<div class="phx-topic abstract-wrapper">Borough police are under orders to be extra careful while on patrol because the liability insurance </div>

Borough police are under orders to be extra careful while on patrol because the liability insurance

<div>Borough police are under orders to be extra careful while on patrol because the liability insurance policy for the 32-member department has been canceled following a $325,000 out-of-court settlement.Officers are not conducting their business differently than before, borough attorney Robert Messick said. It's just that now, being told to be careful "means something extra," he said.The department's policy, which was to run through March 1987, was canceled by National Casualty Co. of Texas, last week.</div>...

Borough police are under orders to be extra careful while on patrol because the liability insurance policy for the 32-member department has been canceled following a $325,000 out-of-court settlement. Officers are not conducting their business differently than before, borough attorney Robert Messick said. It's just that now, being told to be careful "means something extra," he said.The department's policy, which was to run through March 1987, was canceled by National Casualty Co. of Texas, last week.

POLICE URGED: BE EXTRA CAREFUL

<div class="phx-topic abstract-wrapper">Local freight forwarders who spoke with the Journal of Commerce have reported three upcoming blank calls out of West India through the first half of September in anticipation of lower cargo lifts. </div>

Local freight forwarders who spoke with the Journal of Commerce have reported three upcoming blank calls out of West India through the first half of September in anticipation of lower cargo lifts.

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<div class="phx-topic">The 50% tariffs on Indian exports to the US, which went into effect Wednesday, have seemingly left container carriers active on the westbound trade lane at a crossroads regarding supply-demand dynamics. Realizing the pressure of filling vessels, carriers operating the premier India-US East Coast networks have already begun reworking their capacity deployment strategies, industry sources say. Local freight forwarders who spoke with the Journal of Commerce have reported three upcoming blank calls out of West India (Nhava Sheva/Mundra) through the first half of September in anticipation of lower cargo lifts. “The updated schedules do not show sailings for three USEC services between Weeks 36 and 37,” said a Mumbai-based forwarder who didn’t want to be identified. “Cargo bookings to the US have dropped drastically, so capacity cutbacks were/are in the cards.” West India-North America trades typically have six weekly sailings, though service reliability has been problematic since the Red Sea disruption. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="56199e2b-5df4-468f-a149-b18ae7c32e51"></dynamic-object></div>The abrupt capacity pull comes on top of schedule dislocations linked to network structural issues, including two vessel gaps on Ocean Network Express’ (ONE) WIN service that lacks the tonnage capacity to offer a weekly rotation. Additionally, sliding schedules have forced a similar sailing cut for CMA CGM’s Indamex service in Week 39 as the French liner works to restore reliability with its recently announced phase-in of three more ships to the network and rotation adjustments. “The carriers are in for enormous demand downturns, so even a service exit will be no surprise,” an industry observer said. <h3>Rate hikes pulled back </h3>As the market tightens, India-USEC carriers have also recalled all rate increase notices previously lined up for Sept. 1 and instead have extended their existing short-term contract rates into at least the first week of September. Average quotes from Asian liners for loads from Nhava Sheva to New York now stand at $2,000 to $2,100 per FEU, compared with the $2,300 to $2,500 range held by mega European operators, forwarder sources said. Platts, a sister company of the Journal of Commerce within S&amp;P Global, pegged India-USEC spot rates at $2,300 per FEU as of Aug. 26, down 3% on the week. Meanwhile, Indian export industry stakeholders are evaluating the effect of the new tariff structure on trade volumes. “It (50% tariff) can severely impact India's exports to the US, with approximately 55% of India’s US-bound shipments now exposed to pricing disadvantages of 30% to 35%, rendering them uncompetitive in comparison to competitors from China, Vietnam, Cambodia, the Philippines as well as other Southeast and South Asian countries,” S.C. Ralhan, president of the Federation of Indian Export Organizations, said in a statement. Contact Bency Mathew at <a href="mailto:bencyvmathew@gmail.com">bencyvmathew@gmail.com.</a></div>

