<div class="phx-topic abstract-wrapper">The modest but tangible progress of a three-year-old campaign to rehabilitate the Port of Beira in </div>

The modest but tangible progress of a three-year-old campaign to rehabilitate the Port of Beira in

<div>The modest but tangible progress of a three-year-old campaign to rehabilitate the Port of Beira in Mozambique could have wide repercussions for neighboring countries in southern Africa.Local officials and commentators are nearly unanimous in claiming that the project will eventually allow Beira, which handled nearly 2 million metric tons of freight last year, to approach its potential of 5 million tons.Some $660 million in foreign aid, largely from Western Europe, is being spent on dredging, electrification, training programs, docks infrastructure, new and renovated terminals, storage facilities, railroad links and communications. Efforts thus far have succeeded in cutting vessel turnaround time...

The modest but tangible progress of a three-year-old campaign to rehabilitate the Port of Beira in Mozambique could have wide repercussions for neighboring countries in southern Africa. Local officials and commentators are nearly unanimous in claiming that the project will eventually allow Beira, which handled nearly 2 million metric tons of freight last year, to approach its potential of 5 million tons.Some $660 million in foreign aid, largely from Western Europe, is being spent on dredging, electrification, training programs, docks infrastructure, new and renovated terminals, storage facilities, railroad links and communications. Efforts thus far have succeeded in cutting vessel turnaround time to 14 to 21 days. That's still a glacial pace when compared with ports in the industrialized world. But it's a marked improvement over Beira's situation only a few years ago, when the port lay dormant, its long-unused cargo handling equipment and even its shipping channels gone to rot. A restored Beira port would be most important to the neighboring African nation of Zimbabwe, the project's principal backer. Zimbabwe itself is landlocked, having no seacoast or port of its own. This fact of geography has placed Zimbabwe's trade and economic development at the mercy of its bitter enemy, South Africa. Eight years after shedding its former name, Rhodesia, and the associated colonial heritage, Zimbabwe still finds itself largely dependent on South Africa for its economic well-being. South Africa remains Zimbabwe's main trading partner, and it also has the subcontinent's principal ports. Hence the Harare government's unqualified support for a venture to rapidly rehabilitate Beira to the point where it will be capable eventually of moving up to half of Zimbabwe's total trade. Beira is situated at the mouth of the Pungwe River and is just 180 miles from the Zimbabwe border city of Mutare. It already is linked to Zimbabwe by a major tarred road and a single-track narrow-gauge railway, and there is an oil pipeline. The Portuguese suddenly pulled out of Mozambique in 1974 and left behind workers who had been taught nothing. Beira quickly came to a halt, and the river estuary silted up. The cranes, already 50 years old, rotted and decayed. Undaunted by this apparently irreversible deterioration some 10 years later, a group of Zimbabwe businessmen, having obtained government approval, set up the Beira Corridor Group to raise hundreds of millions of dollars and convince a highly skeptical business community here and internationally that they could succeed. A further major drawback was the active presence throughout Mozambique of the Renamo guerrillas, allegedly backed by South Africa as part of a regional destabilization program. Up to 10,000 Mozambique and Zimbabwe troops are needed to guard the corridor and the city of Beira against guerrilla attacks. Beira is planned to have 11 terminals, mostly for bulk trade. But that is a long way off. Terminals 2 through 5 are now being brought up to standard. Dredging will allow some of them a draft of 30 feet, allowing for bulk vessels of up to 42,000 dwt. The main Makuti channel is expected to be widened to between 170 and 220 yards by 1991. The Beira port reportedly handled 1.95 million metric tons of freight last year. The figure is better than it has been for years, but still a far cry from the heyday of the mid-1960s when traffic reached 4.3 million metric tons a year. That figure is close to the current estimated maximum potential of 5 million metric tons when the present work is completed. The reorganization of the port is due to be finished by 1991. The biggest problem in getting Beira going again has been a psychological one. Setbacks due to inefficiencies, electricity and equipment breakdowns, horrendous staffing and housing problems are numerous. Criticisms have been frequent and many a prominent businessman has returned to Harare from Beira shrugging his shoulders and saying forget it. Some six to nine months ago, the port experienced serious goods handing problems, and some containers remained at the dockside for several months. The delays were mainly caused by handling equipment breakdowns, electricity supply cuts, technical and management skills shortages - and heavy rains. The main current restriction is a maximum depth of only six meters (20 feet) so that ships of not more than 25,000 dwt. can use the terminals. Turnaround time has been cut from anything at all down to 14 to 20 days, with a 10-day target now looking realistic. Bureaucracy is said to be ponderous, with decisions often difficult to obtain. Night navigation is impossible because of unreliable electricity and lack of skilled staff. Accommodation and supply problems are acute. Another problem is communication. Infrequent flights between Beira and Harare, plus frequent roadblocks and visa problems, hamper the Zimbabwe businessman who needs a planned schedule. But no one doubts these problems will eventually all be ironed out, or at least be improved to acceptable, confidence-inspiring levels.

Maritime

SOUTHERN AFRICA GETS ALTERNATIVE TRADE LIFELINE

<div class="phx-topic abstract-wrapper">The Chinese state-controlled carrier said in an interim earnings statement the industry experienced a volatile first half of 2025 due to “tariff swings and lingering geopolitical tensions.”</div>

The Chinese state-controlled carrier said in an interim earnings statement the industry experienced a volatile first half of 2025 due to “tariff swings and lingering geopolitical tensions.”

