<div class="phx-topic abstract-wrapper">US importers paying tariffs might have some remedies at their disposal to limit their financial obligation, but many don’t know their options and are leaving valuable savings on the table.</div>

US importers paying tariffs might have some remedies at their disposal to limit their financial obligation, but many don’t know their options and are leaving valuable savings on the table.

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<div>PONTE VEDRA BEACH, Florida — Amid trade tensions with China and the European Union, US shippers have several remedies at their disposal to lower their duties that often go underutilized.In other words, shippers are paying more in tariffs to the US government than necessary because they are forgoing savings at their disposal. The reason often is the shipper doesn’t know about their options or handle the bureaucratic red tape.The US has applied import tariffs on more than $250 billion worth of Chinese-made goods. Supply chains were upended last winter, when shippers believed those tariffs would rise from 10 percent to...

PONTE VEDRA BEACH, Florida — Amid trade tensions with China and the European Union, US shippers have several remedies at their disposal to lower their duties that often go underutilized. In other words, shippers are paying more in tariffs to the US government than necessary because they are forgoing savings at their disposal. The reason often is the shipper doesn’t know about their options or handle the bureaucratic red tape. The US has applied import tariffs on more than $250 billion worth of Chinese-made goods. Supply chains were upended last winter, when shippers believed those tariffs would rise from 10 percent to 25 percent, causing a significant front-loading of cargo in December. US President Donald Trump then paused the increase, leaving the 10 percent duty in place. Politico has reported that Trump and Chinese President Xi Jinping are nearing a deal to roll back tariffs , which could be signed as soon as May 8. But the deal is far from guaranteed, and beneficial cargo owners (BCOs) must continue to pay duties on a long list of Chinese goods until an agreement is finalized. Across the Atlantic, the US is also embroiled in a trade-related tiff with Europe that began after the World Trade Organization determined the European Union subsidized aerospace manufacturer Airbus, a dispute that has spanned the last 15 years. The Trump administration responded to the ruling by threatening to impose tariffs on $11 billion in European goods, including helicopters, French wine and champagne, cheese, and motorcycles. The Commerce Department also recently submitted to the president the results of its investigation into the national security implications of global automobile and parts imports under Section 232 of the Trade Expansion Act of 1962 that could result in tariffs being applied on all auto imports, including those made in the EU. Tariffs are a hardship on small businesses that must pay tariffs and customs surety bonds, which guarantee duties and taxes will be paid even if an importer becomes insolvent. Importers are required to maintain a continuous bond of 10 percent of total duties and taxes paid to US Customs and Border Protection (CBP) annually with a $50,000 minimum. But as duties go up, so does the 10 percent liability upon businesses. There are several options for shippers looking to mitigate the impact of the increased tariffs, but it’s really best to consult with a trade compliance specialist to understand the various different avenues and which are most applicable. 9802 exemption To qualify for a 9802 exemption — the number refers to the section of the Harmonized Tariff Schedule of the United States covering the issue — an item’s components must be sourced and manufactured in the US and exported abroad, where it is assembled without additional fabrication. Examples of approved assembly methods include welding, soldering, riveting, glueing, fastening, and laminating. Once the item returns to the US, the importer can claim a tariff exemption. Derek McKenny, Southeast regional director for Kuehne + Nagel, explains how this program works using an example of a Chinese-made water filter. The carbon cannot be sourced in China, so the US product is shipped to China where it’s dusted off, oiled, and dropped into the filter, then sent back to the US. The item isn’t improved or increased in value, so the shipper can apply for an exemption on the value of the carbon. “Let’s say the completed filter is worth $1, [and] the carbon is worth 25 cents. We can deduct the 25 cents of US content from the entered value payable to Customs. So instead of paying 10 percent on $1, you’re paying 10 percent on 75 cents,” McKenny said at the 2019 Jaxport Logistics and Intermodal Conference. Even so, Customs has very specific terms and conditions with regard to documentation, so shippers should consult a professional before deciding whether applying for a 9802 exemption makes sense for them. First Sale rule Dating back to the 1990s, the First Sale rule is a tariff reduction measure that applies to the importer of record on an item that was part of a multi-tiered transaction. For example, if an overseas manufacturer sells an item for $10,000 to another foreign company, then a US importer buys the item from that company for $15,000, the importer can pay the tariff based on the original $10,000 sale price, rather than the $15,000 it paid. Jason Nichols, director of import compliance for Tapestry, explained how his company uses multi-tiered transactions to lower their duties. “There is a parent company in South Korea, which has a supplier in Vietnam. We place an order with the parent company, which then places an order with the plant in Vietnam. Through first sale, we can actually go back to the cost in the factory [and] take out the parent company’s overhead when determining an entered value,” he explained. “It’s a very complicated process; you have to set it up very carefully. It’s time consuming and there’s a lot of work, but there is definitely value to capture depending on your product.” But as with 9802 exemptions, taking advantage of the First Sale rule requires adherence to specific rules and the submission of specific documents, so consulting a professional is critical. Duty drawback There are many duty drawback programs allowing for a refund on tariffs. If a shipper is re-exporting a product imported into the US, it can be eligible for a duty drawback if the item is in the same condition. There are also manufacturing duty drawbacks. “[If] I bring in widget[s] into the US from China, those widgets go into my factory, and I make something like a lawnmower, then I re-export the lawnmower to Germany, the Section 301 duty I paid on the widgets is now eligible for a duty drawback,” McKenny said. “I see shippers every week that are eligible for this drawback that have no idea. They are leaving money [rebates] on the table.” CBP will review an application for a manufacturing duty drawback program, investigate the supply chain, ask detailed questions, and review documents before determining whether to approve the request. “It’s a complicated program, there are regulations around this and you have to get your ducks in a row,” said Virginia Thompson, vice president of product management with Integration Point and former senior director of import and export with Crate & Barrel. “You need to determine the return on investment to figure how much it will cost to maintain the program and how much money you will get back because you have to be very sure you are doing it right.” This you cannot do One thing a shipper can’t do to avoid tariffs is trucking Chinese goods to another country and then exporting them to the US. The fees apply to the country of origin, not the country of shipment. It’s also illegal to transship cargo in an attempt to disguise the country of origin. For example, a shipper cannot send an item from China to Mexico, then put it on a truck and claim the item was made in Mexico. This violates Title 19, Section 1592 of the US Code and brings potential penalties ranging from fines to prison time. In 2013, Hung Yi Lin was sentenced to three years in federal prison for transporting hundreds of ocean containers of Chinese-made honey to Chicago by falsely declaring the shipments contained sugar, syrup, and apple juice concentrate to avoid $39.2 million in anti-dumping duties. With CBP on the lookout for any attempt to disguise the country of origin or the items in a container, such attempts are more than likely to end badly for the shipper. Contact Ari Ashe at ari.ashe@ihsmarkit.com and follow him on Twitter: @arijashe .

