gate problems, if not more, than their counterparts in Los Angeles-Long Beach, even though the total volume that is handled in Oakland is much less. Lytle said the port is addressing these issues with completion of a new rail yard that will add 44,000 feet of new track scheduled for the second quarter, and construction of a 370,000 square-foot Cool Port Logistics facility with a capacity to handle up to 35 rail cars per day filled with chilled beef, pork, poultry and other perishables from the interior. Agricultural exporters in California and throughout the country that ship through Oakland are also working with the port in this time of transition, said Peter Friedmann, executive director of the Agriculture Transportation Coalition . “We will continue to work with the port to build capacity and options for shippers,” Friedmann said. Lytle said the port will ask the Board of Commissioners for approval to help finance transition costs, with the possibility of using the funding to provide performance incentives during the initial period of cargo migration. “We must bring service levels up to meet the need,” he said. Contact Bill Mongelluzzo at bill.mongelluzzo@ihs.com and follow him on Twitter: @billmongelluzzo

North American ports

Oakland port: Exit of terminal operators will allow better asset efficiency

<div class="phx-topic abstract-wrapper">Domestic intermodal volumes have been stagnant on partner BNSF Railway out of Los Angeles, likely dulling the justification for the original $1,500 fee.</div>

Domestic intermodal volumes have been stagnant on partner BNSF Railway out of Los Angeles, likely dulling the justification for the original $1,500 fee.

Feature image

<div class="phx-topic">More than a month after imposing a $1,500 peak season surcharge that frustrated some targeted shippers moving goods out of Southern California, J.B. Hunt Transport Services has cut the fee by nearly half, several customers told the Journal of Commerce. The surcharge is primarily directed at retailers moving holiday merchandise in the third quarter. In recent weeks, J.B. Hunt has lowered the fee to roughly $800 per container, according to several shippers who did not want to be identified. J.B. Hunt did not respond to a request for comment. “J.B. Hunt told us that they re-evaluated and were able to work with BNSF to more efficiently reposition capacity to Los Angeles for any surge,” one J.B. Hunt customer said. J.B. Hunt’s decision to lower its surcharge might be related to the volume of the domestic intermodal shipments it handles. BNSF Railway, its exclusive West Coast partner, has seen stronger gains in international intermodal shipments than in domestic shipments during a recent uptick in port volumes in Los Angeles and Long Beach. International shipments rose more than 20% last week in Southern California compared with two months ago, according to data provider RailState. But BNSF’s domestic intermodal has been largely flat since January. J.B. Hunt reported that transcontinental intermodal freight — i.e. anything originating or terminating on the West Coast — declined 1% year over year in the second quarter. Since J.B. Hunt is BNSF’s largest domestic intermodal customer, the data suggests much of the same for J.B. Hunt in the third quarter. <h3>UP implemented its own surcharge </h3>After J.B. Hunt’s <a href="https://www.joc.com/article/jb-hunt-hits-some-shippers-with-big-surcharges-in-southern-california-6043454">initial announcement</a>, competitors introduced their own surcharges ranging from $300 to $900 per container, including one by Union Pacific Railroad for shippers using non-asset brokers. <a href="https://www.joc.com/article/up-seeks-surcharges-amid-intermodal-volumes-surge-6062080">UP is charging</a> $300 per container on high-volume shippers and $500 per box on low-volume shippers on excess freight in Southern California. Union Pacific has posted stronger results, with domestic intermodal in Southern California up nearly 20% last week compared with two months ago, according to RailState. UP partners Hub Group and Schneider National described July demand in Southern California as robust during recent quarterly earnings calls. Even with the increase in volume, intermodal service out of Southern California has remained stable. Both BNSF and UP have reported faster train speeds, fewer trains being held and a decline in idle railcars compared with their weekly averages since 2017, according to the US Surface Transportation Board. Contact Ari Ashe at <a href="mailto:ari.ashe@spglobal.com">ari.ashe@spglobal.com</a></div>

