<div class="phx-topic abstract-wrapper">Seaboard is adding calls to Costa Rica and Panama, among other countries, as Central American economies look to source raw materials from the US. </div>

Seaboard is adding calls to Costa Rica and Panama, among other countries, as Central American economies look to source raw materials from the US.

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<div>Short-sea carrier Seaboard Marine has upgraded a US Gulf Coast service with additional port calls in Central America as a growing trade in US-sourced raw materials develops between the two regions. The service upgrade, which began with the Sunday departure of the Seaboard Pioneer from Jacintoport in Houston, will use a string of three ships, Seaboard Marine said in a statement. The service will make additional calls to Nicaragua, El Salvador, Panama and Costa Rica, along with existing calls to Guatemala and Honduras. Along with Houston, the service will also cover New Orleans. ”With direct, regular sailings to key destinations...

Short-sea carrier Seaboard Marine has upgraded a US Gulf Coast service with additional port calls in Central America as a growing trade in US-sourced raw materials develops between the two regions. The service upgrade, which began with the Sunday departure of the Seaboard Pioneer from Jacintoport in Houston, will use a string of three ships, Seaboard Marine said in a statement. The service will make additional calls to Nicaragua, El Salvador, Panama and Costa Rica, along with existing calls to Guatemala and Honduras. Along with Houston, the service will also cover New Orleans. ”With direct, regular sailings to key destinations such as Costa Rica and Panama, customers can benefit from reduced transit times, enhanced supply chain efficiency, and cost-effective transportation solutions in the region,” Seaboard Vice President David Labbe said in the statement. The new service comes amid growing interest in nearshoring and finding options to avoid the growing border bottlenecks for land transportation between the US and Mexico . Overall, southbound cargo volumes were down slightly in 2023, according to PIERS, a sister product of the Journal of Commerce within S&P Global. But a few growth categories stood out. US plastic resin exports to Central America last year rose 17% from 2022 to 15,228 TEUs, PIERS data shows. Chemical soda and wood pulp exports rose 26% over the same period to 11,412 TEUs. Refrigerated poultry and pork exports from the US Gulf were up a combined 6% in 2023 to 17,875 TEUs, according to PIERS. Contact Michael Angell at michael.angell@spglobal.com .

Container Shipping News

Container lines

North American ports

Maritime

Seaboard Marine boosts US Gulf short-sea capacity to Central America

<div class="phx-topic abstract-wrapper">Ports in Europe and Asia, especially Rotterdam, Antwerp, Singapore and Shanghai, have been grappling with congestion-related issues such berthing and cargo delays for several months.</div>

Ports in Europe and Asia, especially Rotterdam, Antwerp, Singapore and Shanghai, have been grappling with congestion-related issues such berthing and cargo delays for several months.

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<div class="phx-topic">Container shipping is heading for increased volatility due to ongoing tariff uncertainty, South Korean carrier HMM said Wednesday. “The expiry of tariff grace periods and ongoing renegotiations are expected to increase market volatility, with regional demand shifts likely to sustain supply chain congestion,” the carrier said in a first-half earnings commentary. HMM noted the Shanghai Containerized Freight Index (SCFI) averaged 1,701 points in the first half of 2025, down 27% from a year earlier, reflecting, it said, “weaker freight rates amid continued US protectionist tariff measures and trade tensions.” “HMM will address these conditions through flexible fleet deployment….and cost reductions via vessel efficiency improvements,” the carrier said. Those measures involve the deployment of more fuel-efficient vessels, including seven 9,000-TEU methanol-powered container ships due for delivery through the first half of next year. HMM has already taken delivery of the first two ships in the series. HMM said the seven car carriers it ordered in 2023 will be delivered beginning next month, while four multipurpose vessels will also be deployed as part of continuing efforts to diversify its fleet portfolio. HMM gave no further details about demand shifts or congestion, but ports in Europe and Asia, especially Rotterdam, Antwerp, Singapore and Shanghai, have been grappling with congestion-related issues such berthing and cargo delays for several months. These have been partly caused by shippers reacting to the nature of the Trump administration’s erratic implementation of tariff policies. HMM’s interim H1 results mirrored those of its peers, <a href="https://www.joc.com/article/yang-ming-wan-hai-profits-drop-on-weaker-volumes-6061944">including Taiwan’s Yang Ming Marine Transport</a>, with falling cargo volumes and freight rates weighing on profitability and revenue in the second quarter. HMM’s net profit fell 12% to $342 million in the second quarter compared with the first quarter and was down 29% year on year. Q2 revenue also fell both quarter on quarter and year over year. But HMM’s strong first quarter buoyed its H1 net profit, which increased 5.7% to $879 million year over year. Contact Keith Wallis at <a href="mailto:keithwallis@hotmail.com">keithwallis@hotmail.com</a>. </div>

