<div class="phx-topic abstract-wrapper">Is the competitiveness fever perverting academic values by putting money- making industrial goals ah</div>

Is the competitiveness fever perverting academic values by putting money- making industrial goals ah

<div>Is the competitiveness fever perverting academic values by putting money- making industrial goals ahead of the disinterested pursuit of basic knowledge?That's a seriously argued question today in research and education circles. But as is often the case with those vast and myth-ridden enterprises, the universities, the answer is obscured by dreamy tales of what goes on in academic science and engineering and how they pay their bills.Federal money dispensers are indeed urging university researchers to mobilize against the country's economic problems. By themselves, urgings from Washington are, of course, rarely capable of penetrating academic consciousness. But these command attention, for...

Is the competitiveness fever perverting academic values by putting money- making industrial goals ahead of the disinterested pursuit of basic knowledge? That's a seriously argued question today in research and education circles. But as is often the case with those vast and myth-ridden enterprises, the universities, the answer is obscured by dreamy tales of what goes on in academic science and engineering and how they pay their bills.Federal money dispensers are indeed urging university researchers to mobilize against the country's economic problems. By themselves, urgings from Washington are, of course, rarely capable of penetrating academic consciousness. But these command attention, for they areaccompanied by new and growing federal budgets for university-based research centers linked to industry. Academe has responded with gold-rush alacrity. In 1985, when the current federal program of university-industry research centers got under way, 106 universities submitted applications for over $2 billion worth of projects. Alas, all that was being offered at the time was a mere $10 million for half a dozen of these centers. The program, though meagerly financed, obviously did not offend academe's sense of the appropriate. The budget request for next year is $60 million, to bring the number of industrially focused research centers up to 30 or so. The growth rate is impressive, but the controversial centers are only a mere speck in the ocean of federal finance for research in universities, which is budgeted for $7.7 billion next year. Furthermore, there are over 250 engineering schools in the country, plus several thousand university physics, chemistry, and other science departments, relatively few of which will be involved in the new program. Thus, there's reason to wonder what the excitement is about, but there's no doubt at all that it's there. As crystallized in a recent N.Y. Times headline, the government is "Pushing Ivory-Tower Scientists Into the High- Tech Race." Identified as the impressario of the push is a former IBM researcher and vice president, Erich Bloch, who has served for two years as director of the National Science Foundation, the principal federal agency for financing basic research in universities. The account under the headline states that Mr. Bloch's plan "to dot the nation's college campuses with special centers . . . has fanned a furious debate over the virtues of pure science vs. the need for engineering and computer breakthroughs that can be immediately applied." With evident annoyance, Mr. Bloch asks, in response, "What mousetrap are we producing?" And he heatedly confronts the charges of overemphasis on industrial goals by asserting, "People who are saying that, don't know what an industrial enterprise is." The centers are focused on basic research, he insists. "It's basic research in telecommunications, in robotics, in materials." Industry is closely involved in the centers, Mr. Bloch notes, but the universities control staff appointments and the research program. The centers are "located in the universities and not located in AT&T or GE." And he winds up the discussion by flatly stating, "I'm kind of impatient with that kind of accusation." The reality of academe and industry is that the two have long been in tandem, to varying degrees at different schools, but to a major extent at many of the most scientifically renowned institutions, including MIT, Harvard, Stanford, and Caltech. A claimed aloofness from industrial purposes is central to the mythology of academic research, but here, too, the reality varies. Successful industries, particularly electronics and pharmaceuticals, have long cultivated close ties with campus laboratories, because they are the source of many of the discoveries that underlie their products. Scores of big universities are fringed with high-tech industrial firms that thrive on close academic links. Industry provides universities with over $500 million for research, most of it tied to specific objectives. Thus, it's a bit late to contend that academe's purity is endangered by a handful of government-financed research centers designed to concentrate activities that have long been a part of university-based research. Are the professors really being pushed into a high-tech race? The federal money may lure some newcomers, but they're easily lost in the crowd of academic colleagues who have long and comfortably tangoed with industry. Copyright 1987, Daniel S. Greenberg.