More than a month after imposing a $1,500 peak season surcharge that frustrated some targeted shippers moving goods out of Southern California, J.B. Hunt Transport Services has cut the fee by nearly half, several customers told the Journal of Commerce. The surcharge is primarily directed at retailers moving holiday merchandise in the third quarter. In recent weeks, J.B. Hunt has lowered the fee to roughly $800 per container, according to several shippers who did not want to be identified. J.B. Hunt did not respond to a request for comment. “J.B. Hunt told us that they re-evaluated and were able to work with BNSF to more efficiently reposition capacity to Los Angeles for any surge,” one J.B. Hunt customer said. J.B. Hunt’s decision to lower its surcharge might be related to the volume of the domestic intermodal shipments it handles. BNSF Railway, its exclusive West Coast partner, has seen stronger gains in international intermodal shipments than in domestic shipments during a recent uptick in port volumes in Los Angeles and Long Beach. International shipments rose more than 20% last week in Southern California compared with two months ago, according to data provider RailState. But BNSF’s domestic intermodal has been largely flat since January. J.B. Hunt reported that transcontinental intermodal freight — i.e. anything originating or terminating on the West Coast — declined 1% year over year in the second quarter. Since J.B. Hunt is BNSF’s largest domestic intermodal customer, the data suggests much of the same for J.B. Hunt in the third quarter. UP implemented its own surcharge After J.B. Hunt’s initial announcement , competitors introduced their own surcharges ranging from $300 to $900 per container, including one by Union Pacific Railroad for shippers using non-asset brokers. UP is charging $300 per container on high-volume shippers and $500 per box on low-volume shippers on excess freight in Southern California. Union Pacific has posted stronger results, with domestic intermodal in Southern California up nearly 20% last week compared with two months ago, according to RailState. UP partners Hub Group and Schneider National described July demand in Southern California as robust during recent quarterly earnings calls. Even with the increase in volume, intermodal service out of Southern California has remained stable. Both BNSF and UP have reported faster train speeds, fewer trains being held and a decline in idle railcars compared with their weekly averages since 2017, according to the US Surface Transportation Board. Contact Ari Ashe at ari.ashe@spglobal.com

Intermodal providers

Rail News

J.B. Hunt reduces peak season surcharge on Southern California moves

<div class="phx-topic abstract-wrapper">With 70% of its volume moving under spot rates, there was no escape from the volatile US-China tariff battle.</div>

With 70% of its volume moving under spot rates, there was no escape from the volatile US-China tariff battle.

<div class="phx-topic">Zim Integrated Shipping Services’ heavy exposure to the trans-Pacific spot market dragged down its revenue, earnings and volume in a tariff-disrupted second quarter. While the carrier doubles down on cost controls and improving its fleet management, there was no escape from the volatile US-China tariff war with 70% of its volume exposed to spot rates. “It has been an unpredictable 2025 so far, with wide swings in freight rates, but we are confident in our competitive position in the industry,” Eli Glickman, Zim’s president and CEO, told analysts during an earnings call Wednesday. Following a good start to the year, the next three months for Zim were highly disruptive as US tariffs on China were increased to 145% in early April, causing rates to tumble amid an abrupt halt to cargo bookings. Then in early May, the White House announced a 90-day pause on tariffs, which led to a rush to load cargo and soaring rates. Zim’s average spot rates in the second quarter fell 12% to $1,479 per TEU, while volume dropped 6% to 895,000 TEUs. Those combined to push revenue down 15% year over year to $1.64 billion. Earnings before interest, taxes, depreciation and amortization (EBITDA) fell 38% to $472 million, EBIT of $149 million was down 69%, and net profit of $24 million plummeted 94% compared to the same quarter last year, Zim said. Despite the battered balance sheet, Zim’s executives remained confident in their outlook, raising the lower range of the carrier’s full-year profit expectations. Zim now expects to generate EBITDA of between $1.8 billion and $2.2 billion (up from a previous forecast of $1.6 billion to $2.2 billion), and EBIT of $550 million to $950 million (compared to $350 million to $950 million previously). <h3>Late-quarter surge in rates </h3>The new outlook reflects a lag in second quarter rates that rose sharply following the US’ 90-day pause on China tariffs, which will bolster third-quarter earnings, according to Zim CFO Xavier Destriau. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="2c8b6ebc-0a77-4206-b047-7f98dae05cb8"></dynamic-object></div>"The surge in rates that we experienced towards the second half of the second quarter were only partially recorded in Q2 and some of those rates and bills of lading will find their way into the third quarter,” Destriau told the Journal of Commerce in an interview. “We don’t have high expectations of a strong peak season in Q3, but we’ve benefited from strong volume in July and that will be stabilizing in a way,” he added. “Year over year, we don’t expect volume to fade, but we don't expect a build-up of volume and rates might remain depressed.” Destriau said that scenario would likely prevail into the fourth quarter. Zim executives highlighted the carrier’s capacity management flexibility, pointing out that the renewal of 12 chartered vessels whose contracts expire in the second half of the year and 22 vessels up for renewal next year would depend on demand. Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