International ports

Tariff remedies often go unused by US importers

<div class="phx-topic abstract-wrapper">The US economy looks to weaken further in the fourth quarter due to tariffs and unemployment, but inventories are historically low and may spur 2026 freight demand, attendees at the Journal of Commerce’s Inland ‘25 Distribution Conference heard. </div>

The US economy looks to weaken further in the fourth quarter due to tariffs and unemployment, but inventories are historically low and may spur 2026 freight demand, attendees at the Journal of Commerce’s Inland ‘25 Distribution Conference heard.

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<div class="phx-topic">Chicago — US growth is likely to weaken through the end of 2025 as tariff-driven inflation and the resulting business uncertainty affect consumer spending and hiring and put further pressure on the freight economy, attendees at the Journal of Commerce’s Inland ‘25 Distribution Conference were told Tuesday. However, inventory data and the potential for President Donald Trump’s tax bill to spur business investment point trucking to a better start to 2026. After three quarters of uneven growth, US gross domestic product (GDP) is expected to come in slightly negative, S&amp;P Global economist Paul Bingham told Inland ‘25. S&amp;P Global is the parent company of the Journal of Commerce. The coming quarter will see another burst of inflation as businesses face more tariff costs after drawing down inventories of goods frontloaded earlier in the year, Bingham said. That will put a further pause on new capital investments as companies reckon with higher costs. “It takes time [for tariffs] on those imported goods to get to the retail shelves from distribution centers, so we’re forecasting actually [that] inflation is increasing right now despite what the Federal Reserve believes,” Bingham said. Bingham said it’s likely unemployment will also tick higher, creating more uncertainty for growth in consumer spending. October will likely see an increase in unemployment data, he said, as government layoffs from earlier in the year start to show up in data. “This is still a relatively weak freight demand world from a consumption perspective,” Bingham said. While 2025 GDP growth is expected to come at 1.9%, Bingham said the early outlook for 2026 is for 2.6% growth, on par with 2024. If trade deals are sealed and import duties are settled, tariffs will be a one-time price hike that will not result in persistent inflation. Record US tariff rates that average 23% could also moderate as the Trump administration makes new trade deals. “If we have stability, business can plan and you can accommodate with those increased costs,” Bingham said. <h3>More inventory restocking next year? </h3>A more stable 2026 is likely to prompt more inventory restocking, Keith Prather, managing director at economics consultancy Armada Corporate Intelligence, told the conference. Prather’s research showed that some 85% of businesses dependent on freight have an inventory-to-sales ratio at or below their 2019 level, implying pent-up demand to restock. “Inventories are leaner than what they have been historically over the last six to seven years,” Prather said. Whether 2026 will be the beginning of the end of a three-year freight recession remains unclear, though, as trucking supply still has room to shrink, Mark Rourke, CEO of intermodal carrier Schneider National, said. Rourke said Schneider has been able to get low- to mid-single-digit-rate increases from its customers, but those customers have also switched some of their freight to other carriers. “We are willing at this juncture, particularly this part of the cycle, to give up volume for price and that’s our strategy,” he told the conference. Rourke said there are some early indications that truck supply could further tighten in the coming months as orders for new heavy-duty trucks remain weak. The shuttering of <a href="https://www.joc.com/article/second-california-drayage-operator-shuts-business-cites-electric-truck-costs-6056822">two drayage providers on the West Coast in recent months</a> indicates lenders to the trucking industry are becoming stricter, he noted. Likewise, the Trump administration’s recent enforcement action around <a href="https://www.joc.com/article/us-dot-presses-states-to-enforce-english-language-trucking-rules-6069884">English-language proficiency</a> and <a href="https://www.joc.com/article/usdot-cracks-down-on-non-domiciled-cdls-targets-california-6087419">the potential crackdowns against non-US drivers</a> could impact the “shadow capacity” in the market. “I think all of those things can serve as a catalyst [for tighter capacity],” Rourke said. Contact Michael Angell at <a href="mailto:michael.angell@spglobal.com">michael.angell@spglobal.com</a>. </div>