UNIVERSITIES AND INDUSTRIAL GOALS

<div class="phx-topic abstract-wrapper">Containerized imports into the US last month set an all-time high, according to PIERS data, reflecting what is likely a peak in 2025 imports as shippers tried to get ahead of tariffs.</div>

Containerized imports into the US last month set an all-time high, according to PIERS data, reflecting what is likely a peak in 2025 imports as shippers tried to get ahead of tariffs.

Feature image

<div class="phx-topic">Tariff-driven frontloading pushed US containerized imports to an all-time high in July, with most ports seeing double-digit volume growth over June’s numbers. While China remained the top source for overseas goods, US shippers appeared more eager to move freight from other tariff targets in southern Europe and Southeast Asia. Total US container volumes last month reached 2.609 million TEUs, the most ever recorded for a single month by PIERS, a sister company of the Journal of Commerce within S&amp;P Global. July’s volume was a 17.5% gain from June. The Trump administration’s implementation of wide-ranging tariffs against US trading partners this spring — and subsequent 90-day reprieves — were the obvious reasons for the July surge. The month’s numbers followed a 5% year-over-year decline in May volumes as <a href="https://www.joc.com/article/hapag-lloyd-saw-china-bookings-drop-hard-after-us-enacted-tariffs-5990185">freight bookings fell after Trump issued his reciprocal tariff plans</a>, and a smaller 3% decline in June as <a href="https://www.joc.com/article/trans-pacific-spot-rates-falling-as-tariff-linked-demand-surge-loses-steam-6027420">shippers started returning to the market</a> when the administration began pausing its various tariff plans. The month-to-month volatility, though, masks more normal growth in the container trade and the likelihood of a down year. US import volumes year to date through July are up 5.4%, PIERS data shows. The second half of 2025 is not likely to match those numbers, according to the National Retail Federation. <a href="https://www.joc.com/article/us-retailers-project-big-year-over-year-import-declines-to-close-out-2025-6060323">It forecasts a 5.6% decline in total container imports</a> due to the uncertain effect tariffs will have on inflation, consumer spending and the overall US economy. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="9a6fd2cc-4064-49a6-af1b-2d581edf5eb5"></dynamic-object></div><h3>China down, but not out </h3>After two consecutive months of 20% or higher declines, containerized imports from China, the biggest tariff target, rebounded in July, reaching 1.228 million TEUs, a 36% increase from June, according to PIERS. But July’s volume from China was still down 8% from a year earlier, likely reflecting the longer-term US sourcing shift away from that country. With countries such as Vietnam, Thailand and Cambodia also receiving a reprieve from tariffs, imports from that region led July’s growth. Container imports from Southeast Asia saw a 24% year-over-year gain last month, reaching a record for any month, of 581,803 TEUs. July’s volume bested the previous record of 542,414 TEUs set just in June. Imports from countries in the Indian subcontinent also reached a record high last month. PIERS data for July shows container volumes from that region totaled 152,630 TEUs, a 21% gain from a year earlier. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="e25b6b32-9033-4b4b-bab1-d85b470c5889"></dynamic-object></div>Imports from Southern Europe, meanwhile, rose 7% from a year earlier to 155,587 TEUs, while July’s imports from Northern Europe were essentially flat. <h3>LA, Houston volumes stand out </h3>As the first call for most container services from Asia, the Port of Los Angeles saw strong growth in July. Containerized import volumes there reached 542,940 TEUs, PIERS data shows, a 10% increase from a year earlier and the highest monthly total for the port since August 2024. Following similarly strong volumes in June, Port of Los Angeles Executive Director Gene Seroka said last month that he expects July may represent the year’s peak season due to the tariff-driven whipsaw in volumes. “Some importers are bringing in year-end holiday cargo now ahead of potential higher tariffs later in the year,” Seroka said in a statement. “July may be our peak season month as retailers and manufacturers bring orders in earlier than usual, then brace for trade uncertainty.” Among big US ports, Houston saw the strongest year-over-year import growth, with July volumes reaching 184,418 TEUs, representing an 18.5% gain from a year earlier. The jump was largely attributable to imports from Southeast Asia, which grew 63% from a year earlier, and China, which rose 9.8%. Contact Michael Angell at <a href="mailto:michael.angell@spglobal.com">michael.angell@spglobal.com</a>. </div>