Container shipping is heading for increased volatility due to ongoing tariff uncertainty, South Korean carrier HMM said Wednesday. “The expiry of tariff grace periods and ongoing renegotiations are expected to increase market volatility, with regional demand shifts likely to sustain supply chain congestion,” the carrier said in a first-half earnings commentary. HMM noted the Shanghai Containerized Freight Index (SCFI) averaged 1,701 points in the first half of 2025, down 27% from a year earlier, reflecting, it said, “weaker freight rates amid continued US protectionist tariff measures and trade tensions.” “HMM will address these conditions through flexible fleet deployment….and cost reductions via vessel efficiency improvements,” the carrier said. Those measures involve the deployment of more fuel-efficient vessels, including seven 9,000-TEU methanol-powered container ships due for delivery through the first half of next year. HMM has already taken delivery of the first two ships in the series. HMM said the seven car carriers it ordered in 2023 will be delivered beginning next month, while four multipurpose vessels will also be deployed as part of continuing efforts to diversify its fleet portfolio. HMM gave no further details about demand shifts or congestion, but ports in Europe and Asia, especially Rotterdam, Antwerp, Singapore and Shanghai, have been grappling with congestion-related issues such berthing and cargo delays for several months. These have been partly caused by shippers reacting to the nature of the Trump administration’s erratic implementation of tariff policies. HMM’s interim H1 results mirrored those of its peers, including Taiwan’s Yang Ming Marine Transport , with falling cargo volumes and freight rates weighing on profitability and revenue in the second quarter. HMM’s net profit fell 12% to $342 million in the second quarter compared with the first quarter and was down 29% year on year. Q2 revenue also fell both quarter on quarter and year over year. But HMM’s strong first quarter buoyed its H1 net profit, which increased 5.7% to $879 million year over year. Contact Keith Wallis at keithwallis@hotmail.com .

Tariff turmoil to increase market volatility, supply chain disruption: HMM

<div class="phx-topic abstract-wrapper">The nearly two-year project to complete Bayport’s Wharf 7 will allow the terminal to handle more ships as work on widening the Houston Ship Channel continues. </div>

The nearly two-year project to complete Bayport’s Wharf 7 will allow the terminal to handle more ships as work on widening the Houston Ship Channel continues.

<div class="phx-topic">The Port of Houston will open a new berth in December at one of its two container terminals, bringing it a step further to be able to handle up to five post-Panamax vessels simultaneously. Port Houston Authority said in a statement to the Journal of Commerce Tuesday that it expects to complete <a href="https://www.joc.com/article/gulf-coast-ports-eyeing-expansion-amid-modest-growth-forecast-5222528">Wharf 7 at the Bayport Terminal this December</a>, nearly two years after construction began. Cranes for the new wharf are expected to arrive in March 2026, with the port planning to use Bayport’s existing crane fleet in the interim. The 1,000-foot wharf will allow Bayport to service five post-Panamax ships at once, up from four currently. Port Houston said the new wharf will “decrease the anchor wait time for vessels, allowing for quicker turnaround time for our customers.” As that project wraps up, Port Houston will also begin work on another Bayport berth, Wharf 1. The agency will put design and construction of Wharf 1 out to bid this September and plans to award a primary contractor by January. The eventual completion of Wharf 1 will mark the culmination of Port Houston’s near-term plans for Bayport, which has seen $750 million of investments since 2023. Bayport has two additional berthing areas, Wharves 8 and 9, which could be developed in the next decade, depending on the port’s growth forecasts. Last October, Bayport handled the largest container ship to ever call the Port of Houston, the 11,356-TEU CMA CGM Cassiopeia. Between 2019 and 2024, the port’s container volume has grown an average of 4.3% per year. The work at Bayport coincides with <a href="https://www.joc.com/article/port-houston-secures-131-million-in-federal-funds-for-ship-channel-work-6013360">ongoing work to expand the Houston Ship Channel</a> to allow two-way traffic for post-Panamax vessels. Port Houston expects to complete widening of a five-mile portion of the Houston Ship Channel between the Bayport and Barbours Cut container terminals by the third quarter of 2025, with the full project done by 2029. Contact Michael Angell at <a href="mailto:michael.angell@spglobal.com">michael.angell@spglobal.com</a>. </div>