Feature image

<div class="phx-topic">Container shipping is undergoing an unprecedented transformation as economic and trade policies, geopolitical issues, technological innovation and ecological demands reshape the industry’s competitive landscape, Cosco Shipping Holdings said Thursday. The Chinese state-controlled carrier said in an interim earnings statement the industry experienced a volatile first half of 2025 due to “tariff swings and lingering geopolitical tensions, creating a generally complex and ever-changing situation.” The carrier launched a raft of new services between China and emerging markets to help offset the impact of fast-changing US tariff polices. These included three mainline and three feeder services that better connected China and the West Coast of South America utilizing Cosco’s hub port at Chancay, Peru, plus new routes connecting Southeast and South Asia with its Yangpu hub port following the launch of the Hainan free trade zone in southwest China. The focus on emerging trades helped drive double-digit growth in revenue and liftings from those regions compared with more modest results from trans-Pacific, Asia-Europe and Asia-Mediterranean services. Group figures, which comprise Cosco Shipping Lines and its Hong Kong-headquartered affiliate OOCL, show overall net profit increased 4% to $2.5 billion in the first half, while revenues rose 7% to $15 billion. That included an $819 million revenue contribution from Cosco Shipping Ports that was 15% higher than the first six months of 2024. Total throughput at the group’s domestic and international terminals increased 6% to 74 million TEUs. Reflecting the lackluster performance on the trans-Pacific, revenues on that trade edged up 1% to almost $4 billion in the first six months, while liftings were up 5% to 2.4 million TEUs. Cosco confirmed it has a vessel order backlog totaling 910,000 TEUs, including 42 methanol dual-fuel powered vessels with a total capacity of 780,000 TEUs. The carrier also intends to retrofit a series of existing vessels with methanol-powered systems, but did not say how many container ships would be upgraded. Contact Keith Wallis at <a href="https://www.joc.com/article/keithwallis@hotmail.com">keithwallis@hotmail.com.</a></div>

Container shipping is undergoing an unprecedented transformation as economic and trade policies, geopolitical issues, technological innovation and ecological demands reshape the industry’s competitive landscape, Cosco Shipping Holdings said Thursday. The Chinese state-controlled carrier said in an interim earnings statement the industry experienced a volatile first half of 2025 due to “tariff swings and lingering geopolitical tensions, creating a generally complex and ever-changing situation.” The carrier launched a raft of new services between China and emerging markets to help offset the impact of fast-changing US tariff polices. These included three mainline and three feeder services that better connected China and the West Coast of South America utilizing Cosco’s hub port at Chancay, Peru, plus new routes connecting Southeast and South Asia with its Yangpu hub port following the launch of the Hainan free trade zone in southwest China. The focus on emerging trades helped drive double-digit growth in revenue and liftings from those regions compared with more modest results from trans-Pacific, Asia-Europe and Asia-Mediterranean services. Group figures, which comprise Cosco Shipping Lines and its Hong Kong-headquartered affiliate OOCL, show overall net profit increased 4% to $2.5 billion in the first half, while revenues rose 7% to $15 billion. That included an $819 million revenue contribution from Cosco Shipping Ports that was 15% higher than the first six months of 2024. Total throughput at the group’s domestic and international terminals increased 6% to 74 million TEUs. Reflecting the lackluster performance on the trans-Pacific, revenues on that trade edged up 1% to almost $4 billion in the first six months, while liftings were up 5% to 2.4 million TEUs. Cosco confirmed it has a vessel order backlog totaling 910,000 TEUs, including 42 methanol dual-fuel powered vessels with a total capacity of 780,000 TEUs. The carrier also intends to retrofit a series of existing vessels with methanol-powered systems, but did not say how many container ships would be upgraded. Contact Keith Wallis at keithwallis@hotmail.com.

Container Shipping News

Container lines

Trans-Pacific

Cosco H1 net profit ticks 4% higher amid ‘complex’ container shipping market

<div class="phx-topic abstract-wrapper">Opening of the first phase of the port’s new on-dock railyard will be delayed until next year, while the project faces a 42% increase in budgeted costs. </div>

Opening of the first phase of the port’s new on-dock railyard will be delayed until next year, while the project faces a 42% increase in budgeted costs.