Tariff-driven frontloading pushed US containerized imports to an all-time high in July, with most ports seeing double-digit volume growth over June’s numbers. While China remained the top source for overseas goods, US shippers appeared more eager to move freight from other tariff targets in southern Europe and Southeast Asia. Total US container volumes last month reached 2.609 million TEUs, the most ever recorded for a single month by PIERS, a sister company of the Journal of Commerce within S&P Global. July’s volume was a 17.5% gain from June. The Trump administration’s implementation of wide-ranging tariffs against US trading partners this spring — and subsequent 90-day reprieves — were the obvious reasons for the July surge. The month’s numbers followed a 5% year-over-year decline in May volumes as freight bookings fell after Trump issued his reciprocal tariff plans , and a smaller 3% decline in June as shippers started returning to the market when the administration began pausing its various tariff plans. The month-to-month volatility, though, masks more normal growth in the container trade and the likelihood of a down year. US import volumes year to date through July are up 5.4%, PIERS data shows. The second half of 2025 is not likely to match those numbers, according to the National Retail Federation. It forecasts a 5.6% decline in total container imports due to the uncertain effect tariffs will have on inflation, consumer spending and the overall US economy. China down, but not out After two consecutive months of 20% or higher declines, containerized imports from China, the biggest tariff target, rebounded in July, reaching 1.228 million TEUs, a 36% increase from June, according to PIERS. But July’s volume from China was still down 8% from a year earlier, likely reflecting the longer-term US sourcing shift away from that country. With countries such as Vietnam, Thailand and Cambodia also receiving a reprieve from tariffs, imports from that region led July’s growth. Container imports from Southeast Asia saw a 24% year-over-year gain last month, reaching a record for any month, of 581,803 TEUs. July’s volume bested the previous record of 542,414 TEUs set just in June. Imports from countries in the Indian subcontinent also reached a record high last month. PIERS data for July shows container volumes from that region totaled 152,630 TEUs, a 21% gain from a year earlier. Imports from Southern Europe, meanwhile, rose 7% from a year earlier to 155,587 TEUs, while July’s imports from Northern Europe were essentially flat. LA, Houston volumes stand out As the first call for most container services from Asia, the Port of Los Angeles saw strong growth in July. Containerized import volumes there reached 542,940 TEUs, PIERS data shows, a 10% increase from a year earlier and the highest monthly total for the port since August 2024. Following similarly strong volumes in June, Port of Los Angeles Executive Director Gene Seroka said last month that he expects July may represent the year’s peak season due to the tariff-driven whipsaw in volumes. “Some importers are bringing in year-end holiday cargo now ahead of potential higher tariffs later in the year,” Seroka said in a statement. “July may be our peak season month as retailers and manufacturers bring orders in earlier than usual, then brace for trade uncertainty.” Among big US ports, Houston saw the strongest year-over-year import growth, with July volumes reaching 184,418 TEUs, representing an 18.5% gain from a year earlier. The jump was largely attributable to imports from Southeast Asia, which grew 63% from a year earlier, and China, which rose 9.8%. Contact Michael Angell at michael.angell@spglobal.com .

Maritime

Container Shipping News

Port News

Asia-Europe

Trans-Pacific

Whipsaw from Trump’s tariffs drove US container import record in July

<div class="phx-topic abstract-wrapper">With only low-capacity increases forecast for the MPV fleet, operators believe they will be able to handle the predicted increases in project cargo.  </div>

With only low-capacity increases forecast for the MPV fleet, operators believe they will be able to handle the predicted increases in project cargo. 