The Port of Houston will open a new berth in December at one of its two container terminals, bringing it a step further to be able to handle up to five post-Panamax vessels simultaneously. Port Houston Authority said in a statement to the Journal of Commerce Tuesday that it expects to complete Wharf 7 at the Bayport Terminal this December , nearly two years after construction began. Cranes for the new wharf are expected to arrive in March 2026, with the port planning to use Bayport’s existing crane fleet in the interim. The 1,000-foot wharf will allow Bayport to service five post-Panamax ships at once, up from four currently. Port Houston said the new wharf will “decrease the anchor wait time for vessels, allowing for quicker turnaround time for our customers.” As that project wraps up, Port Houston will also begin work on another Bayport berth, Wharf 1. The agency will put design and construction of Wharf 1 out to bid this September and plans to award a primary contractor by January. The eventual completion of Wharf 1 will mark the culmination of Port Houston’s near-term plans for Bayport, which has seen $750 million of investments since 2023. Bayport has two additional berthing areas, Wharves 8 and 9, which could be developed in the next decade, depending on the port’s growth forecasts. Last October, Bayport handled the largest container ship to ever call the Port of Houston, the 11,356-TEU CMA CGM Cassiopeia. Between 2019 and 2024, the port’s container volume has grown an average of 4.3% per year. The work at Bayport coincides with ongoing work to expand the Houston Ship Channel to allow two-way traffic for post-Panamax vessels. Port Houston expects to complete widening of a five-mile portion of the Houston Ship Channel between the Bayport and Barbours Cut container terminals by the third quarter of 2025, with the full project done by 2029. Contact Michael Angell at michael.angell@spglobal.com .

Port News

Port infrastructure

Marine terminals

New Houston berth to enhance post-Panamax handling

<div class="phx-topic abstract-wrapper">Union Pacific Railroad is instituting surcharges for the second consecutive year out of Los Angeles, although it’s unclear how long the current uptick in volume will last. </div>

Union Pacific Railroad is instituting surcharges for the second consecutive year out of Los Angeles, although it’s unclear how long the current uptick in volume will last.