<div class="phx-topic">The opening of a major project to add on-dock rail to the Port of Charleston is delayed about six months and will only handle CSX Transportation trains initially due to design changes requested by Norfolk Southern Railway. Inflation, redesigns, stalled permits, missed grants and even port crane tariffs have resulted in $232 million of cost overruns, making the project’s troubles a likely factor in the port’s chief executive recently resigning.<a href="https://www.joc.com/article/charleston-moves-ahead-with-plans-for-near-dock-intermodal-facility-5194359">The Navy Base Intermodal Facility</a> was originally budgeted at about $550 million. The brownfield development, adjacent to Charleston’s Hugh K. Leatherman terminal, is designed for handling 1 million container lifts per year and aimed <a href="https://www.joc.com/article/sc-ports-chief-outlines-plans-for-charleston-to-hit-10-million-teu-mark-5749894">to build upon Charleston’s development of inland ports at Greer and Dillon, S.C.</a>Since its original proposal in 2021, cost estimates have risen to $782 million, now-former South Carolina State Ports Authority (SC Ports) Chief Executive Barbara Melvin told a state legislative committee in July. South Carolina appropriated $550 million over 2021 and 2022 for the project. “We are seeing challenges in materials, labor and equipment to build these types of projects,” Melvin told the committee. “All of those have escalated over the last three years of this project.” The Navy Base project, which includes a barge service for moving containers to and from Charleson’s Wando Welch Terminal for rail service, was expected to open this summer. The rail yard will now open in January 2026, with some features not yet ready until 2027. Melvin, who was the port’s chief operating officer before becoming chief executive, announced <a href="https://www.joc.com/article/melvin-steps-down-as-sc-ports-chief-6067001">her resignation from SC Ports last week</a>, without citing a reason. South Carolina State Sen. Sean Bennett, one of the members of the fiscal oversight committee briefed on the project, said in a statement Thursday to the Journal of Commerce the railyard “remains viable and essential, but the execution has clearly fallen short.”“Cost overruns can’t simply be dismissed as inflation – they reflect deeper issues,” Bennett said. “The Port Authority’s board must step up its responsibilities and provide the leadership and accountability this project requires.” SC Ports said in a statement to the Journal of Commerce it is still moving forward with the project as originally envisioned. Most of the yard’s construction is complete and its six gantry cranes have been installed. Cost overages for the remaining parts of the project are now part of the port’s 2026 capital plan. “This project will boost SC Ports’ already robust intermodal connectivity between the Port of Charleston and inland port markets in the Southeast and beyond,” SC Ports said in the statement. <h3>NS needs more access</h3>The railyard itself, originally budgeted at about $400 million in 2021, is now expected to cost $544 million. Improvements to Charleston’s two terminals for barge service, originally budgeted at $150 million, have since increased to $237 million. Across all those, SC Ports faces higher material and labor costs, Melvin told the committee, adding that Leatherman terminal improvement costs have risen 44% since its initial construction in 2019, while nationwide warehouse and concrete construction costs have increased at rates of 25% and 32%, respectively, between 2021 and 2023.Construction costs on the railyard itself, a former naval base, have also risen due to unexpectedly soft soil, environmental remediation and unforeseen buried infrastructure. Key features of the project will also not be ready in time for the January opening. A one-mile dedicated drayage road between the railyard and the Leatherman terminal was redesigned after SC Ports did a land swap with a nearby US Coast Guard base. Until that road opens in November 2026, containers will be drayed on 2.5 miles of another industrial road near the port.Some 80,000 feet of rail track connecting to the railyard from the south to CSX and NS’s main tracks also won’t be fully ready until March 2027, Melvin said, citing the extensive design challenges involving both railroads and various public entities. The tracks have eight street-level crossings through North Charleston. A construction award for the trackage is expected this October. “The southern connection has been the most challenging piece of the project,” Melvin told the committee, adding that steel tariffs will also raise its cost. Until the southern connection opens, only CSX will be able to access the railyard through its north tracks. In addition to the south access, NS needs four miles of siding for passing trains, the railroad unexpectedly informed SC Ports this summer, Melvin said. The siding is expected to cost about $28 million and was originally thought to be part of NS’s own capital plans, she said. NS said in a statement to the Journal of Commerce that it has informed SC Ports for the last decade about what it needs to utilize the site, specifically “tracks leading into the facility as well as construction of a passing siding in North Charleston.” “We remain committed to the success of the Navy Base intermodal facility and to collaborating to get this facility online as quickly as possible,” NS said. Melvin told the state senate committee she expects NS could use the facility as early as October 2026 when the first phase of the southern access is ready. <h3>Tariff hit on cranes</h3>For barges, SC Ports planned to build a 700-foot berth extension at Wando Welch. But since applying for a permit in 2018 and after four follow-ups, the US Army Corps of Engineers has yet to issue a permit for the berth, Melvin said. She said the berth hoped to win some $45 million in federal grants applied for under the Biden administration, but did not receive the funding. Melvin told the state senate committee SC Ports expects Wando’s barge berth could cost $76 million, “if we can get a permit quickly and proceed, but if we cannot, that price won’t hold.” “We could still operate a barge (at Wando’s existing berths), but it’s not ideal,” she said. <a href="https://www.joc.com/article/charlestons-leatherman-terminal-eyes-second-berth-by-late-2026-6066963">The Leatherman terminal’s plans to build another 1,600-feet of berth</a> will allow it to handle a barge along with an additional container ship, Melvin said. However, the original plan only called for adding half that length. Melvin said that given the overall cost increases, SC Ports decided to move ahead with a full extension, adding $53 million to Leatherman’s budget. SC Ports originally budgeted $25 million to purchase ZPMC cranes for the Leatherman extension. But due to <a href="https://www.joc.com/article/looming-us-tariffs-put-economic-viability-of-sts-cranes-in-doubt-6055678">the Trump administration’s proposed tariffs on Chinese-made cranes</a>, Melvin said SC Ports increased its crane budget to $34 million based on estimates from four non-Chinese crane makers, but the price could increase further.“You are paying a premium to order non-Chinese cranes,” Melvin said. Contact Michael Angell at <a href="mailto:michael.angell@spglobal.com">michael.angell@spglobal.com</a> </div>