<div class="phx-topic">Crashing container shipping rates and increasing vessel oversupply have pushed liner operators to increase their exposure to breakbulk opportunities — and with abundant spare capacity they will be competitive, according to sector specialists. Justin Archard, managing partner at One World Shipbrokers, told the Journal of Commerce the year-plus fall in global container rates and newbuild delivery glut come as an increasing number of large and ultra-large multipurpose vessels (MPVs) have been committed to long distance and primary port pairs on liner/semi-liner schedules.  That combination will lead smaller MPVs and project carriers to reduce their exposure to direct volume-based competition by focusing on how they can exploit their core strengths of small port capability and flexible service schedules. “Whilst container operators are sometimes breakbulk predators, they are less willing to handle large unit numbers of loose breakbulk,” Archard said. “This has always and will always be one of MPVs great strengths.” The Market Sentiment Index (MSI) for the MPV and breakbulk industry, developed by Archard, sank to its lowest in 15 months in the August edition. However, at 53.0, the index is still above the 50.0 barrier, denoting optimism rather than pessimism or wariness. The MSI averages the responses from an anonymous group of 20 to 30 MPV owners and operators to a set of breakbulk shipping-related questions. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="1f91d0fb-eb2a-4150-aa07-3afb03099e22"></dynamic-object></div>Those surveyed spoke of increasing, but so far manageable, pressure in the general breakbulk market. “We still maintain a cautious optimistic stance on the long term, driven by the fact that newbuilding orders do not pose yet a big threat on the supply front and demand for renewable energy combined with oil &amp; gas capex planning and infrastructure projects will remain on high levels,” one source said.  Another source commented that the MPV charter market remains “completely illiquid” with any tonnage being brought to the market directed toward long-term charters. <h3>Toepfer index reflects ‘stability’ </h3>Slight downward movement in Toepfer Transport’s Toepfer Multipurpose Index (TMI) illustrates the building pressure. The August reading of $12,818 is down 0.67% from July; consequently, the TMI “maintains its stability,” Toepfer said in its report. The broker also noted a parallel decline in transactions in the secondhand MPV market, “which could potentially impact market pricing.” The TMI is based on expected average rates for six- to 12-month time charters for 12,500-deadweight-ton “F-Type” vessels with safe working loads (SWLs) of 240 to 360 metric tons, as reported to Toepfer by owners and operators. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="ea382181-08cd-4298-912f-87c79836bcf7"></dynamic-object></div>Archard said that with only low-capacity increases forecast for the MPV fleet, operators believe they will be able to handle the predicted increases in project cargo. Also, consolidation of carriers over the past decade has meant the investment decisions about new tonnage are in fewer hands than ever before.  “It is in owners’ interests to engineer and maintain a slight supply deficit wherever possible,” Archard said. “Enzo Ferrari famously once said — ‘I will always deliver one less Ferrari than the market demands,’ and this reticence to increase fleet numbers is starting to show up in the Market Sentiment Index fleet supply readings.”  He noted both short- and longer-term market indicators signal a tightening, which carriers will see as healthy for their business and a vindication of their policies.  “However, as freight rates rise in this tightening scenario, some shippers may be driven to seek alternative ocean transport options,” Archard said. “The balance is fragile and the pendulum is always swinging.” Contact Carly Fields at <a href="mailto:carly.fields@spglobal.com">carly.fields@spglobal.com</a>. </div>