<div class="phx-topic">Union Pacific Railroad will impose a surcharge of $500 per container on low-volume shippers and $300 on high-volume domestic intermodal shippers exceeding their weekly allotments in Southern California, the railroad said Monday. The fees coincide with a double-digit increase in domestic intermodal volumes last week compared with the beginning of June during the lull in port activity, according to data provider RailState. The uptick began shortly after July 4, according to quarterly earnings calls for Hub Group and Schneider National, who exclusively use Union Pacific in the western US. The surcharge on low-volume customers, who ship less than 500 loads per year, takes effect Aug. 17. Surcharges on higher-volume customers begin Aug. 24. It follows peak-season surcharges (PSSs) announced <a href="https://www.joc.com/article/jb-hunt-says-surcharges-necessary-to-maintain-peak-season-service-6044880">last month by J.B. Hunt Transport Services</a> and more targeted, customer-by-customer surcharges in recent weeks by Hub Group, Schneider National and STG Logistics, according to shippers and recent earnings calls. “Union Pacific is experiencing an increase in demand for [rail-owned] domestic container capacity out of Southern California,” UP said in the announcement. “Action is being taken to reposition containers and increase train capacity to meet the demands of shippers.” One non-asset-based intermodal marketing company (IMC) said that UP experienced a significant increase in volume since J.B. Hunt’s announcement, requiring the railroad to reposition thousands of rail-owned containers from elsewhere to cover demand. Surcharges typically apply only after a contractual shipper exceeds a set threshold, often about 20% above its weekly average. For example, a shipper moving 100 containers per week on average might be allotted 120 loads per week in the peak season. The surcharge would only apply on shipments above 120. Shippers often divert freight to another intermodal provider, shift to the spot market or use a truckload carrier to avoid the surcharges, depending on which option is most economical. <h3>Not a surprising decision </h3>Union Pacific’s domestic and international intermodal volume has grown progressively since July 4, which partner Hub Group cited on its quarterly earnings call two weeks ago. “Near-term trends off the West Coast are strong and we are seeing indications of an early West Coast peak season,” said Phil Yeager, CEO of Hub Group, on an Aug. 1 earnings call. “How long does the West Coast peak really continue? It remains a little bit unclear, but we’re at least seeing some really robust demand right now.” BNSF Railway saw a similar surge in international intermodal, although that strength did not trickle down to domestic intermodal in the same way, according to RailState. Hub Group and Schneider said on their quarterly earnings calls two weeks ago that they had instituted PSSs for some customers amid stronger July demand in Southern California. The $500 and $300 per container figures <a href="https://www.joc.com/article/up-joins-peers-in-assessing-peak-season-surcharges-for-southern-california-5709819">are identical to the starting points last year</a>, which were put into effect on Sept. 1, 2024. Unlike last year, however, it is not clear whether enough import volume is headed to the West Coast to sustain the surcharges into November, or whether demand will taper earlier. It is also uncertain whether conditions will warrant surcharges in Oakland and the Lathrop-Stockton area in Northern California, as occurred last year. Contact Ari Ashe at <a href="mailto:ari.ashe@spglobal.com">ari.ashe@spglobal.com</a>. </div>

Union Pacific Railroad will impose a surcharge of $500 per container on low-volume shippers and $300 on high-volume domestic intermodal shippers exceeding their weekly allotments in Southern California, the railroad said Monday. The fees coincide with a double-digit increase in domestic intermodal volumes last week compared with the beginning of June during the lull in port activity, according to data provider RailState. The uptick began shortly after July 4, according to quarterly earnings calls for Hub Group and Schneider National, who exclusively use Union Pacific in the western US. The surcharge on low-volume customers, who ship less than 500 loads per year, takes effect Aug. 17. Surcharges on higher-volume customers begin Aug. 24. It follows peak-season surcharges (PSSs) announced last month by J.B. Hunt Transport Services and more targeted, customer-by-customer surcharges in recent weeks by Hub Group, Schneider National and STG Logistics, according to shippers and recent earnings calls. “Union Pacific is experiencing an increase in demand for [rail-owned] domestic container capacity out of Southern California,” UP said in the announcement. “Action is being taken to reposition containers and increase train capacity to meet the demands of shippers.” One non-asset-based intermodal marketing company (IMC) said that UP experienced a significant increase in volume since J.B. Hunt’s announcement, requiring the railroad to reposition thousands of rail-owned containers from elsewhere to cover demand. Surcharges typically apply only after a contractual shipper exceeds a set threshold, often about 20% above its weekly average. For example, a shipper moving 100 containers per week on average might be allotted 120 loads per week in the peak season. The surcharge would only apply on shipments above 120. Shippers often divert freight to another intermodal provider, shift to the spot market or use a truckload carrier to avoid the surcharges, depending on which option is most economical. Not a surprising decision Union Pacific’s domestic and international intermodal volume has grown progressively since July 4, which partner Hub Group cited on its quarterly earnings call two weeks ago. “Near-term trends off the West Coast are strong and we are seeing indications of an early West Coast peak season,” said Phil Yeager, CEO of Hub Group, on an Aug. 1 earnings call. “How long does the West Coast peak really continue? It remains a little bit unclear, but we’re at least seeing some really robust demand right now.” BNSF Railway saw a similar surge in international intermodal, although that strength did not trickle down to domestic intermodal in the same way, according to RailState. Hub Group and Schneider said on their quarterly earnings calls two weeks ago that they had instituted PSSs for some customers amid stronger July demand in Southern California. The $500 and $300 per container figures are identical to the starting points last year , which were put into effect on Sept. 1, 2024. Unlike last year, however, it is not clear whether enough import volume is headed to the West Coast to sustain the surcharges into November, or whether demand will taper earlier. It is also uncertain whether conditions will warrant surcharges in Oakland and the Lathrop-Stockton area in Northern California, as occurred last year. Contact Ari Ashe at ari.ashe@spglobal.com .