Zim Integrated Shipping Services’ heavy exposure to the trans-Pacific spot market dragged down its revenue, earnings and volume in a tariff-disrupted second quarter. While the carrier doubles down on cost controls and improving its fleet management, there was no escape from the volatile US-China tariff war with 70% of its volume exposed to spot rates. “It has been an unpredictable 2025 so far, with wide swings in freight rates, but we are confident in our competitive position in the industry,” Eli Glickman, Zim’s president and CEO, told analysts during an earnings call Wednesday. Following a good start to the year, the next three months for Zim were highly disruptive as US tariffs on China were increased to 145% in early April, causing rates to tumble amid an abrupt halt to cargo bookings. Then in early May, the White House announced a 90-day pause on tariffs, which led to a rush to load cargo and soaring rates. Zim’s average spot rates in the second quarter fell 12% to $1,479 per TEU, while volume dropped 6% to 895,000 TEUs. Those combined to push revenue down 15% year over year to $1.64 billion. Earnings before interest, taxes, depreciation and amortization (EBITDA) fell 38% to $472 million, EBIT of $149 million was down 69%, and net profit of $24 million plummeted 94% compared to the same quarter last year, Zim said. Despite the battered balance sheet, Zim’s executives remained confident in their outlook, raising the lower range of the carrier’s full-year profit expectations. Zim now expects to generate EBITDA of between $1.8 billion and $2.2 billion (up from a previous forecast of $1.6 billion to $2.2 billion), and EBIT of $550 million to $950 million (compared to $350 million to $950 million previously). Late-quarter surge in rates The new outlook reflects a lag in second quarter rates that rose sharply following the US’ 90-day pause on China tariffs, which will bolster third-quarter earnings, according to Zim CFO Xavier Destriau. "The surge in rates that we experienced towards the second half of the second quarter were only partially recorded in Q2 and some of those rates and bills of lading will find their way into the third quarter,” Destriau told the Journal of Commerce in an interview. “We don’t have high expectations of a strong peak season in Q3, but we’ve benefited from strong volume in July and that will be stabilizing in a way,” he added. “Year over year, we don’t expect volume to fade, but we don't expect a build-up of volume and rates might remain depressed.” Destriau said that scenario would likely prevail into the fourth quarter. Zim executives highlighted the carrier’s capacity management flexibility, pointing out that the renewal of 12 chartered vessels whose contracts expire in the second half of the year and 22 vessels up for renewal next year would depend on demand. Contact Greg Knowler at greg.knowler@spglobal.com .

Container Shipping News

Container lines

Trans-Pacific

Maritime

Trans-Pacific spot market exposure drags down Zim’s Q2 earnings

<div class="phx-topic abstract-wrapper">US ports want the federal government to increase the amount set aside for infrastructure grants in the DOT’s next budget, saying ports are an integral part of the nation’s road and rail network. </div>

US ports want the federal government to increase the amount set aside for infrastructure grants in the DOT’s next budget, saying ports are an integral part of the nation’s road and rail network.

<div class="phx-topic">US ports are asking to be included in funding as Congress starts its review of spending priorities for roads and rail, with a request that the amount of federal funding set aside for port infrastructure projects be more than quadrupled from its previous level. Department of Transportation (DOT) Secretary Sean Duffy announced in July his agency is working with Congress on the next surface transportation reauthorization (STR) bill, the multi-year budget plan for the DOT’s various subagencies to fund long-term projects. The Biden administration last set aside $1.2 trillion in 2021’s Infrastructure Investment and Jobs Act for the last STR, with that funding set to expire in September 2026.While projects dealing with highways, truckers, railroads and pipelines are regularly included in the STR, ports are usually not, the American Association of Port Authorities (AAPA) said in a letter sent Tuesday to the DOT. Specifically, the AAPA wants the next STR to set aside $10.9 billion for the Port Infrastructure Development Program (PIDP), which received $2.25 billion in the 2021 law. Prior to the 2021 funding, PIDP grants were issued from the block grants given to states by the DOT. AAPA said the new higher amount reflects actual demand for PIDP funding. The program has received $12 billion in requests for project funding, but has only issued $2.7 billion in grants since 2019. Providing more funds for the program would also unleash more money from states and other sources, the AAPA said, since PIDP grants typically cover 50% of a project’s cost. “Ports are international gateways to the nation’s highways, railroads, and pipelines,” the AAPA letter said. “To fund and regulate these critical freight corridors while excluding the ports that make them run is an unfortunate oversight. AAPA calls on Congress and DOT to provide equal weight to the port industry alongside other modes of transportation in STR.”The AAPA also requested that multi-modal grant programs for which ports are eligible also receive more funding under the next STR bill. And it urged the DOT to make ports eligible for grants issued under the National Highway Freight Program, which typically goes to long-haul truck routes but does nothing for roads outside of ports.The request for PIDP funding nearly matches the $13 billion funding gap that inland waterways and ports will face through 2033, according to an April report from the American Society of Civil Engineers (ASCE). Its 2025 report card on America’s infrastructure gave ports a “B” grade, making ports the highest scorer. Railroads received a B-, while roads and aviation received D+ grades. Contact Michael Angell at <a href="mailto: michael.angell@spglobal.com">michael.angell@spglobal.com</a> </div>