Crashing container shipping rates and increasing vessel oversupply have pushed liner operators to increase their exposure to breakbulk opportunities — and with abundant spare capacity they will be competitive, according to sector specialists. Justin Archard, managing partner at One World Shipbrokers, told the Journal of Commerce the year-plus fall in global container rates and newbuild delivery glut come as an increasing number of large and ultra-large multipurpose vessels (MPVs) have been committed to long distance and primary port pairs on liner/semi-liner schedules.  That combination will lead smaller MPVs and project carriers to reduce their exposure to direct volume-based competition by focusing on how they can exploit their core strengths of small port capability and flexible service schedules. “Whilst container operators are sometimes breakbulk predators, they are less willing to handle large unit numbers of loose breakbulk,” Archard said. “This has always and will always be one of MPVs great strengths.” The Market Sentiment Index (MSI) for the MPV and breakbulk industry, developed by Archard, sank to its lowest in 15 months in the August edition. However, at 53.0, the index is still above the 50.0 barrier, denoting optimism rather than pessimism or wariness. The MSI averages the responses from an anonymous group of 20 to 30 MPV owners and operators to a set of breakbulk shipping-related questions. Those surveyed spoke of increasing, but so far manageable, pressure in the general breakbulk market. “We still maintain a cautious optimistic stance on the long term, driven by the fact that newbuilding orders do not pose yet a big threat on the supply front and demand for renewable energy combined with oil & gas capex planning and infrastructure projects will remain on high levels,” one source said.  Another source commented that the MPV charter market remains “completely illiquid” with any tonnage being brought to the market directed toward long-term charters. Toepfer index reflects ‘stability’ Slight downward movement in Toepfer Transport’s Toepfer Multipurpose Index (TMI) illustrates the building pressure. The August reading of $12,818 is down 0.67% from July; consequently, the TMI “maintains its stability,” Toepfer said in its report. The broker also noted a parallel decline in transactions in the secondhand MPV market, “which could potentially impact market pricing.” The TMI is based on expected average rates for six- to 12-month time charters for 12,500-deadweight-ton “F-Type” vessels with safe working loads (SWLs) of 240 to 360 metric tons, as reported to Toepfer by owners and operators. Archard said that with only low-capacity increases forecast for the MPV fleet, operators believe they will be able to handle the predicted increases in project cargo. Also, consolidation of carriers over the past decade has meant the investment decisions about new tonnage are in fewer hands than ever before.  “It is in owners’ interests to engineer and maintain a slight supply deficit wherever possible,” Archard said. “Enzo Ferrari famously once said — ‘I will always deliver one less Ferrari than the market demands,’ and this reticence to increase fleet numbers is starting to show up in the Market Sentiment Index fleet supply readings.”  He noted both short- and longer-term market indicators signal a tightening, which carriers will see as healthy for their business and a vindication of their policies.  “However, as freight rates rise in this tightening scenario, some shippers may be driven to seek alternative ocean transport options,” Archard said. “The balance is fragile and the pendulum is always swinging.” Contact Carly Fields at carly.fields@spglobal.com .

Breakbulk News

Project cargo

Breakbulk carriers

Tight MPV supply countered by container rate crash, ship glut

<div class="phx-topic abstract-wrapper">When the proposed agreement is adopted in October, as expected, all international shipping will be bound by the decarbonization regulation, an official at the shipping association pointed out. </div>

When the proposed agreement is adopted in October, as expected, all international shipping will be bound by the decarbonization regulation, an official at the shipping association pointed out.