The opening of a major project to add on-dock rail to the Port of Charleston is delayed about six months and will only handle CSX Transportation trains initially due to design changes requested by Norfolk Southern Railway. Inflation, redesigns, stalled permits, missed grants and even port crane tariffs have resulted in $232 million of cost overruns, making the project’s troubles a likely factor in the port’s chief executive recently resigning. The Navy Base Intermodal Facility was originally budgeted at about $550 million. The brownfield development, adjacent to Charleston’s Hugh K. Leatherman terminal, is designed for handling 1 million container lifts per year and aimed to build upon Charleston’s development of inland ports at Greer and Dillon, S.C. Since its original proposal in 2021, cost estimates have risen to $782 million, now-former South Carolina State Ports Authority (SC Ports) Chief Executive Barbara Melvin told a state legislative committee in July. South Carolina appropriated $550 million over 2021 and 2022 for the project. “We are seeing challenges in materials, labor and equipment to build these types of projects,” Melvin told the committee. “All of those have escalated over the last three years of this project.” The Navy Base project, which includes a barge service for moving containers to and from Charleson’s Wando Welch Terminal for rail service, was expected to open this summer. The rail yard will now open in January 2026, with some features not yet ready until 2027. Melvin, who was the port’s chief operating officer before becoming chief executive, announced her resignation from SC Ports last week , without citing a reason. South Carolina State Sen. Sean Bennett, one of the members of the fiscal oversight committee briefed on the project, said in a statement Thursday to the Journal of Commerce the railyard “remains viable and essential, but the execution has clearly fallen short.” “Cost overruns can’t simply be dismissed as inflation – they reflect deeper issues,” Bennett said. “The Port Authority’s board must step up its responsibilities and provide the leadership and accountability this project requires.” SC Ports said in a statement to the Journal of Commerce it is still moving forward with the project as originally envisioned. Most of the yard’s construction is complete and its six gantry cranes have been installed. Cost overages for the remaining parts of the project are now part of the port’s 2026 capital plan. “This project will boost SC Ports’ already robust intermodal connectivity between the Port of Charleston and inland port markets in the Southeast and beyond,” SC Ports said in the statement. NS needs more access The railyard itself, originally budgeted at about $400 million in 2021, is now expected to cost $544 million. Improvements to Charleston’s two terminals for barge service, originally budgeted at $150 million, have since increased to $237 million. Across all those, SC Ports faces higher material and labor costs, Melvin told the committee, adding that Leatherman terminal improvement costs have risen 44% since its initial construction in 2019, while nationwide warehouse and concrete construction costs have increased at rates of 25% and 32%, respectively, between 2021 and 2023. Construction costs on the railyard itself, a former naval base, have also risen due to unexpectedly soft soil, environmental remediation and unforeseen buried infrastructure. Key features of the project will also not be ready in time for the January opening. A one-mile dedicated drayage road between the railyard and the Leatherman terminal was redesigned after SC Ports did a land swap with a nearby US Coast Guard base. Until that road opens in November 2026, containers will be drayed on 2.5 miles of another industrial road near the port. Some 80,000 feet of rail track connecting to the railyard from the south to CSX and NS’s main tracks also won’t be fully ready until March 2027, Melvin said, citing the extensive design challenges involving both railroads and various public entities. The tracks have eight street-level crossings through North Charleston. A construction award for the trackage is expected this October. “The southern connection has been the most challenging piece of the project,” Melvin told the committee, adding that steel tariffs will also raise its cost. Until the southern connection opens, only CSX will be able to access the railyard through its north tracks. In addition to the south access, NS needs four miles of siding for passing trains, the railroad unexpectedly informed SC Ports this summer, Melvin said. The siding is expected to cost about $28 million and was originally thought to be part of NS’s own capital plans, she said. NS said in a statement to the Journal of Commerce that it has informed SC Ports for the last decade about what it needs to utilize the site, specifically “tracks leading into the facility as well as construction of a passing siding in North Charleston.” “We remain committed to the success of the Navy Base intermodal facility and to collaborating to get this facility online as quickly as possible,” NS said. Melvin told the state senate committee she expects NS could use the facility as early as October 2026 when the first phase of the southern access is ready. Tariff hit on cranes For barges, SC Ports planned to build a 700-foot berth extension at Wando Welch. But since applying for a permit in 2018 and after four follow-ups, the US Army Corps of Engineers has yet to issue a permit for the berth, Melvin said. She said the berth hoped to win some $45 million in federal grants applied for under the Biden administration, but did not receive the funding. Melvin told the state senate committee SC Ports expects Wando’s barge berth could cost $76 million, “if we can get a permit quickly and proceed, but if we cannot, that price won’t hold.” “We could still operate a barge (at Wando’s existing berths), but it’s not ideal,” she said. The Leatherman terminal’s plans to build another 1,600-feet of berth will allow it to handle a barge along with an additional container ship, Melvin said. However, the original plan only called for adding half that length. Melvin said that given the overall cost increases, SC Ports decided to move ahead with a full extension, adding $53 million to Leatherman’s budget. SC Ports originally budgeted $25 million to purchase ZPMC cranes for the Leatherman extension. But due to the Trump administration’s proposed tariffs on Chinese-made cranes , Melvin said SC Ports increased its crane budget to $34 million based on estimates from four non-Chinese crane makers, but the price could increase further. “You are paying a premium to order non-Chinese cranes,” Melvin said. Contact Michael Angell at michael.angell@spglobal.com

Marine terminals

North-American rail

Intermodal providers

Port infrastructure

North American ports

Charleston’s Navy Base railyard project faces delays, big cost overruns

<div class="phx-topic abstract-wrapper">The union claims the Virginia Port Authority is tacitly violating the new master contract’s technology clauses through its influence over the port’s main terminal employer. </div>

The union claims the Virginia Port Authority is tacitly violating the new master contract’s technology clauses through its influence over the port’s main terminal employer.

<div class="phx-topic">The International Longshoremen’s Association (ILA) is suing the Virginia Port Authority (VPA) and its chief executive, alleging they are using their control of the port’s terminal employer to violate the union’s master contract by forcing new rail crane technology on longshore workers. The lawsuit, filed Tuesday in federal court in Virginia, says the VPA and Chief Executive Stephen Edwards leveraged Virginia International Terminals (VIT) — the port’s separate legal entity that handles daily operations and directly employs longshore workers — to implement new technology at the port without going through the process required by the master contract. The suit, which further alleges the port authority sought to influence contract talks held earlier this year and in 2024 even though it was not a party to the talks, seeks to bar the VPA and Edwards from interfering in the contractual relationship between the union and VIT. “VPA and Edwards are aware of the terms and conditions of the master contract, specifically as they relate to the specific processes, procedures and assurances for implementing new technology, as well as the workforce protections guaranteed to ILA labor,” the lawsuit reads. “Yet, despite their knowledge of the terms and conditions of the master contract, VPA and Edwards have knowingly and intentionally interfered with the contract between VIT and ILA by causing VIT to violate that contract,” the suit adds. The VPA declined comment on the lawsuit. <h3>Crane installation began in April </h3>The VPA in April began to install <a href="https://www.joc.com/article/ila-targets-rail-mounted-gantry-cranes-amid-impasse-in-port-labor-talks-5874742">semi-automated rail-mounted gantry cranes</a> on the north berth of Norfolk International Terminals, the suit said. The ILA claims that VIT, as the signatory to the master contract and the actual employer at the terminal, did not notify the union about the new rail cranes being installed. Under the ILA master contract ratified this past March, any new technology implemented by ports along the East and Gulf coasts must be vetted by a new technology committee comprised of the union and maritime employers to determine staffing levels for the new equipment, training and pay rates. The local union must also be notified so it can negotiate with employers about the new technology. However, the ILA alleges that VIT did not follow this process. Instead, “VIT said that the cranes had been purchased by VPA, not VIT.” VIT said that because VPA is not a party to the master contract, it did not have to inform the union about the new technology, the suit claims. The ILA said it only undertook the lawsuit after filing multiple grievances under the master contract. “Thus, VPA is using its authority to frustrate the collective bargaining process and interfere with the master contract relationship between ILA and VIT,” the lawsuit reads. Even before the new cranes arrived, the ILA alleges that Edwards and the VPA were seeking to influence the contract talks, claiming that VIT “argued vociferously against more stringent workforce protections for ILA labor related to the implementation of new technology.” “VIT’s argument during contract negotiations in favor of automating and against workforce protection was at the behest of defendants VPA, in general, and defendant Edwards, in particular,” the suit alleges. Contact Michael Angell at <a href="mailto:michael.angell@spglobal.com">michael.angell@spglobal.com</a>. </div>