US ports are asking to be included in funding as Congress starts its review of spending priorities for roads and rail, with a request that the amount of federal funding set aside for port infrastructure projects be more than quadrupled from its previous level. Department of Transportation (DOT) Secretary Sean Duffy announced in July his agency is working with Congress on the next surface transportation reauthorization (STR) bill, the multi-year budget plan for the DOT’s various subagencies to fund long-term projects. The Biden administration last set aside $1.2 trillion in 2021’s Infrastructure Investment and Jobs Act for the last STR, with that funding set to expire in September 2026. While projects dealing with highways, truckers, railroads and pipelines are regularly included in the STR, ports are usually not, the American Association of Port Authorities (AAPA) said in a letter sent Tuesday to the DOT. Specifically, the AAPA wants the next STR to set aside $10.9 billion for the Port Infrastructure Development Program (PIDP), which received $2.25 billion in the 2021 law. Prior to the 2021 funding, PIDP grants were issued from the block grants given to states by the DOT. AAPA said the new higher amount reflects actual demand for PIDP funding. The program has received $12 billion in requests for project funding, but has only issued $2.7 billion in grants since 2019. Providing more funds for the program would also unleash more money from states and other sources, the AAPA said, since PIDP grants typically cover 50% of a project’s cost. “Ports are international gateways to the nation’s highways, railroads, and pipelines,” the AAPA letter said. “To fund and regulate these critical freight corridors while excluding the ports that make them run is an unfortunate oversight. AAPA calls on Congress and DOT to provide equal weight to the port industry alongside other modes of transportation in STR.” The AAPA also requested that multi-modal grant programs for which ports are eligible also receive more funding under the next STR bill. And it urged the DOT to make ports eligible for grants issued under the National Highway Freight Program, which typically goes to long-haul truck routes but does nothing for roads outside of ports. The request for PIDP funding nearly matches the $13 billion funding gap that inland waterways and ports will face through 2033, according to an April report from the American Society of Civil Engineers (ASCE). Its 2025 report card on America’s infrastructure gave ports a “B” grade, making ports the highest scorer. Railroads received a B-, while roads and aviation received D+ grades. Contact Michael Angell at michael.angell@spglobal.com

Port infrastructure

US ports look to DOT to close big funding gap for project grants

<div class="phx-topic abstract-wrapper">New carrier services improved connections between Hamburg and the Mediterranean, Middle East, Asia and India, while hinterland traffic has continued to develop.</div>

New carrier services improved connections between Hamburg and the Mediterranean, Middle East, Asia and India, while hinterland traffic has continued to develop.