Surface

Rail News

Intermodal providers

UP seeks surcharges amid intermodal volumes surge

<div class="phx-topic abstract-wrapper">The new 335,000-square-foot facility will reduce border delays and maximize cargo capacity for shippers moving temperature-controlled loads between the US and Mexico.</div>

The new 335,000-square-foot facility will reduce border delays and maximize cargo capacity for shippers moving temperature-controlled loads between the US and Mexico.

<div class="phx-topic">Correction: An earlier version of this story misstated the size of the new Americold facility.Americold has opened a $127 million warehousing facility with Canadian Pacific Kansas City (CPKC) to speed up refrigerated shipments across the US-Mexico border, the company said Tuesday. US Department of Agriculture inspections of refrigerated cargo at the 335,000-square-foot facility in Kansas City, Missouri, will allow Mexico-bound cargo to be pre-cleared, rather than inspected by customs at the border similar to an over-the-road trucking shipment. Northbound loads are similarly pre-cleared at CPKC’s terminal in Monterrey, Mexico. The facility, located about 971 miles from the US-Mexico border, is global warehousing provider Americold and CPKC’s first joint venture connecting to the railroad’s single-line service between Mexico and the US Midwest. Most northbound intermodal containers are full when they enter the US, but many take the return trip to Mexico empty. This volume imbalance forces railroads to charge more for northbound shipments to make up for the lack of southbound revenue. CPKC says filling more southbound containers with freight would lower its costs and, in turn, allow it to lower rates for all US-Mexico shippers. In addition, loads shipped via the CPKC service can exceed the US federal highway weight limit of 80,000 pounds because the cargo moves on private rail property rather than public roads. For refrigerated freight, the highway weight limit often means less cargo can be put in a container than in a truck trailer. CPKC says the ability to carry heavier loads per container will let it match trucking volumes with fewer containers, lowering costs for shippers. In December, the two companies said they were looking to replicate the new facility’s model south of the border, where CPKC operates terminals in Monterrey, San Luis Potosi and Toluca. Those hubs would be needed to deconsolidate loads for final-mile delivery without violating Mexican highway weight limits. Contact Laura Robb at <a href="mailto:Laura.Robb@spglobal.com">laura.robb@spglobal.com</a>. Senior Editor Ari Ashe contributed to this report. </div>

Correction: An earlier version of this story misstated the size of the new Americold facility. Americold has opened a $127 million warehousing facility with Canadian Pacific Kansas City (CPKC) to speed up refrigerated shipments across the US-Mexico border, the company said Tuesday. US Department of Agriculture inspections of refrigerated cargo at the 335,000-square-foot facility in Kansas City, Missouri, will allow Mexico-bound cargo to be pre-cleared, rather than inspected by customs at the border similar to an over-the-road trucking shipment. Northbound loads are similarly pre-cleared at CPKC’s terminal in Monterrey, Mexico. The facility, located about 971 miles from the US-Mexico border, is global warehousing provider Americold and CPKC’s first joint venture connecting to the railroad’s single-line service between Mexico and the US Midwest. Most northbound intermodal containers are full when they enter the US, but many take the return trip to Mexico empty. This volume imbalance forces railroads to charge more for northbound shipments to make up for the lack of southbound revenue. CPKC says filling more southbound containers with freight would lower its costs and, in turn, allow it to lower rates for all US-Mexico shippers. In addition, loads shipped via the CPKC service can exceed the US federal highway weight limit of 80,000 pounds because the cargo moves on private rail property rather than public roads. For refrigerated freight, the highway weight limit often means less cargo can be put in a container than in a truck trailer. CPKC says the ability to carry heavier loads per container will let it match trucking volumes with fewer containers, lowering costs for shippers. In December, the two companies said they were looking to replicate the new facility’s model south of the border, where CPKC operates terminals in Monterrey, San Luis Potosi and Toluca. Those hubs would be needed to deconsolidate loads for final-mile delivery without violating Mexican highway weight limits. Contact Laura Robb at laura.robb@spglobal.com . Senior Editor Ari Ashe contributed to this report.