<div class="phx-topic">The US’ formal rejection of the International Maritime Organization’s (IMO’s) net-zero framework agreement will have little impact on the emissions regulation that, once adopted, will still require compliance from all ships trading internationally, according to shipping association Bimco. The net-zero proposal will be promulgated at the next meeting of the IMO’s Marine Environment Protection Committee (MEPC) in October, where it is expected to pass with the required two-thirds majority. “Even when, or if, the US places reservations that the rule will not apply to them, it will, because all ships of non-US-flag trading internationally are bound by their flag [and] US-flag ships will also be required to comply if they trade internationally,” Lars Robert Pedersen, deputy secretary-general and director of regulatory affairs at Bimco, told the Journal of Commerce Wednesday. Only about 80 merchant ships currently trade internationally under the US flag, according to maritime insurers UK P&amp;I Club. Vowing “to protect the American people and their economic interests,” the White House on Tuesday called on IMO members to reject the agreement and threatened to retaliate against those supporting the proposal. “Our fellow IMO members should be on notice that we will look for their support against this action and not hesitate to retaliate or explore remedies for our citizens should this endeavor fail,” Secretary of State Marco Rubio, Secretary of Commerce Howard Lutnick, Secretary of Energy Chris Wright and Secretary of Transportation Sean Duffy said in a joint statement. <h3>‘A global carbon tax on Americans’ </h3>“Whatever its stated goals, the proposed framework is effectively a global carbon tax on Americans levied by an unaccountable UN organization,” the US statement said, adding that the US would not accept any environmental regulation that “unduly or unfairly burdens the United States or harms the interests of the American people.” Despite the formal rejection by the White House and its ongoing criticism of the UN and its many agencies, the statement drew a diplomatic response from the IMO. “The IMO net-zero framework was approved in April 2025 and represents a collective commitment by member states to deliver on shared goals outlined in the Revised IMO Strategy on the Reduction of GHG emissions that was adopted in 2023,” an IMO spokesperson told the Journal of Commerce. “The upcoming MEPC session in October provides the appropriate platform to address any concerns from member states ahead of the adoption process,” the IMO added. Considering <a href="https://www.joc.com/article/us-pulls-out-of-imo-climate-talks-threatens-retaliation-for-emissions-fees-5980359">the US decision to walk out of the MEPC’s 83rd meeting</a> in April in protest over the decarbonization talks, and with the now-formal rejection of the net-zero framework, it appears unlikely the US will attend the MEPC October meeting to “address any concerns.” The World Shipping Council (WSC), a trade body representing the container shipping and roll-on/roll-off industry, declined to comment, saying the matter has become a political one rather than being about policy. <h3>Shipping faces progressively increasing charges </h3>No universal carbon levy was agreed to at the contentious MEPC meeting in April, but if the framework is adopted in October, shipping’s global carbon emissions will carry progressively increasing charges for the first time. A <a href="https://www.joc.com/article/imo-deal-on-fuel-intensity-pricing-hailed-as-major-step-forward-5986720">key standard in the new regulation</a> will be the fuel intensity used by global shipping, measured on a well-to-wake basis that covers the full lifecycle of the fuel. Starting in 2027, ships must lower their fuel intensity by a certain percentage compared with the baseline set in 2008. But Rico Luman, senior economist for transport and logistics at global bank ING, believes the lack of US participation in the net-zero framework could hamper the adoption of the IMO regulation. “The system, when enforced in 2027, will apply globally and also applies to journeys to and from the US ... if the US doesn’t accept the effectuation, this will complicate the whole system,” Luman said in a statement, adding that the US threat to retaliate could make other IMO members hesitate in their support of the proposal. Luman said there may be a “more climate-friendly” US administration in place in the years after the first reporting of the IMO measure is required in 2028, but any delay will hamper reaching the IMO’s already ambitious shipping decarbonization targets in 2040 and 2050. “There’s not much time left as implementation usually takes years of preparation — also to enable companies to prepare themselves — and CO2 emissions have failed to get on a downward track over the last few years,” Luman said. Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