<div class="phx-topic">Germany’s Port of Hamburg has reported a 9.3% increase in first-half container volume as increasing trade with Asia and the Baltic states was supported by new services from reshuffled carrier alliances and a rise in calls by larger vessels. Europe’s third-busiest container port handled 4.2 million TEUs between January and June, with imports rising 11.6% year over year and exports up 6.9%. ”...[T]he Port of Hamburg is able to benefit to this extent from new liner services and the restructuring of the shipping companies,” Axel Mattern, CEO of Port of Hamburg Marketing, said in a statement Tuesday. New carrier services improved connections between Hamburg and the Mediterranean, Middle East, Asia and India. Mattern said on top of the new services, hinterland traffic has continued to develop, with transshipment traffic also recording a strong half-year performance. Stefan Verberckmoes, senior shipping analyst at Alphaliner, said the changes to carrier alliances, particularly the Gemini Cooperation between Maersk and Hapag-Lloyd as well as Mediterranean Shipping Co. (MSC) going it alone, were a contributing factor to Hamburg’s rise in throughput. “Maersk has partnered (with) a Hamburg-based carrier and...MSC is favoring Hamburg in its standalone network, whereas the former 2M (alliance) was mainly using Bremerhaven,” Verberckmoes told the Journal of Commerce Wednesday. Still, Hamburg remains far behind Europe’s largest container port of Rotterdam that handled 9 million TEUs in the first half, and second-place Antwerp-Bruges with 6.91 million TEUs. Hamburg’s growth in container throughput was primarily generated by trade with Asia, up 10.7% year over year to 1.8 million TEUs, and trade with Baltic Sea states that grew 20.8% to 734,000 TEUs. China led the Asian trade, with volume growing 10.5% in the first half to 1.2 million TEUs. Malaysia benefited from changes in transshipment routes with a 93.2% increase in volume to 169,000 TEUs, while India throughput was up 41.6% at 137,000 TEUs. Baltic countries saw a significant increase in container throughput, with Denmark up 36% at 98,000 TEUs, Finland 20.1% higher at 125,000 TEUs and Poland volume increasing 28.8% to 182,000 TEUs. Unlike its North Europe port rivals that were able to grow US trade, Hamburg reported a 19.3% decline in US volume to 275,000 TEUs that the port attributed to “upheavals caused by the US administration’s trade policy.” <h3>Megaship calls continue to rise </h3>Supporting the growth in volume was a rise in the size of ships calling at Hamburg in the first half. The number of calls by container ships with capacity for more than 10,000 TEUs rose 51.6% to 285, while calls by ships with capacities exceeding 24,000 TEUs was up 29.6 % at 127 vessels. Hamburg’s hinterland container transport increased 2.2% year over year to 2.6 million TEUs, half of which were moved by rail. Transhipment volume was up 23.8% at 1.6 million TEUs. Ports across Europe are facing significant infrastructure shortcomings that are being exposed by the growing trade volume with persistent bottlenecks impacting some of the region’s largest gateways. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="9a83258d-dd54-4110-815c-666405d1115d"></dynamic-object></div>Hamburg is not immune to the congestion, but much of the disruption is a result of inland rail transport woes caused by full closures and railway maintenance projects. Kuehne + Nagel’s visibility tool SeaExplorer is reporting rail delays are around 13 hours at HHLA’s Container Terminal Altenwerder (CTA) this week and six hours at Eurokombi rail terminals. CTA yard utilization is at a high 75% to 80%. Friedrich Stuhrmann, CCO at Hamburg Port Authority, outlined some of the measures the port was taking to improve handling as container volumes and ship sizes increased. Stuhrmann said in the results statement the port has widened ship-passing areas and has begun expanding ship-turning spaces to accommodate larger vessels calling at the port, “sending important signals to ensure that these developments continue in the future.” Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