Chicago — US growth is likely to weaken through the end of 2025 as tariff-driven inflation and the resulting business uncertainty affect consumer spending and hiring and put further pressure on the freight economy, attendees at the Journal of Commerce’s Inland ‘25 Distribution Conference were told Tuesday. However, inventory data and the potential for President Donald Trump’s tax bill to spur business investment point trucking to a better start to 2026. After three quarters of uneven growth, US gross domestic product (GDP) is expected to come in slightly negative, S&P Global economist Paul Bingham told Inland ‘25. S&P Global is the parent company of the Journal of Commerce. The coming quarter will see another burst of inflation as businesses face more tariff costs after drawing down inventories of goods frontloaded earlier in the year, Bingham said. That will put a further pause on new capital investments as companies reckon with higher costs. “It takes time [for tariffs] on those imported goods to get to the retail shelves from distribution centers, so we’re forecasting actually [that] inflation is increasing right now despite what the Federal Reserve believes,” Bingham said. Bingham said it’s likely unemployment will also tick higher, creating more uncertainty for growth in consumer spending. October will likely see an increase in unemployment data, he said, as government layoffs from earlier in the year start to show up in data. “This is still a relatively weak freight demand world from a consumption perspective,” Bingham said. While 2025 GDP growth is expected to come at 1.9%, Bingham said the early outlook for 2026 is for 2.6% growth, on par with 2024. If trade deals are sealed and import duties are settled, tariffs will be a one-time price hike that will not result in persistent inflation. Record US tariff rates that average 23% could also moderate as the Trump administration makes new trade deals. “If we have stability, business can plan and you can accommodate with those increased costs,” Bingham said. More inventory restocking next year? A more stable 2026 is likely to prompt more inventory restocking, Keith Prather, managing director at economics consultancy Armada Corporate Intelligence, told the conference. Prather’s research showed that some 85% of businesses dependent on freight have an inventory-to-sales ratio at or below their 2019 level, implying pent-up demand to restock. “Inventories are leaner than what they have been historically over the last six to seven years,” Prather said. Whether 2026 will be the beginning of the end of a three-year freight recession remains unclear, though, as trucking supply still has room to shrink, Mark Rourke, CEO of intermodal carrier Schneider National, said. Rourke said Schneider has been able to get low- to mid-single-digit-rate increases from its customers, but those customers have also switched some of their freight to other carriers. “We are willing at this juncture, particularly this part of the cycle, to give up volume for price and that’s our strategy,” he told the conference. Rourke said there are some early indications that truck supply could further tighten in the coming months as orders for new heavy-duty trucks remain weak. The shuttering of two drayage providers on the West Coast in recent months indicates lenders to the trucking industry are becoming stricter, he noted. Likewise, the Trump administration’s recent enforcement action around English-language proficiency and the potential crackdowns against non-US drivers could impact the “shadow capacity” in the market. “I think all of those things can serve as a catalyst [for tighter capacity],” Rourke said. Contact Michael Angell at michael.angell@spglobal.com .

Surface

Inland ‘25: Weak end to 2025 could set up US freight economy for better 2026

<div class="phx-topic abstract-wrapper">Canadian transportation regulators are considering whether empty container fees are justified, following protests from shipowners and vessel operators. </div>

Canadian transportation regulators are considering whether empty container fees are justified, following protests from shipowners and vessel operators.

<div class="phx-topic">The Port of Montreal has joined Vancouver in imposing a surcharge on empty containers as ocean carriers challenge the justification for the fees with Canadian regulators. The Montreal Port Authority (MPA) imposed a one-time C$10 fee per empty TEU container starting Tuesday after Vancouver implemented a similar C$17.58 surcharge on May 1. The ports have defended the fees, arguing they’ll speed up cargo flow at marine terminals and help pay for infrastructure improvements. “The surcharge will help us recover the costs of maintaining infrastructure that empties strain daily,” a spokesperson for the Montreal Port Authority told the Journal of Commerce. “Ultimately, this initiative supports our broader goals of reducing congestion, maintaining fluidity and minimizing environmental impacts across the supply chain.” The Shipping Federation of Canada, which represents shipowners and carriers, rejected the justification for the fees, saying they will disrupt operations and incentivize shippers to use other Canadian ports or even shift to the US. The clash comes as Prime Minister Mark Carney trumpets the need to make Canadian exporters more competitive and diversify trade away from the US. The fees at Vancouver and Montreal are expected to yield millions of dollars. Approximately 507,000 TEUs were exported out of Vancouver in the first half of 2025, which would have accrued $8.9 million if the new surcharge had taken effect at the start of the year. The Shipping Federation in the spring appealed the Vancouver Fraser Port Authority’s then-proposed empty container fee, asking the Canadian Transportation Agency to intervene. The agency has not yet responded; a decision against the port authority could spur lawmakers to introduce legislation. A bill that would have allowed port users to challenge fees was introduced in the Canadian Parliament in 2023 but was never passed. Saying that the fee is under review, a spokesperson for the Vancouver port declined to comment. The fee for loading empty equipment onto vessels is half that of laden export containers, which is $35.15 per FEU. <h3>Shipping group pushes back </h3>According to the Shipping Federation of Canada, Vancouver has justified the fees in presentations to the industry, saying the handling of empty containers places wear and tear on infrastructure and the boxes take up terminal space, so the fees would help ease port congestion by encouraging movement of the containers. The shipping federation has countered by saying that the terminal operator, not the port authority, takes on such costs and that wharfage by its definition only applies to laden cargo. There’s a natural imbalance in the weight of inbound containers loaded with items such as toys and other retail items compared with outbound containers loaded with heavier agriculture and machinery exports, the shipping federation noted in a March 12 comment on Vancouver’s fee. Thus, it said, it’s not uncommon to “top off” outbound vessels with empty containers to optimize ship utilization. “The concept of incentivizing the carrier to fill more empties with export cargo makes no sense within such a context, as the vessel’s cargo carrying capacity is inherently constrained from both an operational and commercial perspective, and cannot simply be expanded in response to a new financial measure imposed by the port,” the federation wrote. The group added that the new fee disadvantages container transport versus bulk and multipurpose shipping and criticized the lack of transparency on how the fees would be invested in infrastructure. Contact Mark Szakonyi at <a href="mailto:mark.szakonyi@spglobal.com">mark.szakonyi@spglobal.com</a>. </div>