The US’ formal rejection of the International Maritime Organization’s (IMO’s) net-zero framework agreement will have little impact on the emissions regulation that, once adopted, will still require compliance from all ships trading internationally, according to shipping association Bimco. The net-zero proposal will be promulgated at the next meeting of the IMO’s Marine Environment Protection Committee (MEPC) in October, where it is expected to pass with the required two-thirds majority. “Even when, or if, the US places reservations that the rule will not apply to them, it will, because all ships of non-US-flag trading internationally are bound by their flag [and] US-flag ships will also be required to comply if they trade internationally,” Lars Robert Pedersen, deputy secretary-general and director of regulatory affairs at Bimco, told the Journal of Commerce Wednesday. Only about 80 merchant ships currently trade internationally under the US flag, according to maritime insurers UK P&I Club. Vowing “to protect the American people and their economic interests,” the White House on Tuesday called on IMO members to reject the agreement and threatened to retaliate against those supporting the proposal. “Our fellow IMO members should be on notice that we will look for their support against this action and not hesitate to retaliate or explore remedies for our citizens should this endeavor fail,” Secretary of State Marco Rubio, Secretary of Commerce Howard Lutnick, Secretary of Energy Chris Wright and Secretary of Transportation Sean Duffy said in a joint statement. ‘A global carbon tax on Americans’ “Whatever its stated goals, the proposed framework is effectively a global carbon tax on Americans levied by an unaccountable UN organization,” the US statement said, adding that the US would not accept any environmental regulation that “unduly or unfairly burdens the United States or harms the interests of the American people.” Despite the formal rejection by the White House and its ongoing criticism of the UN and its many agencies, the statement drew a diplomatic response from the IMO. “The IMO net-zero framework was approved in April 2025 and represents a collective commitment by member states to deliver on shared goals outlined in the Revised IMO Strategy on the Reduction of GHG emissions that was adopted in 2023,” an IMO spokesperson told the Journal of Commerce. “The upcoming MEPC session in October provides the appropriate platform to address any concerns from member states ahead of the adoption process,” the IMO added. Considering the US decision to walk out of the MEPC’s 83rd meeting in April in protest over the decarbonization talks, and with the now-formal rejection of the net-zero framework, it appears unlikely the US will attend the MEPC October meeting to “address any concerns.” The World Shipping Council (WSC), a trade body representing the container shipping and roll-on/roll-off industry, declined to comment, saying the matter has become a political one rather than being about policy. Shipping faces progressively increasing charges No universal carbon levy was agreed to at the contentious MEPC meeting in April, but if the framework is adopted in October, shipping’s global carbon emissions will carry progressively increasing charges for the first time. A key standard in the new regulation will be the fuel intensity used by global shipping, measured on a well-to-wake basis that covers the full lifecycle of the fuel. Starting in 2027, ships must lower their fuel intensity by a certain percentage compared with the baseline set in 2008. But Rico Luman, senior economist for transport and logistics at global bank ING, believes the lack of US participation in the net-zero framework could hamper the adoption of the IMO regulation. “The system, when enforced in 2027, will apply globally and also applies to journeys to and from the US ... if the US doesn’t accept the effectuation, this will complicate the whole system,” Luman said in a statement, adding that the US threat to retaliate could make other IMO members hesitate in their support of the proposal. Luman said there may be a “more climate-friendly” US administration in place in the years after the first reporting of the IMO measure is required in 2028, but any delay will hamper reaching the IMO’s already ambitious shipping decarbonization targets in 2040 and 2050. “There’s not much time left as implementation usually takes years of preparation — also to enable companies to prepare themselves — and CO2 emissions have failed to get on a downward track over the last few years,” Luman said. Contact Greg Knowler at greg.knowler@spglobal.com .

Transport, Trade and Regulation News

US rejection of IMO ‘net-zero’ framework won’t change outcome: Bimco

<div class="phx-topic abstract-wrapper">The funds will mostly be spent on further development of its platform for shippers, including investment in AI.</div>

The funds will mostly be spent on further development of its platform for shippers, including investment in AI.

<div class="phx-topic">A persistent low-rate truckload environment hasn’t hampered the growth of shipper-focused procurement and orchestration software provider GoodShip, which has landed a $25 million funding round on the back of significantly growing revenue in 2024. The funding round will mostly be spent on further development of its platform for shippers, including investment in AI, GoodShip said in a statement Tuesday. The company has raised $40 million to date. GoodShip was founded in 2022 to help shippers benchmark their truckload contract rates and has evolved to help users build bids and do scenario planning to apportion volume to various carriers and brokers. Its revenue growth comes as the truckload market is contending with a prolonged period of overcapacity and dampened demand, partly due to economic uncertainty in 2025. But GoodShip CEO Ryan Soskin told the Journal of Commerce the platform is meant to be used in all supply-demand environments. “Even in a soft market, we’re finding that there are very meaningful savings and service opportunities,” Soskin said. “It’s just that they have been historically hard to find, buried in the aggregate of massive amounts of data for large shippers.” As an example, he said nearly every GoodShip customer identifies situations where they have over-tendered freight to high-cost carriers. “If the lane overall is moving close to market average, the shipper usually doesn’t know to dig in to individual lane-carrier combinations within the lane that may be uncompetitive,” Soskin said. “We pinpoint these opportunities for them, and typically making a few minor tweaks results in massive savings.” GoodShip’s customers include Kellanova, Tropicana, Central Garden &amp; Pet, KeHe Distributors, and KBX Logistics. Soskin said the company is seeing traction in food and beverage, consumer packaged goods, paper/packaging, and industrials. Contact Eric Johnson at <a href="mailto:eric.johnson@spglobal.com">eric.johnson@spglobal.com</a>. </div>