Germany’s Port of Hamburg has reported a 9.3% increase in first-half container volume as increasing trade with Asia and the Baltic states was supported by new services from reshuffled carrier alliances and a rise in calls by larger vessels. Europe’s third-busiest container port handled 4.2 million TEUs between January and June, with imports rising 11.6% year over year and exports up 6.9%. ”...[T]he Port of Hamburg is able to benefit to this extent from new liner services and the restructuring of the shipping companies,” Axel Mattern, CEO of Port of Hamburg Marketing, said in a statement Tuesday. New carrier services improved connections between Hamburg and the Mediterranean, Middle East, Asia and India. Mattern said on top of the new services, hinterland traffic has continued to develop, with transshipment traffic also recording a strong half-year performance. Stefan Verberckmoes, senior shipping analyst at Alphaliner, said the changes to carrier alliances, particularly the Gemini Cooperation between Maersk and Hapag-Lloyd as well as Mediterranean Shipping Co. (MSC) going it alone, were a contributing factor to Hamburg’s rise in throughput. “Maersk has partnered (with) a Hamburg-based carrier and...MSC is favoring Hamburg in its standalone network, whereas the former 2M (alliance) was mainly using Bremerhaven,” Verberckmoes told the Journal of Commerce Wednesday. Still, Hamburg remains far behind Europe’s largest container port of Rotterdam that handled 9 million TEUs in the first half, and second-place Antwerp-Bruges with 6.91 million TEUs. Hamburg’s growth in container throughput was primarily generated by trade with Asia, up 10.7% year over year to 1.8 million TEUs, and trade with Baltic Sea states that grew 20.8% to 734,000 TEUs. China led the Asian trade, with volume growing 10.5% in the first half to 1.2 million TEUs. Malaysia benefited from changes in transshipment routes with a 93.2% increase in volume to 169,000 TEUs, while India throughput was up 41.6% at 137,000 TEUs. Baltic countries saw a significant increase in container throughput, with Denmark up 36% at 98,000 TEUs, Finland 20.1% higher at 125,000 TEUs and Poland volume increasing 28.8% to 182,000 TEUs. Unlike its North Europe port rivals that were able to grow US trade, Hamburg reported a 19.3% decline in US volume to 275,000 TEUs that the port attributed to “upheavals caused by the US administration’s trade policy.” Megaship calls continue to rise Supporting the growth in volume was a rise in the size of ships calling at Hamburg in the first half. The number of calls by container ships with capacity for more than 10,000 TEUs rose 51.6% to 285, while calls by ships with capacities exceeding 24,000 TEUs was up 29.6 % at 127 vessels. Hamburg’s hinterland container transport increased 2.2% year over year to 2.6 million TEUs, half of which were moved by rail. Transhipment volume was up 23.8% at 1.6 million TEUs. Ports across Europe are facing significant infrastructure shortcomings that are being exposed by the growing trade volume with persistent bottlenecks impacting some of the region’s largest gateways. Hamburg is not immune to the congestion, but much of the disruption is a result of inland rail transport woes caused by full closures and railway maintenance projects. Kuehne + Nagel’s visibility tool SeaExplorer is reporting rail delays are around 13 hours at HHLA’s Container Terminal Altenwerder (CTA) this week and six hours at Eurokombi rail terminals. CTA yard utilization is at a high 75% to 80%. Friedrich Stuhrmann, CCO at Hamburg Port Authority, outlined some of the measures the port was taking to improve handling as container volumes and ship sizes increased. Stuhrmann said in the results statement the port has widened ship-passing areas and has begun expanding ship-turning spaces to accommodate larger vessels calling at the port, “sending important signals to ensure that these developments continue in the future.” Contact Greg Knowler at greg.knowler@spglobal.com .

Port News

International ports

Sharp rise in Hamburg first-half volume driven by growth in Asian, Baltic trade

<div class="phx-topic abstract-wrapper">The focus on incorporating returns technology for retailers is driven by data showing that the cost for them to acquire new customers far exceeds the cost of retaining existing customers.</div>

The focus on incorporating returns technology for retailers is driven by data showing that the cost for them to acquire new customers far exceeds the cost of retaining existing customers.

<div class="phx-topic">Blue Yonder’s acquisition of returns management platform Optoro continues a string of acquisitions by supply chain providers since 2023 to help retailers manage and offset the cost of online and in-store returns. Interest in returns management solutions is growing as third-party logistics providers (3PLs) and supply chain management software vendors extend their end-to-end solutions to include returns and other reverse logistics tools. For retailers, capabilities such as streamlining returns processes, understanding why items are returned, and automating front-end processes to allow customers to manage their returns through returns portals are helping to extend customer loyalty to the retailer. The focus on incorporating returns technology for retailers is driven by data showing that the cost for them to acquire new customers far exceeds the cost of retaining existing customers. According to the consulting firm Bain &amp; Company, companies that excel in customer experience retention see 10% to 15% more revenue and 25% to 30% higher profit margins. “With e-commerce sales continuing to grow, retailers need to be prepared when it comes to returns, which were projected to hit $890 billion last year, representing 16.9% of annual retail sales and is more than double the return rate from 2019,” Tim Robinson, Blue Yonder’s corporate vice president of returns, said in a statement Tuesday announcing the Optoro deal. Optoro is a returns management system (RMS) for retailers and third-party logistics providers (3PLs) to manage and optimize the returns process. Optoro’s platform includes a returns portal for retailers’ or 3PL customers to initiate returns, returns processing software, and secondary market channels for reselling returned items. Blue Yonder’s acquisition of Optoro is its second returns management acquisition in recent years, having acquired UK-based Doddle in 2023. Doddle offers self-service return kiosks and pick-up, drop-off (PUDO) networks. “With the addition of Optoro, Blue Yonder will be able to provide more expanded capabilities that address the complexities of the returns lifecycle,” Jordan K. Speer, research director at IDC Retail Insights, said in the statement. “This move not only opens new opportunities to enhance operational efficiency, but also aligns with the growing demand for sustainable practices.” <h3>Returns feed into customer experience </h3>According to a 2024 report from the National Retail Federation (NRF) in collaboration with returns provider Happy Returns, 67% of consumers said a negative returns experience would discourage them from shopping with a retailer again. Earlier this year, DHL Supply Chain acquired Inmar Supply Chain to not only offer returns capabilities, but also offer product remarketing, recall management and supply chain performance analytics. Accenture and UPS also acquired returns management companies in 2023. Accenture acquired OnProcessing, a provider of after-sales solutions, including reverse logistics and warranty management, for manufacturers and retailers. UPS, an early investor in Optoro, was rumored for years to be interested in acquiring the company, but instead acquired Happy Returns in late 2023. Happy Returns initially focused on offering “returns bars” in shopping malls before the pandemic. But as foot traffic at shopping malls slowed, the company shifted its focus toward enabling box-free, label-free returns at participating locations, including The UPS Store and other retailers. Contact Cathy Morrow Roberson at <a href="mailto:cathy.morrowroberso@spglobal.com">cathy.morrowroberso@spglobal.com.</a></div>