The 50% tariffs on Indian exports to the US, which went into effect Wednesday, have seemingly left container carriers active on the westbound trade lane at a crossroads regarding supply-demand dynamics. Realizing the pressure of filling vessels, carriers operating the premier India-US East Coast networks have already begun reworking their capacity deployment strategies, industry sources say. Local freight forwarders who spoke with the Journal of Commerce have reported three upcoming blank calls out of West India (Nhava Sheva/Mundra) through the first half of September in anticipation of lower cargo lifts. “The updated schedules do not show sailings for three USEC services between Weeks 36 and 37,” said a Mumbai-based forwarder who didn’t want to be identified. “Cargo bookings to the US have dropped drastically, so capacity cutbacks were/are in the cards.” West India-North America trades typically have six weekly sailings, though service reliability has been problematic since the Red Sea disruption. The abrupt capacity pull comes on top of schedule dislocations linked to network structural issues, including two vessel gaps on Ocean Network Express’ (ONE) WIN service that lacks the tonnage capacity to offer a weekly rotation. Additionally, sliding schedules have forced a similar sailing cut for CMA CGM’s Indamex service in Week 39 as the French liner works to restore reliability with its recently announced phase-in of three more ships to the network and rotation adjustments. “The carriers are in for enormous demand downturns, so even a service exit will be no surprise,” an industry observer said. Rate hikes pulled back As the market tightens, India-USEC carriers have also recalled all rate increase notices previously lined up for Sept. 1 and instead have extended their existing short-term contract rates into at least the first week of September. Average quotes from Asian liners for loads from Nhava Sheva to New York now stand at $2,000 to $2,100 per FEU, compared with the $2,300 to $2,500 range held by mega European operators, forwarder sources said. Platts, a sister company of the Journal of Commerce within S&P Global, pegged India-USEC spot rates at $2,300 per FEU as of Aug. 26, down 3% on the week. Meanwhile, Indian export industry stakeholders are evaluating the effect of the new tariff structure on trade volumes. “It (50% tariff) can severely impact India's exports to the US, with approximately 55% of India’s US-bound shipments now exposed to pricing disadvantages of 30% to 35%, rendering them uncompetitive in comparison to competitors from China, Vietnam, Cambodia, the Philippines as well as other Southeast and South Asian countries,” S.C. Ralhan, president of the Federation of Indian Export Organizations, said in a statement. Contact Bency Mathew at bencyvmathew@gmail.com.

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India-US liners readjust capacity to prepare for tariff-linked volume downturn

<div class="phx-topic abstract-wrapper">Sentiment heard with greater frequency from within the industry and from financial analysts holds that overcapacity will overwhelm constraints on capacity in a possible multi-year swoon.</div>

Sentiment heard with greater frequency from within the industry and from financial analysts holds that overcapacity will overwhelm constraints on capacity in a possible multi-year swoon.