The Port of Montreal has joined Vancouver in imposing a surcharge on empty containers as ocean carriers challenge the justification for the fees with Canadian regulators. The Montreal Port Authority (MPA) imposed a one-time C$10 fee per empty TEU container starting Tuesday after Vancouver implemented a similar C$17.58 surcharge on May 1. The ports have defended the fees, arguing they’ll speed up cargo flow at marine terminals and help pay for infrastructure improvements. “The surcharge will help us recover the costs of maintaining infrastructure that empties strain daily,” a spokesperson for the Montreal Port Authority told the Journal of Commerce. “Ultimately, this initiative supports our broader goals of reducing congestion, maintaining fluidity and minimizing environmental impacts across the supply chain.” The Shipping Federation of Canada, which represents shipowners and carriers, rejected the justification for the fees, saying they will disrupt operations and incentivize shippers to use other Canadian ports or even shift to the US. The clash comes as Prime Minister Mark Carney trumpets the need to make Canadian exporters more competitive and diversify trade away from the US. The fees at Vancouver and Montreal are expected to yield millions of dollars. Approximately 507,000 TEUs were exported out of Vancouver in the first half of 2025, which would have accrued $8.9 million if the new surcharge had taken effect at the start of the year. The Shipping Federation in the spring appealed the Vancouver Fraser Port Authority’s then-proposed empty container fee, asking the Canadian Transportation Agency to intervene. The agency has not yet responded; a decision against the port authority could spur lawmakers to introduce legislation. A bill that would have allowed port users to challenge fees was introduced in the Canadian Parliament in 2023 but was never passed. Saying that the fee is under review, a spokesperson for the Vancouver port declined to comment. The fee for loading empty equipment onto vessels is half that of laden export containers, which is $35.15 per FEU. Shipping group pushes back According to the Shipping Federation of Canada, Vancouver has justified the fees in presentations to the industry, saying the handling of empty containers places wear and tear on infrastructure and the boxes take up terminal space, so the fees would help ease port congestion by encouraging movement of the containers. The shipping federation has countered by saying that the terminal operator, not the port authority, takes on such costs and that wharfage by its definition only applies to laden cargo. There’s a natural imbalance in the weight of inbound containers loaded with items such as toys and other retail items compared with outbound containers loaded with heavier agriculture and machinery exports, the shipping federation noted in a March 12 comment on Vancouver’s fee. Thus, it said, it’s not uncommon to “top off” outbound vessels with empty containers to optimize ship utilization. “The concept of incentivizing the carrier to fill more empties with export cargo makes no sense within such a context, as the vessel’s cargo carrying capacity is inherently constrained from both an operational and commercial perspective, and cannot simply be expanded in response to a new financial measure imposed by the port,” the federation wrote. The group added that the new fee disadvantages container transport versus bulk and multipurpose shipping and criticized the lack of transparency on how the fees would be invested in infrastructure. Contact Mark Szakonyi at mark.szakonyi@spglobal.com .

Port News

North American ports

Maritime

Montreal joins Vancouver in levying empty container fee

<div class="phx-topic abstract-wrapper">The Hamburg-headquartered breakbulk and project cargo operator confirmed new vessel orders after it announced that Managing Director Lars Bonnesen would leave the company at the end of the year. </div>

The Hamburg-headquartered breakbulk and project cargo operator confirmed new vessel orders after it announced that Managing Director Lars Bonnesen would leave the company at the end of the year.

<div class="phx-topic">Germany’s United Heavy Lift is gearing up for another spree of new vessel orders just over a year after it completed the delivery of a series of heavy-lift vessels from a Chinese shipyard. Hamburg-headquartered UHL confirmed the orders Monday after the breakbulk and project cargo operator announced that Managing Director Lars Bonnesen would leave the company at the end of the year. Bonnesen’s departure “is closely linked to the next strategic phase of UHL, which will place a strong focus on newbuildings and further investments,” the company said in a statement. “Lars Bonnesen has chosen not to take part in this journey and will instead dedicate his time to new projects outside the shipping industry.” UHL gave no details on the vessel expansion plans, while Bonnesen declined to comment on his planned departure. “Unfortunately, [I’m] not allowed to disclose information,” he told the Journal of Commerce. Bonnesen joined UHL in April 2019, having previously been chartering director at Intermarine for more than six years until October 2018. UHL said Bonnesen had “played a key role in shaping the company.” “With his expertise and dedication, he contributed significantly to the development of the fleet, the expansion of the international presence, and the strengthening of important partnerships,” the company said. “His perspectives and dedication have helped UHL navigate challenging market conditions and further consolidate its position in the global heavy lift and project cargo segment.” <h3>Bonnesen sells UHL shares </h3>On Bonnesen’s watch, UHL expanded its fleet with 17 F-900 series heavy-lift vessels, including eight ordered at shipyards in China and nine acquired from other owners. The final ship of the eight newbuildings was delivered in July 2024. Bonnesen was also involved in the October 2020 creation of United Marguisa Lines, a heavy-lift vessel joint venture between UHL and Marguisa Lines in Africa. As part of his departure, Bonnesen has sold his shares in United Heavy Lift to the United Shipping Group. In a related development, UHL shareholder Christian Monsted has also sold his UHL shares to the United Shipping Group but will continue as managing director of United Marguisa Lines. Contact Keith Wallis at <a href="mailto:keithwallis@hotmail.com">keithwallis@hotmail.com</a>.</div>