The International Longshoremen’s Association (ILA) is suing the Virginia Port Authority (VPA) and its chief executive, alleging they are using their control of the port’s terminal employer to violate the union’s master contract by forcing new rail crane technology on longshore workers. The lawsuit, filed Tuesday in federal court in Virginia, says the VPA and Chief Executive Stephen Edwards leveraged Virginia International Terminals (VIT) — the port’s separate legal entity that handles daily operations and directly employs longshore workers — to implement new technology at the port without going through the process required by the master contract. The suit, which further alleges the port authority sought to influence contract talks held earlier this year and in 2024 even though it was not a party to the talks, seeks to bar the VPA and Edwards from interfering in the contractual relationship between the union and VIT. “VPA and Edwards are aware of the terms and conditions of the master contract, specifically as they relate to the specific processes, procedures and assurances for implementing new technology, as well as the workforce protections guaranteed to ILA labor,” the lawsuit reads. “Yet, despite their knowledge of the terms and conditions of the master contract, VPA and Edwards have knowingly and intentionally interfered with the contract between VIT and ILA by causing VIT to violate that contract,” the suit adds. The VPA declined comment on the lawsuit. Crane installation began in April The VPA in April began to install semi-automated rail-mounted gantry cranes on the north berth of Norfolk International Terminals, the suit said. The ILA claims that VIT, as the signatory to the master contract and the actual employer at the terminal, did not notify the union about the new rail cranes being installed. Under the ILA master contract ratified this past March, any new technology implemented by ports along the East and Gulf coasts must be vetted by a new technology committee comprised of the union and maritime employers to determine staffing levels for the new equipment, training and pay rates. The local union must also be notified so it can negotiate with employers about the new technology. However, the ILA alleges that VIT did not follow this process. Instead, “VIT said that the cranes had been purchased by VPA, not VIT.” VIT said that because VPA is not a party to the master contract, it did not have to inform the union about the new technology, the suit claims. The ILA said it only undertook the lawsuit after filing multiple grievances under the master contract. “Thus, VPA is using its authority to frustrate the collective bargaining process and interfere with the master contract relationship between ILA and VIT,” the lawsuit reads. Even before the new cranes arrived, the ILA alleges that Edwards and the VPA were seeking to influence the contract talks, claiming that VIT “argued vociferously against more stringent workforce protections for ILA labor related to the implementation of new technology.” “VIT’s argument during contract negotiations in favor of automating and against workforce protection was at the behest of defendants VPA, in general, and defendant Edwards, in particular,” the suit alleges. Contact Michael Angell at michael.angell@spglobal.com .

Longshore labor

ILA suing Virginia port, chief executive over rollout of new rail cranes

<div class="phx-topic abstract-wrapper">S&amp;P Global Market Intelligence’s Global Port Congestion Analysis shows that half of Northern Europe’s ports reported year-over-year declines in port moves per hour in the second quarter, while Asian ports faced higher arrival process times and mixed efficiency results. </div>

S&P Global Market Intelligence’s Global Port Congestion Analysis shows that half of Northern Europe’s ports reported year-over-year declines in port moves per hour in the second quarter, while Asian ports faced higher arrival process times and mixed efficiency results.

<div class="phx-topic">A new port performance analysis underscores the extent of congestion in European ports in the second quarter, flow challenges for Asian ports and how US ports were able to handle elevated, tariff-driven volumes. S&amp;P Global Market Intelligence’s Global Port Congestion Analysis shows that half of Northern Europe’s ports reported year-over-year declines in port moves per hour in the second quarter, while Asian ports faced higher arrival process times and mixed efficiency results. Meanwhile, most North American ports maintained average call sizes year over year while improving their arrival process time. The analysis, released Friday, examines the year-over-year shifts in global port congestion metrics in the second quarter, including number of calls, average call size, arrival process time, berth hours, port moves per hour and container dwell times. <h3>Global congestion hurdles </h3>Congestion hurdles in Northern Europe and the Mediterranean include efficiency declines and increased average port hours, or hours spent between arrival or anchorage until vessel departure. Congestion at European ports has been a growing problem for shippers, as the disparity between available capacity and demand <a href="https://www.joc.com/article/underinvestment-exposes-european-ports-to-systematic-bottlenecks-6062033">leaves deep-sea container terminals facing the potential of years-long bottlenecks</a>. Meanwhile, Mediterranean ports faced decreased productivity and increased average port hours. The report showed that Northeast Asian ports exhibited higher arrival process times and lower berth productivity year over year in the second quarter. Southeast Asian ports faced mixed results, with Singapore, Tanjung Pelepas, Manila and Port Klang improving their port moves per hour, while others, such as Laem Chabang, Cai Mep and Chattogram, worsened. <h3>Consistency in North America </h3>The performance of North American ports mostly remained steady, with the Port of Long Beach experiencing a notable drop in average call sizes but an increase in recorded vessel calls in the second quarter year over year. Long Beach will be able to accommodate larger vessels through <a href="https://www.joc.com/article/long-beach-its-terminal-upgrade-to-boost-capacity-by-about-50-6042244">a $365 million upgrade</a> allowing International Transportation Service (ITS) to berth two 18,000-TEU ships simultaneously when the project is completed in early 2029. The project involves filling in a 19-acre slip that will convert the terminal into a larger, square-shaped facility that will enable more efficient container handling. ITS at present is, in effect, two separate terminals separated by the slip, which hinders operational efficiency. While most North American ports reviewed saw an increase in port moves per hour in the second quarter, Charleston showed the largest on-year gains. The port began to regain services from major carriers at its new Leatherman terminal after the South Carolina State Ports Authority and the International Longshoremen’s Association <a href="https://www.joc.com/article/sc-ports-strikes-deal-with-ila-to-fully-open-leatherman-marine-terminal-5192280">settled a legal dispute.</a>Contact Laura Robb at <a href="mailto:Laura.Robb@spglobal.com">laura.robb@spglobal.com</a>.Senior Editor Bill Mongelluzzo contributed to this report. </div>