Cool Cargo News

North-American rail

Americold-CPKC venture expands US-Mexico reefer rail services

<div class="phx-topic abstract-wrapper">A cautious approach to investment in network and terminal infrastructure is not keeping pace with market growth.</div>

A cautious approach to investment in network and terminal infrastructure is not keeping pace with market growth.

<div class="phx-topic">A growing mismatch at North European ocean gateways between available capacity and demand has left deep-sea container terminals struggling with high utilization levels and likely facing years of port bottlenecks. For much of 2025, persistent congestion across the region’s largest ports has delayed ship turnarounds and dragged down schedule reliability. After reaching a 2025 high of 45%, on-time performance on the trade lane in July was a dismal 28%, according to visibility provider eeSea. Congestion in Europe’s ports was likely to be an issue “for a few years,” Maersk CEO Vincent Clerc said <a href="https://www.joc.com/article/high-gemini-reliability-lays-groundwork-for-premium-rate-discussions-maersk-ceo-6059343">during a second-quarter earnings call with analysts</a> last week. “There is a general undercapacity in ports in Europe where we’re starting to feel more and more points of congestions that are impeding the networks,” he explained. “This is the result of terminal capacity being added over the last 15, 20 years at a slower pace than the market has been growing.” Clerc said Maersk was significantly expanding its terminal capacity in Rotterdam and was about to open a terminal in Croatia. “There’s some definite points where we’re looking at expanding and others are doing something similar, but it will take time for all of that to come online,” he said. Europe’s second-busiest container port of Antwerp-Bruges highlighted the lack of space in its first-half results in July, noting that <a href="https://www.joc.com/article/strong-h1-volumes-space-crunch-keep-antwerp-terminals-under-pressure-6043917">marine terminals were under “heavy strain”</a> with landside space at critically low levels. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="7041fe54-edf1-4d59-9d82-94781e7a7eb1"></dynamic-object></div>On top of the terminal undercapacity, several other factors are adding to the bottlenecks. Europe’s hub ports across the Northern Range have seen carriers shift toward deploying larger vessels on mainline Asia-North Europe routes, increasing the average container exchange and generating higher cargo peaks at terminal yards. Disruption on the maritime leg of voyages, such as making greater use of blank sailings to manage capacity and taking a longer route around southern Africa to avoid the Red Sea, also has an impact on yard operations. <h3>Landside capacity restricted </h3>Another contributing factor to the congestion is restricted landside transport capacity, with low water levels on the Rhine limiting barge capacity and poor rail capacity and reliability. “Modal shift initiatives [such as road] will likely put further pressure on landside transport linkages, but perhaps there needs to be a period of demand push to activate the required investments to improve the intermodal connectivity at key ports,” Eleanor Hadland, senior associate for ports and terminals at Drewry, told the Journal of Commerce Tuesday. The ongoing port congestion is absorbing a significant amount of Asia-Europe capacity deployed on the trade lane, constraining capacity by extending vessel turnaround times and reducing effective service frequency, according to C.H. Robinson. Instead of a typical two- or three-day port stay, vessels are now hanging around longer due to berth delays and slower cargo handling, the forwarder wrote in an August market update. “This means a ship that normally completes 12 round trips per year can now complete only eight or nine trips, reducing the total shipping capacity available to the market by roughly 25%-30%,” C.H. Robinson noted. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="eebb48eb-ad03-4e0f-a647-67693692edb4"></dynamic-object></div>Michael Aldwell, executive vice president of sea logistics at Kuehne + Nagel, said capacity reduction has been between 15% and 20% on both Asia-North Europe and Asia-Mediterranean lanes for the last two months. “The reduction in capacity is a combination of where there are still not enough vessels to entirely cover the Cape of Good Hope routing, the replacement of larger vessels with smaller ones [on the trans-Pacific eastbound and Africa trade], and the European port congestion, which started in February and which indeed does not show sign of improvement,” Aldwell told the Journal of Commerce. The congestion in European gateways could be different by terminals of the same port and by carrier, and even within the same alliance, he said. “What K+N does to circumvent the unpredictable and uncontrollable European port congestion is to work with collect on delivery [COD] or with dynamic ETA planning, depending on customer preference and needs.” Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