Germany’s United Heavy Lift is gearing up for another spree of new vessel orders just over a year after it completed the delivery of a series of heavy-lift vessels from a Chinese shipyard. Hamburg-headquartered UHL confirmed the orders Monday after the breakbulk and project cargo operator announced that Managing Director Lars Bonnesen would leave the company at the end of the year. Bonnesen’s departure “is closely linked to the next strategic phase of UHL, which will place a strong focus on newbuildings and further investments,” the company said in a statement. “Lars Bonnesen has chosen not to take part in this journey and will instead dedicate his time to new projects outside the shipping industry.” UHL gave no details on the vessel expansion plans, while Bonnesen declined to comment on his planned departure. “Unfortunately, [I’m] not allowed to disclose information,” he told the Journal of Commerce. Bonnesen joined UHL in April 2019, having previously been chartering director at Intermarine for more than six years until October 2018. UHL said Bonnesen had “played a key role in shaping the company.” “With his expertise and dedication, he contributed significantly to the development of the fleet, the expansion of the international presence, and the strengthening of important partnerships,” the company said. “His perspectives and dedication have helped UHL navigate challenging market conditions and further consolidate its position in the global heavy lift and project cargo segment.” Bonnesen sells UHL shares On Bonnesen’s watch, UHL expanded its fleet with 17 F-900 series heavy-lift vessels, including eight ordered at shipyards in China and nine acquired from other owners. The final ship of the eight newbuildings was delivered in July 2024. Bonnesen was also involved in the October 2020 creation of United Marguisa Lines, a heavy-lift vessel joint venture between UHL and Marguisa Lines in Africa. As part of his departure, Bonnesen has sold his shares in United Heavy Lift to the United Shipping Group. In a related development, UHL shareholder Christian Monsted has also sold his UHL shares to the United Shipping Group but will continue as managing director of United Marguisa Lines. Contact Keith Wallis at keithwallis@hotmail.com .

Breakbulk carriers

Project cargo

Breakbulk News

UHL to embark on fleet expansion amid leadership change

<div class="phx-topic abstract-wrapper">A string of storms in September has roiled vessel schedules and terminal operations throughout the region.</div>

A string of storms in September has roiled vessel schedules and terminal operations throughout the region.

<div class="phx-topic">Ocean carriers are warning of skipped port calls, rerouted cargo and vessel delays on a raft of trans-Pacific and Asia-Europe and Asia-Mediterranean sailings over the next two weeks in the aftermath of the recent typhoons that have hit China. The threat of widespread disruption comes on the eve of China’s National Day holiday that starts Wednesday and is expected to last 10 days. <a href="https://www.joc.com/article/south-china-supply-chains-brace-for-years-strongest-typhoon-6084358">Typhoon Ragasa closed ports in southern China and Taiwan for three days last week</a>, Tropical Storm Mitag affected the Philippines and southeast China in mid-September and Typhoon Tapah struck the same region in early September. Hapag-Lloyd said its Gemini Cooperation services with partner Maersk are among those affected by the string of tropical cyclones. The most severely impacted are Gemini’s Pacific Southwest services, WC1 and WC3, with Nansha omitted this week on the trans-Pacific eastbound sailing by Gerd Maersk. Hapag-Lloyd said cargo will be rolled to the next WC1 voyage. Shanghai will also be omitted this week and next week on Gemini’s WC3 service to recover schedule reliability from delays caused by the typhoons, Hapag-Lloyd said. Sailings affected are those by GSL Lydia this week, with cargo transferred to the WC2 and US2 services, and by Norwalk next week, with cargo shifted to the US2 service operated by Kandla Express and US1 served by CCNI Algol. The delays follow call omissions last week at Yantian by the Gunvor Maersk due to Typhoon Ragasa. Hapag-Lloyd said cargo for Nansha has been discharged in both Vung Tau in Vietnam and Yantian, and will be carried back the Guangzhou international gateway port in three subsequent sailings. The carrier said the Dortmund Express operating Gemini’s Asia-US East Coast 1 service was late berthing at Yantian last Friday due to Ragasa after having already omitted Nansha on the same service due to Typhoon Tapah. Ocean Network Express (ONE) also highlighted delays of up to seven days on its Asia-Mediterranean MS1 and MD2 services due to the storms in the South China Sea. ONE confirmed a four-day delay by ACX Pearl operating its Japan-Straits-Malaysia service due to the disruption at Hong Kong and at Keelung in Taiwan. The carrier also said vessels are being delayed due to Typhoon Neoguri, which affected Japan and South Korea last week. CMA CGM also warned of vessel delays following port closures at Manila and Subic due to Typhoon Bualoi, which hit the Philippines over the weekend. Delays are also likely at Haiphong after Bualoi made landfall in northern Vietnam Monday, killing at least 30 people and causing extensive flooding. <h3>Congested ports gradually recovering </h3>Ports in south China are gradually recovering from the impact of Ragasa, with Hong Kong back to normal operations, but some Shenzhen terminals are still heavily congested. “The backlog [at Hong Kong and DaChan Bay] caused by Typhoon Ragasa has already been cleared,” a spokesperson for Hong Kong’s Modern Terminals told the Journal of Commerce Tuesday. A senior executive at a Hong Kong-based forwarder said Shenzhen’s western terminals, including Shekou and Chiwan, are still heavily congested. “The terminals will remain open during the extended National Day holiday and with factories closed for the holiday, this should provide [the terminals] with some respite to clear the backlog of cargo,” the executive told the Journal of Commerce Tuesday. Hapag-Lloyd said Shekou is still experiencing berthing delays of four to five days, with a five- to seven-day wait at Yantian. Contact Keith Wallis at <a href="mailto:keithwallis@hotmail.com">keithwallis@hotmail.com</a>.</div>