A new port performance analysis underscores the extent of congestion in European ports in the second quarter, flow challenges for Asian ports and how US ports were able to handle elevated, tariff-driven volumes. S&P Global Market Intelligence’s Global Port Congestion Analysis shows that half of Northern Europe’s ports reported year-over-year declines in port moves per hour in the second quarter, while Asian ports faced higher arrival process times and mixed efficiency results. Meanwhile, most North American ports maintained average call sizes year over year while improving their arrival process time. The analysis, released Friday, examines the year-over-year shifts in global port congestion metrics in the second quarter, including number of calls, average call size, arrival process time, berth hours, port moves per hour and container dwell times. Global congestion hurdles Congestion hurdles in Northern Europe and the Mediterranean include efficiency declines and increased average port hours, or hours spent between arrival or anchorage until vessel departure. Congestion at European ports has been a growing problem for shippers, as the disparity between available capacity and demand leaves deep-sea container terminals facing the potential of years-long bottlenecks . Meanwhile, Mediterranean ports faced decreased productivity and increased average port hours. The report showed that Northeast Asian ports exhibited higher arrival process times and lower berth productivity year over year in the second quarter. Southeast Asian ports faced mixed results, with Singapore, Tanjung Pelepas, Manila and Port Klang improving their port moves per hour, while others, such as Laem Chabang, Cai Mep and Chattogram, worsened. Consistency in North America The performance of North American ports mostly remained steady, with the Port of Long Beach experiencing a notable drop in average call sizes but an increase in recorded vessel calls in the second quarter year over year. Long Beach will be able to accommodate larger vessels through a $365 million upgrade allowing International Transportation Service (ITS) to berth two 18,000-TEU ships simultaneously when the project is completed in early 2029. The project involves filling in a 19-acre slip that will convert the terminal into a larger, square-shaped facility that will enable more efficient container handling. ITS at present is, in effect, two separate terminals separated by the slip, which hinders operational efficiency. While most North American ports reviewed saw an increase in port moves per hour in the second quarter, Charleston showed the largest on-year gains. The port began to regain services from major carriers at its new Leatherman terminal after the South Carolina State Ports Authority and the International Longshoremen’s Association settled a legal dispute. Contact Laura Robb at laura.robb@spglobal.com .Senior Editor Bill Mongelluzzo contributed to this report.

Port News

European ports face continued congestion; Asia gateways saw mixed results in Q2: analysis

<div class="phx-topic abstract-wrapper">With no clear definition of what duty and data processes are required by CBP after the Aug. 29 end to all de minimis exemptions, most import shipments via post to the US have been suspended until further notice.</div>

With no clear definition of what duty and data processes are required by CBP after the Aug. 29 end to all de minimis exemptions, most import shipments via post to the US have been suspended until further notice.