<div class="phx-topic">It is becoming hard to shake the impression that container shipping is headed into a rocky stretch — for shippers and carriers alike. Sentiment heard with greater frequency from within the industry and from financial analysts holds that overcapacity will overwhelm constraints on capacity in a possible multi-year swoon, sending rates back to pre-COVID-19 levels and leading carriers to experience “deep losses,” according to J.P. Morgan. <div class="wrapper-narrow float-right-element"><img src="/images/phoenix/6069890_0.1.jpg"></img></div>“We continue to see an industry that is suffering from material oversupply,” J.P. Morgan wrote in a market update Tuesday. “We see this as a clear issue that the industry will be forced to negotiate, even if diversions away from Suez last longer than we expect.” Thus, breaks on capacity driven by factors external to the industry, such as Red Sea diversions, as well as growing port congestion, both of which carriers have benefited enormously from since the pandemic, will be no match for the growing impact of 30% more capacity hitting the water in the coming years as the largest order book since 2009 is processed and delivered. For US shippers facing margin pressure due to tariffs, lower rates will be a welcome relief from the toxic dynamic since COVID, when rates soared while reliability collapsed. But there is a flip side to that: The rocky stretch for shippers will materialize as carriers react to unfavorable market dynamics, as they inevitably will. Carriers may be unable to neutralize the impact of overcapacity, but they can mitigate it, or at the very least will try. As fundamentals deteriorate, carriers will react in ways that will be less visible to shippers, such as by increasing the scrapping of older ships. But they will also react in ways that will directly affect shippers, who will likely experience a prolonged spate of blank sailings, network adjustments and slow steaming that result in longer transit times, causing a broader supply chain impact on inventories and lead times. That scenario will occur because, outside of the Gemini Cooperation alliance, which launched earlier this year on the premise of delivering 90%-plus schedule reliability to the market, the broader carrier industry is focused primarily on managing its network in support of its own financial well-being, even if doing so comes at the expense of customers’ desire for schedule reliability. <h3>Liners ‘no longer intolerant’ of long-term port congestion </h3>Carriers, especially at the higher end of the market, learned long ago that over-investment in things such as fuel to speed up and maintain schedule integrity was not typically rewarded by the market in the form of higher rates. That made carriers skeptical of the value of reliability, a theory that proved itself during and after COVID, when reliability crashed due to the idling of ships and containers, and yet carriers earned record profits during the period. They saw it again in 2024 and 2025 when profits were propped up by the 10% or so of capacity being taken out of the market due to another factor beyond their control — the attacks on shipping in the Red Sea. Similarly, carriers are no longer as intolerant as they once were of growing long-term port congestion in Asia and Europe, seeing the upside in taking capacity out of the market. The amount of global container ship capacity removed due to port congestion is now 4% versus 2% pre-COVID, according to J.P. Morgan — hardly a negative issue for carriers staring at a costly, multi-year gap between supply and demand. But that gap is becoming hard to ignore. Carriers are preparing for a potentially prolonged downturn, <a href="https://www.joc.com/article/ocean-carriers-intensify-cost-cutting-efforts-as-rates-slide-on-major-trades-6069811">cutting costs</a> and modeling out scenarios where rates sink well below current levels. In its update Tuesday, J.P. Morgan said volumes grew 4.5% in the first half of 2025 due to accelerated shipments caused by US tariffs, but the market is quickly cooling off. The bank expects market growth to slow to 1.8% in the third quarter and be flat in the fourth quarter, then grow 2% annually in 2026 and beyond based on its GDP growth forecasts. In 2025, it sees effective supply growth of 6.5% versus 2024. “Furthermore, we continue to expect capacity to return to the Suez Canal in 2026, which we believe will drive supply growth up to 9% [year over year],” the bank said. “If the trans-Suez route remains constrained, effective supply would likely still grow by 3%-5%, still putting pressure on rates.” It said the 4% of capacity removed due to port congestion has “normalized” and will not grow more pronounced, meaning less impact for carriers in mitigating overcapacity. Contact Peter Tirschwell at <a href="mailto:peter.tirschwell@spglobal.com">peter.tirschwell@spglobal.com</a>.</div>

It is becoming hard to shake the impression that container shipping is headed into a rocky stretch — for shippers and carriers alike. Sentiment heard with greater frequency from within the industry and from financial analysts holds that overcapacity will overwhelm constraints on capacity in a possible multi-year swoon, sending rates back to pre-COVID-19 levels and leading carriers to experience “deep losses,” according to J.P. Morgan. “We continue to see an industry that is suffering from material oversupply,” J.P. Morgan wrote in a market update Tuesday. “We see this as a clear issue that the industry will be forced to negotiate, even if diversions away from Suez last longer than we expect.” Thus, breaks on capacity driven by factors external to the industry, such as Red Sea diversions, as well as growing port congestion, both of which carriers have benefited enormously from since the pandemic, will be no match for the growing impact of 30% more capacity hitting the water in the coming years as the largest order book since 2009 is processed and delivered. For US shippers facing margin pressure due to tariffs, lower rates will be a welcome relief from the toxic dynamic since COVID, when rates soared while reliability collapsed. But there is a flip side to that: The rocky stretch for shippers will materialize as carriers react to unfavorable market dynamics, as they inevitably will. Carriers may be unable to neutralize the impact of overcapacity, but they can mitigate it, or at the very least will try. As fundamentals deteriorate, carriers will react in ways that will be less visible to shippers, such as by increasing the scrapping of older ships. But they will also react in ways that will directly affect shippers, who will likely experience a prolonged spate of blank sailings, network adjustments and slow steaming that result in longer transit times, causing a broader supply chain impact on inventories and lead times. That scenario will occur because, outside of the Gemini Cooperation alliance, which launched earlier this year on the premise of delivering 90%-plus schedule reliability to the market, the broader carrier industry is focused primarily on managing its network in support of its own financial well-being, even if doing so comes at the expense of customers’ desire for schedule reliability. Liners ‘no longer intolerant’ of long-term port congestion Carriers, especially at the higher end of the market, learned long ago that over-investment in things such as fuel to speed up and maintain schedule integrity was not typically rewarded by the market in the form of higher rates. That made carriers skeptical of the value of reliability, a theory that proved itself during and after COVID, when reliability crashed due to the idling of ships and containers, and yet carriers earned record profits during the period. They saw it again in 2024 and 2025 when profits were propped up by the 10% or so of capacity being taken out of the market due to another factor beyond their control — the attacks on shipping in the Red Sea. Similarly, carriers are no longer as intolerant as they once were of growing long-term port congestion in Asia and Europe, seeing the upside in taking capacity out of the market. The amount of global container ship capacity removed due to port congestion is now 4% versus 2% pre-COVID, according to J.P. Morgan — hardly a negative issue for carriers staring at a costly, multi-year gap between supply and demand. But that gap is becoming hard to ignore. Carriers are preparing for a potentially prolonged downturn, cutting costs and modeling out scenarios where rates sink well below current levels. In its update Tuesday, J.P. Morgan said volumes grew 4.5% in the first half of 2025 due to accelerated shipments caused by US tariffs, but the market is quickly cooling off. The bank expects market growth to slow to 1.8% in the third quarter and be flat in the fourth quarter, then grow 2% annually in 2026 and beyond based on its GDP growth forecasts. In 2025, it sees effective supply growth of 6.5% versus 2024. “Furthermore, we continue to expect capacity to return to the Suez Canal in 2026, which we believe will drive supply growth up to 9% [year over year],” the bank said. “If the trans-Suez route remains constrained, effective supply would likely still grow by 3%-5%, still putting pressure on rates.” It said the 4% of capacity removed due to port congestion has “normalized” and will not grow more pronounced, meaning less impact for carriers in mitigating overcapacity. Contact Peter Tirschwell at peter.tirschwell@spglobal.com .