Ocean carriers are warning of skipped port calls, rerouted cargo and vessel delays on a raft of trans-Pacific and Asia-Europe and Asia-Mediterranean sailings over the next two weeks in the aftermath of the recent typhoons that have hit China. The threat of widespread disruption comes on the eve of China’s National Day holiday that starts Wednesday and is expected to last 10 days. Typhoon Ragasa closed ports in southern China and Taiwan for three days last week , Tropical Storm Mitag affected the Philippines and southeast China in mid-September and Typhoon Tapah struck the same region in early September. Hapag-Lloyd said its Gemini Cooperation services with partner Maersk are among those affected by the string of tropical cyclones. The most severely impacted are Gemini’s Pacific Southwest services, WC1 and WC3, with Nansha omitted this week on the trans-Pacific eastbound sailing by Gerd Maersk. Hapag-Lloyd said cargo will be rolled to the next WC1 voyage. Shanghai will also be omitted this week and next week on Gemini’s WC3 service to recover schedule reliability from delays caused by the typhoons, Hapag-Lloyd said. Sailings affected are those by GSL Lydia this week, with cargo transferred to the WC2 and US2 services, and by Norwalk next week, with cargo shifted to the US2 service operated by Kandla Express and US1 served by CCNI Algol. The delays follow call omissions last week at Yantian by the Gunvor Maersk due to Typhoon Ragasa. Hapag-Lloyd said cargo for Nansha has been discharged in both Vung Tau in Vietnam and Yantian, and will be carried back the Guangzhou international gateway port in three subsequent sailings. The carrier said the Dortmund Express operating Gemini’s Asia-US East Coast 1 service was late berthing at Yantian last Friday due to Ragasa after having already omitted Nansha on the same service due to Typhoon Tapah. Ocean Network Express (ONE) also highlighted delays of up to seven days on its Asia-Mediterranean MS1 and MD2 services due to the storms in the South China Sea. ONE confirmed a four-day delay by ACX Pearl operating its Japan-Straits-Malaysia service due to the disruption at Hong Kong and at Keelung in Taiwan. The carrier also said vessels are being delayed due to Typhoon Neoguri, which affected Japan and South Korea last week. CMA CGM also warned of vessel delays following port closures at Manila and Subic due to Typhoon Bualoi, which hit the Philippines over the weekend. Delays are also likely at Haiphong after Bualoi made landfall in northern Vietnam Monday, killing at least 30 people and causing extensive flooding. Congested ports gradually recovering Ports in south China are gradually recovering from the impact of Ragasa, with Hong Kong back to normal operations, but some Shenzhen terminals are still heavily congested. “The backlog [at Hong Kong and DaChan Bay] caused by Typhoon Ragasa has already been cleared,” a spokesperson for Hong Kong’s Modern Terminals told the Journal of Commerce Tuesday. A senior executive at a Hong Kong-based forwarder said Shenzhen’s western terminals, including Shekou and Chiwan, are still heavily congested. “The terminals will remain open during the extended National Day holiday and with factories closed for the holiday, this should provide [the terminals] with some respite to clear the backlog of cargo,” the executive told the Journal of Commerce Tuesday. Hapag-Lloyd said Shekou is still experiencing berthing delays of four to five days, with a five- to seven-day wait at Yantian. Contact Keith Wallis at keithwallis@hotmail.com .

Container lines

Asia-Europe

Trans-Pacific

Marine terminals

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<div class="phx-topic abstract-wrapper">A regulation change that went into effect over the weekend allows Beijing to penalize and block vessels from countries that it accuses of targeting its own shipping activities. </div>

A regulation change that went into effect over the weekend allows Beijing to penalize and block vessels from countries that it accuses of targeting its own shipping activities.

<div class="phx-topic">China has amended its maritime regulations to allow it to penalize and restrict vessels of countries accused of targeting its shipping operations, flexing its power and raising the stakes just two weeks before a US tax on Chinese operators and shipbuilding takes effect. China Premier Li Qiang has signed into law an amendment that took effect Sunday, laying the groundwork for China to block not just vessels, but also data, information and other maritime services of other countries it wishes to target, according to an order from China’s State Council seen by the Journal of Commerce. The amendment keeps the door open for conciliation through treaties and agreements, which comes as the Trump administration seeks to negotiate a larger trade deal with China. The move by Beijing comes ahead of the Oct. 14 date when US Customs and Border Protection will begin collecting special taxes on ships calling US ports that are operated by China-based companies or were built in China. The US has accused China of unfairly subsidizing its shipbuilding industry to establish global maritime dominance and is leveling the sharpest taxes on Cosco Shipping and its OOCL subsidiary. Container lines not based in China <a href="https://www.joc.com/article/chinese-tonnage-moving-out-of-us-container-trade-ahead-of-new-fees-xeneta-6081320">have shifted China-built ships out of US services</a> and replaced them with vessels from South Korea and elsewhere to avoid the new fees. Major carriers including <a href="https://www.joc.com/article/msc-ready-for-us-port-fees-after-network-changes-ceo-6079762">Maersk and Mediterranean Shipping Co.</a> have said in recent weeks they won’t need to levy a surcharge to recoup costs from the new fee. Cosco and OOCL, which together handle the largest share of US imports from Asia, have signaled they will continue to operate in the US trades. The port fees, <a href="https://www.joc.com/article/us-port-fees-could-exceed-2b-for-cosco-oocl-hsbc-6077305">estimated by investment bank HSBC to cost the two Chinese carriers at least $2 billion in the first year</a>, will rise incrementally over the next four years. The US Trade Representative (USTR) is expected in the coming week to release an FAQ regarding the so-called Section 301 investigation into China’s maritime activities and respond to requests for clarifications and changes on the US new tax, according to one person close to the matter. The investigation targets Chinese-built chassis, container equipment and cranes, some of which are being <a href="https://www.joc.com/article/freeport-pays-crane-tariffs-to-avoid-ustr-fee-risk-6087337">received by US ports this month before the Oct. 14 deadline</a>. Contact Mark Szakonyi at <a href="mailto:mark.szakonyi@spglobal.com">mark.szakonyi@spglobal.com</a>. </div>