<div class="phx-topic">The suspension of mail shipments to the US has gone global as postal organizations around the world cite their inability to comply with the tight “de minimis” elimination timeline provided by Customs and Border Protection (CBP) ahead of the Aug. 29 implementation date. Asia-Pacific postal organizations — including Japan Post, Australia Post and Taiwan’s Chunghwa Post — joined their European Union counterparts this week in suspending parcel shipments through postal networks to the US Postal Service (USPS) as they work through compliance issues. “The US de minimis elimination is causing global logistical disruptions, with postal suspensions reflecting unresolved operational challenges,” Dmitry Kulish, director of air cargo/Asia-Pacific for air freight logistics provider ACN Group, told the Journal of Commerce. “Asian and European shippers alike are seeking clarity from CBP, but until systems are updated, postal halts will likely persist,” Kulish warned. President Donald Trump’s executive order — “Suspending Duty-Free De Minimis Treatment for All Countries” — will from Friday require duties to be paid to US customs on all imported goods, regardless of their country of origin. However, technical details of the new rules were only released on Aug. 15, leaving just two weeks for the world’s postal companies to prepare for a comprehensive change in customs requirements. With still no clear definition of what duty and data processes are required by CBP, most shipments via post to the US have been suspended until further notice. Currently, low-value goods and gifts can be imported into the US duty-free from other countries due to a de minimis customs threshold of $800. Beginning Aug. 29, all imports, except letters and documents with no value and purely private shipments of gifts with a value under $100, will face duties. <h3>‘Little public guidance’ </h3>Cindy Allen, CEO of consulting firm Trade Force Multiplier and a former customs executive with FedEx, said foreign postal services were being forced into a freight forwarder role of arranging customs clearance in the US or requiring shippers to do so on their own. “Little public guidance has been offered to foreign postal services, and without a set procedure or approach, each must determine what is required to move packages into the US,” Allen told the Journal of Commerce Wednesday. “The implementation has been chaotic at best,” she added. “The biggest hurdle was who was going to assess, collect and tender the duty to CBP. The postal service doesn’t have the mechanisms or capacity to appoint a broker to handle all the shipments as would happen in a normal freight environment.” Compliance with the new rules will require substantial modification of shipment control processes, and dozens of mostly state-run postal organizations around the world have complained at the short notice given by CBP for new customs requirements. Spain’s state-owned postal service Correos said the two-week notice given by CBP was not enough, considering its impact on critical processes such as the collection of duties at source, the collection and reporting of new data and interaction with the various cross-border institutions involved in the new mechanism. “Due to the limited timeframe to adapt to these new requirements, and in order to protect the interests of its customers, Correos will temporarily suspend shipments to the United States and Puerto Rico until the appropriate solution has been developed and implemented to comply with the new regulation,” the company said in a statement. France’s La Poste said the US customs duties from Aug. 29 would be the responsibility of the sender and not the recipient — unlike in the rest of the world — and must be paid to CBP before the items enter the US. “However, to date, the United States has not provided European postal operators with concrete procedures for collecting taxes,” La Poste said in a statement noting its suspension of US postal shipments this week. “It is therefore impossible for us to undertake the work necessary to implement these new requirements.” <h3>Key import questions remain unanswered </h3>The DHL Group stopped accepting parcel and postal items destined for the US on Aug. 22, pointing out that new processes required by US authorities for postal shipping differed from previously applicable regulations. “Key questions remain unresolved, particularly regarding how and by whom customs duties will be collected in the future, what additional data will be required and how the data transmission to the US Customs and Border Protection will be carried out,” DHL noted in a statement. The global elimination of duty-free access to low-value goods will not have a noticeable impact on air cargo, according to Frederic Horst, managing director of consultancy Trade and Transport Group. “US carriers reported about 22,000 tonnes of inbound mail in the 12 months ended May 2025. That is less than 1% of total US inbound air cargo traffic,” Horst told the Journal of Commerce. “For mail [to the US], the biggest origins are the UK, Australia and Germany with 7,300, 3,200 and 2,100 tonnes, respectively, over the last 12 months,” he added. “Most mail moves on passenger carriers so if there is any impact it will be felt by carriers operating from those countries.” US customs data shows that in 2024, 1.36 billion packages valued at $64 billion entered the country under the de minimis exemption. The e-commerce shipments accounted for close to 50% of China-to-US air freight volume, with big Chinese platforms Temu and Shein filling dozens of freighters every day. That spigot was turned off on May 2 with dramatic effect when the de minimis exemption was eliminated for imports from China and Hong Kong. Data from air freight analyst Rotate shows overall China-US air cargo demand fell more than 30% in June year over year following a 28% drop in May, while China’s e-commerce exports to the US in July were down 44% year over year. Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

The suspension of mail shipments to the US has gone global as postal organizations around the world cite their inability to comply with the tight “de minimis” elimination timeline provided by Customs and Border Protection (CBP) ahead of the Aug. 29 implementation date. Asia-Pacific postal organizations — including Japan Post, Australia Post and Taiwan’s Chunghwa Post — joined their European Union counterparts this week in suspending parcel shipments through postal networks to the US Postal Service (USPS) as they work through compliance issues. “The US de minimis elimination is causing global logistical disruptions, with postal suspensions reflecting unresolved operational challenges,” Dmitry Kulish, director of air cargo/Asia-Pacific for air freight logistics provider ACN Group, told the Journal of Commerce. “Asian and European shippers alike are seeking clarity from CBP, but until systems are updated, postal halts will likely persist,” Kulish warned. President Donald Trump’s executive order — “Suspending Duty-Free De Minimis Treatment for All Countries” — will from Friday require duties to be paid to US customs on all imported goods, regardless of their country of origin. However, technical details of the new rules were only released on Aug. 15, leaving just two weeks for the world’s postal companies to prepare for a comprehensive change in customs requirements. With still no clear definition of what duty and data processes are required by CBP, most shipments via post to the US have been suspended until further notice. Currently, low-value goods and gifts can be imported into the US duty-free from other countries due to a de minimis customs threshold of $800. Beginning Aug. 29, all imports, except letters and documents with no value and purely private shipments of gifts with a value under $100, will face duties. ‘Little public guidance’ Cindy Allen, CEO of consulting firm Trade Force Multiplier and a former customs executive with FedEx, said foreign postal services were being forced into a freight forwarder role of arranging customs clearance in the US or requiring shippers to do so on their own. “Little public guidance has been offered to foreign postal services, and without a set procedure or approach, each must determine what is required to move packages into the US,” Allen told the Journal of Commerce Wednesday. “The implementation has been chaotic at best,” she added. “The biggest hurdle was who was going to assess, collect and tender the duty to CBP. The postal service doesn’t have the mechanisms or capacity to appoint a broker to handle all the shipments as would happen in a normal freight environment.” Compliance with the new rules will require substantial modification of shipment control processes, and dozens of mostly state-run postal organizations around the world have complained at the short notice given by CBP for new customs requirements. Spain’s state-owned postal service Correos said the two-week notice given by CBP was not enough, considering its impact on critical processes such as the collection of duties at source, the collection and reporting of new data and interaction with the various cross-border institutions involved in the new mechanism. “Due to the limited timeframe to adapt to these new requirements, and in order to protect the interests of its customers, Correos will temporarily suspend shipments to the United States and Puerto Rico until the appropriate solution has been developed and implemented to comply with the new regulation,” the company said in a statement. France’s La Poste said the US customs duties from Aug. 29 would be the responsibility of the sender and not the recipient — unlike in the rest of the world — and must be paid to CBP before the items enter the US. “However, to date, the United States has not provided European postal operators with concrete procedures for collecting taxes,” La Poste said in a statement noting its suspension of US postal shipments this week. “It is therefore impossible for us to undertake the work necessary to implement these new requirements.” Key import questions remain unanswered The DHL Group stopped accepting parcel and postal items destined for the US on Aug. 22, pointing out that new processes required by US authorities for postal shipping differed from previously applicable regulations. “Key questions remain unresolved, particularly regarding how and by whom customs duties will be collected in the future, what additional data will be required and how the data transmission to the US Customs and Border Protection will be carried out,” DHL noted in a statement. The global elimination of duty-free access to low-value goods will not have a noticeable impact on air cargo, according to Frederic Horst, managing director of consultancy Trade and Transport Group. “US carriers reported about 22,000 tonnes of inbound mail in the 12 months ended May 2025. That is less than 1% of total US inbound air cargo traffic,” Horst told the Journal of Commerce. “For mail [to the US], the biggest origins are the UK, Australia and Germany with 7,300, 3,200 and 2,100 tonnes, respectively, over the last 12 months,” he added. “Most mail moves on passenger carriers so if there is any impact it will be felt by carriers operating from those countries.” US customs data shows that in 2024, 1.36 billion packages valued at $64 billion entered the country under the de minimis exemption. The e-commerce shipments accounted for close to 50% of China-to-US air freight volume, with big Chinese platforms Temu and Shein filling dozens of freighters every day. That spigot was turned off on May 2 with dramatic effect when the de minimis exemption was eliminated for imports from China and Hong Kong. Data from air freight analyst Rotate shows overall China-US air cargo demand fell more than 30% in June year over year following a 28% drop in May, while China’s e-commerce exports to the US in July were down 44% year over year. Contact Greg Knowler at greg.knowler@spglobal.com .