Supply chain

Rocky stretch ahead for shippers, carriers in 2026 and beyond

<div class="phx-topic abstract-wrapper">Transportation Secretary Sean Duffy gave California, New Mexico and Washington 30 days to adopt and enforce ELP regulations or lose access to federal safety funding. </div>

Transportation Secretary Sean Duffy gave California, New Mexico and Washington 30 days to adopt and enforce ELP regulations or lose access to federal safety funding.

<div class="phx-topic">California, New Mexico and Washington will lose access to federal motor carrier safety funding unless those states adopt and enforce a federal <a href="https://www.joc.com/article/us-dot-initiates-crackdown-on-non-english-speaking-truckers-6009357">English language proficiency</a> (ELP) requirement for truck drivers, US Transportation Secretary Sean Duffy said Tuesday. “States don’t get to pick and choose which federal safety rules to follow,” Duffy said at a press conference in Washington, DC. Duffy gave the states 30 days to adopt and enforce ELP regulations or lose access to Motor Carrier Safety Assistance Program (MCSAP) funds. The Department of Transportation (DOT) sent notices to California, New Mexico and Washington opening a process that would freeze millions of dollars in funds distributed annually through the MCSAP program, which helps fund law enforcement. California received approximately $30.7 million in MCSAP funding in fiscal year 2024, while Washington received $9.8 million and New Mexico about $6.7 million, according to the US Federal Motor Carrier Safety Administration (FMCSA), which administers MCSAP. “It’s my hope these states will understand the common sense nature of what we’re doing and become good partners,” Duffy said. “This is about keeping individuals and families safe as we use our roadways.” The states have not responded to DOT’s announcement. The DOT’s action follows an investigation into an Aug. 12 accident in Florida that claimed three lives when a truck driver, Harjinder Singh, made an illegal U-turn. Singh, who federal officials claim entered the US illegally and obtained commercial driver’s licenses from Washington and California, failed a post-accident English language test. Following the accident, US Secretary of State Marco Rubio <a href="https://x.com/secrubio/status/1958644528253948015?s=46&amp;t=yxYBta0zhKqvzUP8zCYxjw">last Thursday announced</a> a freeze on certain worker visas for non-US commercial truck drivers. The State Department later clarified the targeted credentials were H-2B, E-2 and EB-3 work visas. H-2B visas are capped at 66,000 a year, and truck drivers represent a small portion of those. The other visas are aimed at investors and skilled workers. Singh has not been reported to have a work visa of any type. The company he worked for, White Hawk Carriers of Ceres, California, no longer has <a href="https://ai.fmcsa.dot.gov/SMS/Carrier/2866642/Overview.aspx?FirstView=True">for-hire operating authority</a>. Neither greater ELP enforcement nor a related freeze on new work visas are expected to have <a href="https://apnews.com/article/foreign-truckers-visas-rubio-trump-florida-crash-beee82cfa284a174d7a74c42199bbd45">a major impact</a> on US truck capacity or pricing. <h3>ELP enforcement </h3>The DOT action highlights uneven state enforcement of the ELP requirement. Since June 25, the FMCSA has considered failure to pass an ELP test as an out-of-service violation for truck drivers. New Mexico and Washington have adopted the ELP guidance issued by the DOT but are not enforcing it, the DOT said in a statement, adding that California has yet to adopt and enforce compatible ELP laws and regulations. New Mexico allegedly did not administer an ELP test when state police conducted a roadside inspection of Singh and his truck in July. Singh was given a speeding ticket. States receiving MCSAP funds are required to adopt FMCSA regulations <a href="https://www.joc.com/article/congress-states-join-dot-targeting-non-english-speaking-truckers-6014680">in their own laws</a>, but how that is done, and how quickly, can vary from state to state. Out of 6,067 ELP violations issued during roadside inspections so far in calendar year 2025, 1,201 have resulted in out-of-service orders, according to FMCSA data. That compares with 5,863 violations and five out-of-service orders in calendar year 2024. An analysis by <a href="https://www.overdriveonline.com/regulations/article/15751741/california-highway-patrol-not-enforcing-trumps-elp-mandate-for-truck-drivers">trucker magazine Overdrive</a> found Texas, Arizona and California were the top three states for ELP violations from June 25 to July 20, with 2,089 violations. Those violations only resulted in 50 out-of-service orders, however. That’s because most of those violations occurred in counties on the US-Mexico border, where inspectors are allowed to issue violations but not place drivers out of service. Non-border states mostly have placed drivers with ELP violations out of service since June 25, Overdrive found. Contact William B. Cassidy at <a href="mailto:bill.cassidy@spglobal.com">bill.cassidy@spglobal.com</a>.</div>