A growing mismatch at North European ocean gateways between available capacity and demand has left deep-sea container terminals struggling with high utilization levels and likely facing years of port bottlenecks. For much of 2025, persistent congestion across the region’s largest ports has delayed ship turnarounds and dragged down schedule reliability. After reaching a 2025 high of 45%, on-time performance on the trade lane in July was a dismal 28%, according to visibility provider eeSea. Congestion in Europe’s ports was likely to be an issue “for a few years,” Maersk CEO Vincent Clerc said during a second-quarter earnings call with analysts last week. “There is a general undercapacity in ports in Europe where we’re starting to feel more and more points of congestions that are impeding the networks,” he explained. “This is the result of terminal capacity being added over the last 15, 20 years at a slower pace than the market has been growing.” Clerc said Maersk was significantly expanding its terminal capacity in Rotterdam and was about to open a terminal in Croatia. “There’s some definite points where we’re looking at expanding and others are doing something similar, but it will take time for all of that to come online,” he said. Europe’s second-busiest container port of Antwerp-Bruges highlighted the lack of space in its first-half results in July, noting that marine terminals were under “heavy strain” with landside space at critically low levels. On top of the terminal undercapacity, several other factors are adding to the bottlenecks. Europe’s hub ports across the Northern Range have seen carriers shift toward deploying larger vessels on mainline Asia-North Europe routes, increasing the average container exchange and generating higher cargo peaks at terminal yards. Disruption on the maritime leg of voyages, such as making greater use of blank sailings to manage capacity and taking a longer route around southern Africa to avoid the Red Sea, also has an impact on yard operations. Landside capacity restricted Another contributing factor to the congestion is restricted landside transport capacity, with low water levels on the Rhine limiting barge capacity and poor rail capacity and reliability. “Modal shift initiatives [such as road] will likely put further pressure on landside transport linkages, but perhaps there needs to be a period of demand push to activate the required investments to improve the intermodal connectivity at key ports,” Eleanor Hadland, senior associate for ports and terminals at Drewry, told the Journal of Commerce Tuesday. The ongoing port congestion is absorbing a significant amount of Asia-Europe capacity deployed on the trade lane, constraining capacity by extending vessel turnaround times and reducing effective service frequency, according to C.H. Robinson. Instead of a typical two- or three-day port stay, vessels are now hanging around longer due to berth delays and slower cargo handling, the forwarder wrote in an August market update. “This means a ship that normally completes 12 round trips per year can now complete only eight or nine trips, reducing the total shipping capacity available to the market by roughly 25%-30%,” C.H. Robinson noted. Michael Aldwell, executive vice president of sea logistics at Kuehne + Nagel, said capacity reduction has been between 15% and 20% on both Asia-North Europe and Asia-Mediterranean lanes for the last two months. “The reduction in capacity is a combination of where there are still not enough vessels to entirely cover the Cape of Good Hope routing, the replacement of larger vessels with smaller ones [on the trans-Pacific eastbound and Africa trade], and the European port congestion, which started in February and which indeed does not show sign of improvement,” Aldwell told the Journal of Commerce. The congestion in European gateways could be different by terminals of the same port and by carrier, and even within the same alliance, he said. “What K+N does to circumvent the unpredictable and uncontrollable European port congestion is to work with collect on delivery [COD] or with dynamic ETA planning, depending on customer preference and needs.” Contact Greg Knowler at greg.knowler@spglobal.com .

International ports

Underinvestment exposes European ports to systematic bottlenecks

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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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SSA Marine Mexico: True Commitment to Sustainability

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