Transport, Trade and Regulation News

Air Cargo

Postal groups cite customs compliance issues in US shipment suspensions

Use code GTW695 at checkout and save $800 on first year of an annual Gold subscription!

Upgrade Subscription - Gold Trials

Become a Gold Subscriber and Save!

Arm your team with the most trusted information portal for the international container shipping industry.

Group Subscriptions - Wide Box

Get into a group subscription today

Use code ESSW30 at checkout to save 30% on a Silver or Silver Plus annual subscription! 

Subscribe Now - FT/Anonymous to S/SP - Wide Box

END OF SUMMER SALE

Use code ESSW595 at checkout to save $900 on first year of a Gold subscription and 20% on a TPM26 registration!

Upgrade Subscription - S/SP to Gold - Wide Box

Access Journal of Commerce content for 30 days

Free Trial - Wide Box

START A FREE TRIAL TODAY

Use code ESSGW995 at checkout to save $500 on first year of a Gold subscription and 20% on a TPM26 registration!

Subscribe Now - FT/Anonymous to Gold - Wide Box

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/

Photo 2.png

SSA Marine Mexico: True Commitment to Sustainability

START A FREE TRIAL: Access Journal of Commerce content for 30 days

Free Trial - Offer Box

Free Trial

END OF SUMMER SALE: Use code ESSW30 to save 30% on first year of a Silver or Silver Plus annual subscription!


Subscribe Now - FT/Anonymous to S/SP - Offer Box

SUBSCRIBE AND SAVE

GET INTO A GROUP SUBSCRIPTION: Arm your team with unlimited Journal of Commerce content

Group Subscriptions - Offer Box

Group Subscriptions

UPGRADE TO GOLD AND SAVE: Use code GTW695 at checkout and save $800 on first year of a Gold subscription!

Upgrade Subscription

END OF SUMMER SALE: Use code ESSW595 at checkout to save $900 on first year of a Gold subscription and 20% on TPM26! 

Upgrade Subscription - S/SP to Gold - Offer Box

END OF SUMMER SALE: Use code ESSW995 to save $500 on an annual Gold subscription and 20% on a TPM26 registration!

Subscribe Now - FT/Anonymous to Gold - Offer Box

A must-attend conference for shippers & logistics providers moving goods inland

Inland Conference - Rectangle Box

Attend Inland25

Monthly publication providing an editorial deep dive into global supply chain news

Journal of Commerce Magazine - Rectangle Box

Journal of Commerce Magazine

A premium access index of savings using domestic intermodal vs. OTR 

ISI Report - Rectangle Box

Intermodal Savings Index

An in-depth analysis of transport trends in the multipurpose and heavy-lift fleet segment

Breakbulk Report - Rectangle Box

Breakbulk Quarterly

An extensive dashboard of charts organized by trade lane, mode, and topic

Gateway - Rectangle Box

Gateway

Customers scoring their intermodal partners to identify the best service providers

Intermodal Service Scorecard - Rectangle Box

Intermodal Service Scorecard

A premium access outlook critical to shippers and transportation providers

QI Report - Rectangle Box

Quarterly Intelligence

The Journal of Commerce is the industry’s source for maritime news and analysis about ocean container shipping, logistics, supply chains, global shipping ports, shipping technology solutions and end-to-end connectivity. Coverage tracks the movement of containerized cargo — from origin to destination — handled by marine terminals in the US and abroad, depots, container ports, container lines, drayage, consignees and shippers, forwarders, non-vessel operating common carriers (NVOs) and off-dock warehousing providers, as well as pricing, capacity, volume and reliability on the trans-Pacific, Asia–Europe, North America–Caribbean, Central and South American and intra-Asia trades.

Discover comprehensive trucking news and trends with Journal of Commerce - from trucking LTL to regulation and trucking supply and demand.

Breakbulk News shipping | Journal of Commerce

Breakbulk News

Container shipping news and analysis of ocean container shipping, logistics, supply chains, technology and end-to-end connectivity.

Container Shipping News | Journal of Commerce

Stay informed on port news worldwide with Journal of Commerce. From decarbonization to labor updates, get insights on global developments.

Port News | Journal of Commerce

News and analysis of ocean containerized cargo movement, logistics, supply chains, technology, and end-to-end connectivity. Maritime news and analysis of containerized ocean cargo movement, breakbulk and roll-on and roll-off shipping from origin to destination.

Latest News

More News & Analysis

Cosco H1 net profit ticks 4% higher amid ‘complex’ container shipping market

Charleston’s Navy Base railyard project faces delays, big cost overruns

ILA suing Virginia port, chief executive over rollout of new rail cranes