California, New Mexico and Washington will lose access to federal motor carrier safety funding unless those states adopt and enforce a federal English language proficiency (ELP) requirement for truck drivers, US Transportation Secretary Sean Duffy said Tuesday. “States don’t get to pick and choose which federal safety rules to follow,” Duffy said at a press conference in Washington, DC. Duffy gave the states 30 days to adopt and enforce ELP regulations or lose access to Motor Carrier Safety Assistance Program (MCSAP) funds. The Department of Transportation (DOT) sent notices to California, New Mexico and Washington opening a process that would freeze millions of dollars in funds distributed annually through the MCSAP program, which helps fund law enforcement. California received approximately $30.7 million in MCSAP funding in fiscal year 2024, while Washington received $9.8 million and New Mexico about $6.7 million, according to the US Federal Motor Carrier Safety Administration (FMCSA), which administers MCSAP. “It’s my hope these states will understand the common sense nature of what we’re doing and become good partners,” Duffy said. “This is about keeping individuals and families safe as we use our roadways.” The states have not responded to DOT’s announcement. The DOT’s action follows an investigation into an Aug. 12 accident in Florida that claimed three lives when a truck driver, Harjinder Singh, made an illegal U-turn. Singh, who federal officials claim entered the US illegally and obtained commercial driver’s licenses from Washington and California, failed a post-accident English language test. Following the accident, US Secretary of State Marco Rubio last Thursday announced a freeze on certain worker visas for non-US commercial truck drivers. The State Department later clarified the targeted credentials were H-2B, E-2 and EB-3 work visas. H-2B visas are capped at 66,000 a year, and truck drivers represent a small portion of those. The other visas are aimed at investors and skilled workers. Singh has not been reported to have a work visa of any type. The company he worked for, White Hawk Carriers of Ceres, California, no longer has for-hire operating authority . Neither greater ELP enforcement nor a related freeze on new work visas are expected to have a major impact on US truck capacity or pricing. ELP enforcement The DOT action highlights uneven state enforcement of the ELP requirement. Since June 25, the FMCSA has considered failure to pass an ELP test as an out-of-service violation for truck drivers. New Mexico and Washington have adopted the ELP guidance issued by the DOT but are not enforcing it, the DOT said in a statement, adding that California has yet to adopt and enforce compatible ELP laws and regulations. New Mexico allegedly did not administer an ELP test when state police conducted a roadside inspection of Singh and his truck in July. Singh was given a speeding ticket. States receiving MCSAP funds are required to adopt FMCSA regulations in their own laws , but how that is done, and how quickly, can vary from state to state. Out of 6,067 ELP violations issued during roadside inspections so far in calendar year 2025, 1,201 have resulted in out-of-service orders, according to FMCSA data. That compares with 5,863 violations and five out-of-service orders in calendar year 2024. An analysis by trucker magazine Overdrive found Texas, Arizona and California were the top three states for ELP violations from June 25 to July 20, with 2,089 violations. Those violations only resulted in 50 out-of-service orders, however. That’s because most of those violations occurred in counties on the US-Mexico border, where inspectors are allowed to issue violations but not place drivers out of service. Non-border states mostly have placed drivers with ELP violations out of service since June 25, Overdrive found. Contact William B. Cassidy at bill.cassidy@spglobal.com .