A persistent low-rate truckload environment hasn’t hampered the growth of shipper-focused procurement and orchestration software provider GoodShip, which has landed a $25 million funding round on the back of significantly growing revenue in 2024. The funding round will mostly be spent on further development of its platform for shippers, including investment in AI, GoodShip said in a statement Tuesday. The company has raised $40 million to date. GoodShip was founded in 2022 to help shippers benchmark their truckload contract rates and has evolved to help users build bids and do scenario planning to apportion volume to various carriers and brokers. Its revenue growth comes as the truckload market is contending with a prolonged period of overcapacity and dampened demand, partly due to economic uncertainty in 2025. But GoodShip CEO Ryan Soskin told the Journal of Commerce the platform is meant to be used in all supply-demand environments. “Even in a soft market, we’re finding that there are very meaningful savings and service opportunities,” Soskin said. “It’s just that they have been historically hard to find, buried in the aggregate of massive amounts of data for large shippers.” As an example, he said nearly every GoodShip customer identifies situations where they have over-tendered freight to high-cost carriers. “If the lane overall is moving close to market average, the shipper usually doesn’t know to dig in to individual lane-carrier combinations within the lane that may be uncompetitive,” Soskin said. “We pinpoint these opportunities for them, and typically making a few minor tweaks results in massive savings.” GoodShip’s customers include Kellanova, Tropicana, Central Garden & Pet, KeHe Distributors, and KBX Logistics. Soskin said the company is seeing traction in food and beverage, consumer packaged goods, paper/packaging, and industrials. Contact Eric Johnson at eric.johnson@spglobal.com .

Surface

Truckload

Logistics Technology News

Truckload procurement tool GoodShip lands $25 million funding round

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

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

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

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

Container lines

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

Use code TPM26GW995 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

SAVE ON A GOLD SUBSCRIPTION AND TPM26

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!

Use code TPMGW595 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

UPGRADE TO GOLD FOR JUST $595

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

Access Journal of Commerce content for 30 days

Free Trial - Wide Box

START A FREE TRIAL TODAY

Use code STS20 at checkout to save 20% on a Silver or Silver Plus annual subscription! 

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

SUBSCRIBE AND SAVE

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

SAVE ON A GOLD SUBSCRIPTION: Use code TPM26GW995 to save $500 on an annual Gold subscription and 20% on a TPM26 registration!

Subscribe Now - FT/Anonymous to Gold - Offer Box

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

Upgrade Subscription

SUBSCRIBE AND SAVE: Use code STSW20 to save 20% on first year of a Silver or Silver Plus annual subscription!


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

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 TPMGW595 at checkout to save $900 on first year of a Gold subscription and 20% on TPM26! 

Upgrade Subscription - S/SP to Gold - Offer Box

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

Free Trial - Offer Box

Free Trial

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

Journal of Commerce Magazine - Rectangle Box

Journal of Commerce Magazine

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

Breakbulk Report - Rectangle Box

Breakbulk Quarterly

Customers scoring their intermodal partners to identify the best service providers

Latest News

Intermodal Savings Index

SSA Marine Mexico: True Commitment to Sustainability

More News & Analysis

Whipsaw from Trump’s tariffs drove US container import record in July

Tight MPV supply countered by container rate crash, ship glut

US rejection of IMO ‘net-zero’ framework won’t change outcome: Bimco