China has amended its maritime regulations to allow it to penalize and restrict vessels of countries accused of targeting its shipping operations, flexing its power and raising the stakes just two weeks before a US tax on Chinese operators and shipbuilding takes effect. China Premier Li Qiang has signed into law an amendment that took effect Sunday, laying the groundwork for China to block not just vessels, but also data, information and other maritime services of other countries it wishes to target, according to an order from China’s State Council seen by the Journal of Commerce. The amendment keeps the door open for conciliation through treaties and agreements, which comes as the Trump administration seeks to negotiate a larger trade deal with China. The move by Beijing comes ahead of the Oct. 14 date when US Customs and Border Protection will begin collecting special taxes on ships calling US ports that are operated by China-based companies or were built in China. The US has accused China of unfairly subsidizing its shipbuilding industry to establish global maritime dominance and is leveling the sharpest taxes on Cosco Shipping and its OOCL subsidiary. Container lines not based in China have shifted China-built ships out of US services and replaced them with vessels from South Korea and elsewhere to avoid the new fees. Major carriers including Maersk and Mediterranean Shipping Co. have said in recent weeks they won’t need to levy a surcharge to recoup costs from the new fee. Cosco and OOCL, which together handle the largest share of US imports from Asia, have signaled they will continue to operate in the US trades. The port fees, estimated by investment bank HSBC to cost the two Chinese carriers at least $2 billion in the first year , will rise incrementally over the next four years. The US Trade Representative (USTR) is expected in the coming week to release an FAQ regarding the so-called Section 301 investigation into China’s maritime activities and respond to requests for clarifications and changes on the US new tax, according to one person close to the matter. The investigation targets Chinese-built chassis, container equipment and cranes, some of which are being received by US ports this month before the Oct. 14 deadline . Contact Mark Szakonyi at mark.szakonyi@spglobal.com .

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In today’s competitive logistical landscape, efficiency is an absolute necessity for smooth operations. Yet, in the barge sector, many operators still rely on fragmented systems, delayed updates, and manual tracking methods that slow decision-making and increase operational risk. OpenTug’s new eBook, How Enhanced Visibility Transforms Barge Operations, reveals how unified, real-time data can become your competitive advantage leading to improved voyage management and more actionable insights. Drawing on industry best practices and real-world examples, it explores how operational transparency empowers teams to: ●	Reduce delays with accurate ETAs and proactive scheduling decisions ●	Improve asset utilization by identifying underused equipment and optimizing cargos ●	Strengthen safety and compliance through consistent, accessible documentation and reporting ●	Boost customer satisfaction with transparent status updates and faster response time You’ll learn how visibility can connect every part of your operation into a single, actionable view. The ability to see and act on real-time information transforms the way you plan, execute, and deliver. From managing a small regional fleet to running a large, national operation, this eBook will help you understand the measurable benefits of enhanced visibility and how technology like BargeOS is transforming the way barge logistics is managed. Get your copy today and see how clear insights lead to stronger performance, smarter decisions, and more profitable operations. <a href="https://9315820.fs1.hubspotusercontent-na1.net/hubfs/9315820/eBook/Nav-theFuture-AJW-08.19.25.pdf" rel="noreferrer" class="joc_admin__link">Click here</a><span class="joc_admin__inline-image joc_admin__inline-image-aspect-ratio-16_9 joc_admin__inline-image-position-left joc_admin__inline-image-size-small" data-figure-size="small" data-figure-position="left" data-figure-aspect-ratio="16:9"><img src="/content-assets/1756152344211_Opentug%20logo.png" alt="" class="joc_admin__inline-image-inherit">

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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: <a href="https://www.ssamarine.mx/" rel="noreferrer" class="joc_admin__link">https://www.ssamarine.mx/</a>