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US DOT presses states to enforce English-language trucking rules

<div class="phx-topic abstract-wrapper">The Israeli carrier said it’s taking steps to comply with a purported ban on its ships at Turkish ports as relations between the two countries sour over the war in Gaza.</div>

The Israeli carrier said it’s taking steps to comply with a purported ban on its ships at Turkish ports as relations between the two countries sour over the war in Gaza.

<div class="phx-topic">Zim Integrated Shipping Services may revamp its Mediterranean long-distance and feeder networks due to Turkey’s purported ban on arrivals of Israeli-linked ships at its ports. Haifa-based Zim said Monday in a customer advisory that it plans on updating its vessel schedules due to the “latest decisions made by the authorities in Turkey regarding Israeli-linked vessels.” The company said it will service “Turkish customers while complying with the new guidelines.” The carrier did not provide any detail about those guidelines, but <a href="https://www.reuters.com/world/middle-east/turkish-ports-raise-new-barriers-israel-linked-ships-sources-say-2025-08-21/">Reuters reported last week</a> that Turkey’s port authorities are requesting local ship agents to declare that ships arriving at the country’s ports are not linked to Israel nor are carrying military or related cargoes destined for Israel. Some local ship agents are reportedly being told that the ban extends to any ships going to or from Israeli ports. Turkey’s move comes 15 months after the country suspended all trade with Israel in May 2024 due to the war in Gaza, with Turkey’s President Recep Erdogan ramping up his criticism after Israel signaled its intent to occupy more of Gaza. Following the ban, an unidentified Zim vessel was <a href="https://en.globes.co.il/en/article-turkey-prevents-zim-ship-from-docking-at-istanbul-port-1001519821">reportedly refused entry to Istanbul</a> last week, forcing the ship to dock in the Greek port of Piraeus instead. Zim did not return a request for comment about the ban. <h3>Long distance, feeder services affected </h3>Turkey’s ban has the potential to change the rotation on several long-distance Zim services. The carrier lists two Mediterranean-US East Coast services that call Turkey, along with one Asia-Europe service and one Mediterranean-Northwest Europe service. The other impact would be on its intra-Mediterranean feeder services, five of which call Turkish ports. While the extent of the ban is not clear, Zim has two services that also cross Turkey’s Bosphorus Straits to serve Black Sea ports. Zim’s vessels made 88 port calls to Turkey during the second quarter, according to AIS data from Sea-web, a sister company of the Journal of Commerce within S&amp;P Global. Contact Michael Angell at <a href="mailto:michael.angell@spglobal.com">michael.angell@spglobal.com</a>. </div>

Zim Integrated Shipping Services may revamp its Mediterranean long-distance and feeder networks due to Turkey’s purported ban on arrivals of Israeli-linked ships at its ports. Haifa-based Zim said Monday in a customer advisory that it plans on updating its vessel schedules due to the “latest decisions made by the authorities in Turkey regarding Israeli-linked vessels.” The company said it will service “Turkish customers while complying with the new guidelines.” The carrier did not provide any detail about those guidelines, but Reuters reported last week that Turkey’s port authorities are requesting local ship agents to declare that ships arriving at the country’s ports are not linked to Israel nor are carrying military or related cargoes destined for Israel. Some local ship agents are reportedly being told that the ban extends to any ships going to or from Israeli ports. Turkey’s move comes 15 months after the country suspended all trade with Israel in May 2024 due to the war in Gaza, with Turkey’s President Recep Erdogan ramping up his criticism after Israel signaled its intent to occupy more of Gaza. Following the ban, an unidentified Zim vessel was reportedly refused entry to Istanbul last week, forcing the ship to dock in the Greek port of Piraeus instead. Zim did not return a request for comment about the ban. Long distance, feeder services affected Turkey’s ban has the potential to change the rotation on several long-distance Zim services. The carrier lists two Mediterranean-US East Coast services that call Turkey, along with one Asia-Europe service and one Mediterranean-Northwest Europe service. The other impact would be on its intra-Mediterranean feeder services, five of which call Turkish ports. While the extent of the ban is not clear, Zim has two services that also cross Turkey’s Bosphorus Straits to serve Black Sea ports. Zim’s vessels made 88 port calls to Turkey during the second quarter, according to AIS data from Sea-web, a sister company of the Journal of Commerce within S&P Global. Contact Michael Angell at michael.angell@spglobal.com .