Blue Yonder’s acquisition of returns management platform Optoro continues a string of acquisitions by supply chain providers since 2023 to help retailers manage and offset the cost of online and in-store returns. Interest in returns management solutions is growing as third-party logistics providers (3PLs) and supply chain management software vendors extend their end-to-end solutions to include returns and other reverse logistics tools. For retailers, capabilities such as streamlining returns processes, understanding why items are returned, and automating front-end processes to allow customers to manage their returns through returns portals are helping to extend customer loyalty to the retailer. The focus on incorporating returns technology for retailers is driven by data showing that the cost for them to acquire new customers far exceeds the cost of retaining existing customers. According to the consulting firm Bain & Company, companies that excel in customer experience retention see 10% to 15% more revenue and 25% to 30% higher profit margins. “With e-commerce sales continuing to grow, retailers need to be prepared when it comes to returns, which were projected to hit $890 billion last year, representing 16.9% of annual retail sales and is more than double the return rate from 2019,” Tim Robinson, Blue Yonder’s corporate vice president of returns, said in a statement Tuesday announcing the Optoro deal. Optoro is a returns management system (RMS) for retailers and third-party logistics providers (3PLs) to manage and optimize the returns process. Optoro’s platform includes a returns portal for retailers’ or 3PL customers to initiate returns, returns processing software, and secondary market channels for reselling returned items. Blue Yonder’s acquisition of Optoro is its second returns management acquisition in recent years, having acquired UK-based Doddle in 2023. Doddle offers self-service return kiosks and pick-up, drop-off (PUDO) networks. “With the addition of Optoro, Blue Yonder will be able to provide more expanded capabilities that address the complexities of the returns lifecycle,” Jordan K. Speer, research director at IDC Retail Insights, said in the statement. “This move not only opens new opportunities to enhance operational efficiency, but also aligns with the growing demand for sustainable practices.” Returns feed into customer experience According to a 2024 report from the National Retail Federation (NRF) in collaboration with returns provider Happy Returns, 67% of consumers said a negative returns experience would discourage them from shopping with a retailer again. Earlier this year, DHL Supply Chain acquired Inmar Supply Chain to not only offer returns capabilities, but also offer product remarketing, recall management and supply chain performance analytics. Accenture and UPS also acquired returns management companies in 2023. Accenture acquired OnProcessing, a provider of after-sales solutions, including reverse logistics and warranty management, for manufacturers and retailers. UPS, an early investor in Optoro, was rumored for years to be interested in acquiring the company, but instead acquired Happy Returns in late 2023. Happy Returns initially focused on offering “returns bars” in shopping malls before the pandemic. But as foot traffic at shopping malls slowed, the company shifted its focus toward enabling box-free, label-free returns at participating locations, including The UPS Store and other retailers. Contact Cathy Morrow Roberson at cathy.morrowroberso@spglobal.com.

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Blue Yonder’s ‘returns’ tech acquisition highlights growing demand from retailers

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

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