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The world of LTL is slow to embrace change. Business anachronisms permeate current supply chain processes. These vestiges of the way things used to work define the LTL freight transportation procurement process of many modern shippers.David Knuth, logistics specialist at IEWC, a global supplier of cable and wire based in Wisconsin, is happy to have modernized the RFP process, automating the entire LTL bidding procedure with Bid$ense, SMC³’s automated truckload and LTL freight transportation sourcing solution. But when prompted, he can still recall what once was.In his previous job, a large part of his duties were consumed by creating an intermodal bid package for carriers. In a spreadsheet, Knuth detailed the company’s volumes lane by lane, taking care to delete any errant keystrokes or misleading data. He would then email out the information to each carrier, taking time to respond to detailed technical questions about the spreadsheet data. Finally, he had to compile all the results, create an algorithm that would compare the carriers on each lane, and award the business.“It was a huge undertaking. It took about four months to do,” Knuth said of the old process. “It was almost a full-time job for that part of the year, every year.”In his new job at IEWC, he sat down with Bid$ense on day one and was amazed at the capabilities. Knuth had never before used a bid tool. SMC³’s latest versions of Bid$ense automate the process even further, taking truckload and LTL RFPs entirely online. The tool draws on RFP best-practices protocols to streamline the bidding communication process, enabling bidding carriers to respond accurately and promptly to shipper requests. The solution also does all the distribution work automatically, electronically submitting shipper bid data to carriers based on their actual service capabilities and performance records. Carriers are alerted with timely prompts for RFP deliverables, so shippers aren’t waiting by the phone for responses.Another benefit of automating the process is the data-cleansing assistance. When Knuth sent spreadsheets to carriers, data errors might cloud the bidding process; he might have to resend data or simply accept a price that did not truly reflect the costs of doing business. Data cleansing is incredibly beneficial, he said.The spreadsheet technique also made bidding analysis an onerous task. Since Bid$ense automates and streamlines the entire RFP process, intensive examination is now simple. SMC³ knows that each bid has more than one best outcome. With uniform responses from each carrier, shippers can quickly rank results and create an unlimited quantity of what-if scenarios to make the optimal procurement decision.Jesse Burnett of Central Garden &amp; Pet experiences many of the same benefits. Founded in 1980, Central Garden &amp; Pet has spent the last three decades growing from a small garden supply company to a provider of a range of products from dog chews and bird seed to soil supplements and natural insecticides. For much of its life, the company shipped these disparate goods via LTL and truckload carriers to retailers throughout the country, relying on each business unit to negotiate directly with their freight transportation providers. This arrangement worked fairly well for a small company, but as Central Garden &amp; Pet expanded, leadership decided to consolidate decision making.Burnett helped centralize the transportation decision making in 2015 with SMC³’s Bid$ense. Before Bid$ense, every business unit operated independently as far as negotiating with carriers.“There were a lot of different things just floating around,” he said. “We didn’t have master agreements in place; no national pricing at all. The pricing from carriers was just all over the place, depending on where you were.”The transformations he saw with Bid$ense were immediate. Burnett has been using the tool about every other year since its implementation at the company. Central Garden and Pet’s $19.6 million 2019 LTL bid saved the company just more than 9 percent when compared to its historical average. For Burnett, though, bid automation extends far beyond savings.“We knew that we weren’t getting the best pricing offer from our carriers just because nothing was centralized,” he continued. “We knew that if we combined everything from all these business units and paired it with one corporate offering, then it would drive some cost benefit with it.”When the company initially decided to centralize bid procurement, executives researched a number of different methodologies and technologies. In the end, though, Burnett found that Bid$ense was both widespread and well known, and that his carrier partners already knew how to use the application. Burnett also highlighted the data-cleansing process as a major benefit, saying the rigorous process ensures that carriers always return the best price.“It definitely has helped drive savings,” he said. “Any time you go out there and you drive that competitiveness with the carriers and they know they’re in a bid environment, it seems to sharpen their pencils.”Transportation procurement is an integral part of the modern supply chain. With Bid$ense, shippers can develop a strategic implementation plan that saves them time and money, but also helps them create strong relationships with their carrier partners. These carriers appreciate the solution’s data-cleansing process; when carriers receive a complete shipment history and future volume forecast, they don’t have to guess on pricing. Carriers that receive more data from shippers get a complete picture of that shipper’s freight, allowing them to accurately plan instead of simply preparing for the worst-case scenario. Clean data presented through an automated system can lead to both bigger shipment savings and a lasting partnership between carrier and customer.Whether customers are looking to streamline over-the-road transportation bidding by automating the RFP process or create an entirely new, centralized sourcing process, Bid$ense has the analytical horsepower to get the job done.SMC³ 2020 Customer Case Study

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Shippers save money, time with automated transportation bidding tools

If there’s one immutable truth in the world of logistics, it’s this: LTL is an inherently complex form of transportation. Tariffs, rates, DIM weights, transit times — it’s enough to confuse even seasoned logistics professionals. The solution to this knowledge gap has historically been on-the-job training or university supply chain education, but for a variety of reasons there is now a pressing need for third-party, remote LTL training that prepares logistics workers for transportation success. Global Scope Can Overlook Local Intricacies In the past, professionals looking to move into a supply chain career learned about the basics of supply chain from universities. However, many of these college supply chain programs are now global in scope, focusing on worldwide supply chain management instead of the intricacies of specialized domestic transportation. And even these programs, which used to be widespread, are becoming less common. LTL is not an industry of broad-brush strokes; supply chain professionals really need a pointillistic understanding of the logistics of LTL in order to excel in the industry. Accelerating Need for Dedicated LTL Education This lack of specified training put the onus on employers to prepare new hires with the LTL knowledge needed to do their jobs. Dedicated LTL study is a necessity, not a luxury. At the same time, changes in LTL and the broader supply chain world are accelerating. The reliance on e-commerce has ballooned since the start of the pandemic, and last-mile LTL shipments and related e-commerce strains on the supply chain won’t diminish once social distancing abates. That genie isn’t going back into the bottle. So supply chain employers need logistics workers that are fully versed in all aspects of the industry, ready to solve unique shipping and delivery problems based on their extensive supply chain knowledge But why care about LTL? It’s been reported that some shippers in today’s world are no longer concerned with what mode is used to ship their goods. A Multimodal Approach Ensures On-Time Delivery This mode agnosticism means supply chain stakeholders have to be well versed in all modes of transportation. As unforeseen weather events and other disruptions, such as protests, become more common, savvy logistics employees will need to be armed with familiarity of all modes, not just the most popular, to ensure that freight is delivered on time, without damage, and in the most financially expedient way possible. Offerings like SMC³’s LTL online education courses cover a wide range of topics from LTL basics and operations to more advanced concepts like pricing analytics and transportation law. The company also has plans to continually refresh content, adding new expert presenters and taking the feedback of students to make the courses even better as time goes on. Learn more about&nbsp;<a href="https://logisticstrainingcenter.com/smc3-courses/" rel="noreferrer" class="joc_admin__link">SMC³’s LTL Online Education program</a>&nbsp;and view the 2021 hybrid schedule, featuring live industry experts,&nbsp;<a href="https://www.smc3.com/onlinelearning2021/" rel="noreferrer" class="joc_admin__link">here.</a>

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