Zim signals changes to Med network amid apparent Turkish port ban

<div class="phx-topic abstract-wrapper">CPKC’s opposition comes just two years after its acquisition of Kansas City Southern Railway was approved by US regulators.</div>

CPKC’s opposition comes just two years after its acquisition of Kansas City Southern Railway was approved by US regulators.

<div class="phx-topic">Canadian Pacific Kansas City (CPKC) on Tuesday urged federal regulators to reject Union Pacific Railroad’s proposed acquisition of Norfolk Southern Railway, arguing the deal, which would create the US’ first coast-to-coast railroad, would not serve the public interest and that shippers can achieve similar benefits through stronger rail partnerships. The opposition comes two years after US regulators approved Canadian Pacific’s takeover of Kansas City Southern, the last major rail merger that created CPKC. “We believe that a transcontinental merger would trigger permanent restructuring of the industry and result in a disproportionately large railway whose size and scope would require others to take action,” Keith Creel, CPKC’s president and CEO, said in a statement. “This will likely result in an unnecessary wave of railway mergers that today is not the best way to support American businesses nor the public interest, and has the potential to create more issues than it solves.” Union Pacific and Norfolk Southern expect to file their application with the US Surface Transportation Board by mid-January. A final decision on the proposed deal is unlikely until at least the spring of 2027 at the earliest The two railroads argue the combination would create the nation’s first true <a href="https://www.joc.com/article/up-looks-to-create-first-coast-to-coast-railroad-with-85-billion-ns-deal-6052288">transcontinental US carrier</a>, but CPKC believes further rail consolidation is unnecessary. “The existing six major railways in the United States are capable of offering their customers high-quality and near-seamless transportation services across the continent,” CPKC said. “As evidenced by previous rail network alliances by CPKC and CSX in the Southeast US, as well as the recent alliance announced by BNSF and CSX, there remain opportunities for further cooperation between ‘willing’ railways to improve service while preserving optionality for shippers.” Warren Buffett, chairman of Berkshire Hathaway, which owns BNSF Railway, echoed that view in a <a href="https://www.cnbc.com/2025/08/25/warren-buffett-is-not-in-market-to-buy-another-railroad-but-he-met-with-csx-ceo-about-greater-cooperation.html">CNBC interview</a> Monday. He said he was not interested in acquiring another railroad and told CSX CEO Joe Hinrichs in an Aug. 3 meeting that partnerships can deliver the same benefits. BNSF and CSX last week <a href="https://www.joc.com/article/bnsf-csx-unveil-new-joint-intermodal-lanes-in-aftermath-of-up-ns-merger-6067789">announced</a> a joint service linking Southern California with Charlotte and Jacksonville and Phoenix with Atlanta. The trains will operate in a nearly single-line fashion via BNSF to Atlanta, where the railroads co-manage a terminal in Fairburn, Georgia, before CSX moves loads onward to Charlotte and Jacksonville. Neither BNSF nor CSX has taken a public position on the UP-NS transaction. Canadian National Railway has also remained silent, a stance that may reflect its close partnerships with Union Pacific and Norfolk Southern. CN and UP are the two railroads involved in the Falcon Premium service, an intermodal offering connecting Canada and Mexico. CN also runs dozens of cross-border US lanes with UP and NS using a shared pool of rail-owned containers, known as “EMP” boxes, many of which interchange with NS in the eastern US. <h3>Others support UP-NS deal </h3>Other companies, however, have endorsed the proposed deal. C.R. England, a leading temperature-controlled carrier and UP partner, and Mode Global, a non-asset-based intermodal marketing company, said the UP-NS merger would improve service and lower costs for shippers. C.R. England, well known as a refrigerated truckload carrier, partners with UP on more than 95% of its temperature-controlled intermodal business in the western US. Mode is among the largest users of the rail-owned container pool. “The improved transit times and single-carrier service will mean faster, more reliable deliveries for our customers and lower shipping costs for beneficial cargo owners,” Mode CEO Lance Malesh said in a statement. “Ultimately, those savings will benefit the entire American economy — when shippers save, consumers do too.” C.R. England said the deal is something it has “dreamed about for years.” “It means faster transit, greater capacity, and lower costs,” Zach England, chief operating officer of C.R. England, said in a statement. “For our customers, that translates to improved supply chain efficiency and savings we can pass on to consumers.” Contact Ari Ashe at <a href="mailto:ari.ashe@spglobal.com">ari.ashe@spglobal.com</a>.</div>

Canadian Pacific Kansas City (CPKC) on Tuesday urged federal regulators to reject Union Pacific Railroad’s proposed acquisition of Norfolk Southern Railway, arguing the deal, which would create the US’ first coast-to-coast railroad, would not serve the public interest and that shippers can achieve similar benefits through stronger rail partnerships. The opposition comes two years after US regulators approved Canadian Pacific’s takeover of Kansas City Southern, the last major rail merger that created CPKC. “We believe that a transcontinental merger would trigger permanent restructuring of the industry and result in a disproportionately large railway whose size and scope would require others to take action,” Keith Creel, CPKC’s president and CEO, said in a statement. “This will likely result in an unnecessary wave of railway mergers that today is not the best way to support American businesses nor the public interest, and has the potential to create more issues than it solves.” Union Pacific and Norfolk Southern expect to file their application with the US Surface Transportation Board by mid-January. A final decision on the proposed deal is unlikely until at least the spring of 2027 at the earliest The two railroads argue the combination would create the nation’s first true transcontinental US carrier , but CPKC believes further rail consolidation is unnecessary. “The existing six major railways in the United States are capable of offering their customers high-quality and near-seamless transportation services across the continent,” CPKC said. “As evidenced by previous rail network alliances by CPKC and CSX in the Southeast US, as well as the recent alliance announced by BNSF and CSX, there remain opportunities for further cooperation between ‘willing’ railways to improve service while preserving optionality for shippers.” Warren Buffett, chairman of Berkshire Hathaway, which owns BNSF Railway, echoed that view in a CNBC interview Monday. He said he was not interested in acquiring another railroad and told CSX CEO Joe Hinrichs in an Aug. 3 meeting that partnerships can deliver the same benefits. BNSF and CSX last week announced a joint service linking Southern California with Charlotte and Jacksonville and Phoenix with Atlanta. The trains will operate in a nearly single-line fashion via BNSF to Atlanta, where the railroads co-manage a terminal in Fairburn, Georgia, before CSX moves loads onward to Charlotte and Jacksonville. Neither BNSF nor CSX has taken a public position on the UP-NS transaction. Canadian National Railway has also remained silent, a stance that may reflect its close partnerships with Union Pacific and Norfolk Southern. CN and UP are the two railroads involved in the Falcon Premium service, an intermodal offering connecting Canada and Mexico. CN also runs dozens of cross-border US lanes with UP and NS using a shared pool of rail-owned containers, known as “EMP” boxes, many of which interchange with NS in the eastern US. Others support UP-NS deal Other companies, however, have endorsed the proposed deal. C.R. England, a leading temperature-controlled carrier and UP partner, and Mode Global, a non-asset-based intermodal marketing company, said the UP-NS merger would improve service and lower costs for shippers. C.R. England, well known as a refrigerated truckload carrier, partners with UP on more than 95% of its temperature-controlled intermodal business in the western US. Mode is among the largest users of the rail-owned container pool. “The improved transit times and single-carrier service will mean faster, more reliable deliveries for our customers and lower shipping costs for beneficial cargo owners,” Mode CEO Lance Malesh said in a statement. “Ultimately, those savings will benefit the entire American economy — when shippers save, consumers do too.” C.R. England said the deal is something it has “dreamed about for years.” “It means faster transit, greater capacity, and lower costs,” Zach England, chief operating officer of C.R. England, said in a statement. “For our customers, that translates to improved supply chain efficiency and savings we can pass on to consumers.” Contact Ari Ashe at ari.ashe@spglobal.com .

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

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