<div class="phx-topic abstract-wrapper">Progressive Transportation’s agent carrier, Christenson Transportation, and Florida East Coast Railway have teamed up to reduce delivery time between the Tennessee and Kentucky border to Florida.</div>

Progressive Transportation’s agent carrier, Christenson Transportation, and Florida East Coast Railway have teamed up to reduce delivery time between the Tennessee and Kentucky border to Florida.

<div>Progressive Transportation’s agent carrier, Christenson Transportation, and Florida East Coast Railway <a>have teamed up</a> to reduce delivery time between the Tennessee and Kentucky border and Florida.Under the arrangement, Florida East Coast Railway agreed to give rail trailers to Christenson Transportation for their exclusive use. The railway brings the trailers to Christenson Transportation’s terminal where they are stored, distributed, loaded and brought back, allowing the railroad to make the turn from Atlanta back to the rail ramp in the same day without a break in hours of service. The trailers can accommodate up to 53-foot containers.</div>...

Progressive Transportation’s agent carrier, Christenson Transportation, and Florida East Coast Railway have teamed up to reduce delivery time between the Tennessee and Kentucky border and Florida. Under the arrangement, Florida East Coast Railway agreed to give rail trailers to Christenson Transportation for their exclusive use. The railway brings the trailers to Christenson Transportation’s terminal where they are stored, distributed, loaded and brought back, allowing the railroad to make the turn from Atlanta back to the rail ramp in the same day without a break in hours of service. The trailers can accommodate up to 53-foot containers.

North-American rail

Christenson Transportation, Florida East Coast Railway Team on Intermodal Service

<div class="phx-topic abstract-wrapper">A lawsuit filed this month by the port authority claims the council’s recent rezoning of industrial land could eventually lead to the development of residential units and an increase in vehicular traffic in the harbor area.</div>

A lawsuit filed this month by the port authority claims the council’s recent rezoning of industrial land could eventually lead to the development of residential units and an increase in vehicular traffic in the harbor area.

Feature image

<div class="phx-topic">The Port of Seattle is suing the Seattle City Council in a bid to halt a possible major housing development that port stakeholders say would interfere with truck traffic in the harbor area. A lawsuit the port authority filed on April 7 in King County Superior Court claims that the council’s recent rezoning of a “small, three-block area of industrial land” could eventually lead to the development of 990 residential units and an increase in vehicular traffic near the port, close to where two sports stadiums are already located. The city council in March approved the rezoning ordinance for property the city had previously protected from “inconsistent and incompatible uses in the port’s vicinity,” according to the lawsuit. In a statement last month, the port said the rezoning effort was supported by an “out-of-state billionaire developer” who owns the property. The developer has been identified in Seattle media as Chris Hansen, a Seattle native and hedge fund manager. The port wants implementation of the ordinance to be blocked and to be found in violation of state land use policies. “The port feels we must take these actions to defend industrially zoned lands critical to our economic development and job creation mission,” Port of Seattle Executive Director Steve Metruck said in a statement. “The harmful impact to maritime and industrial operations caused by the spot rezone were not dutifully considered and there are many inconsistencies with state, county and local land use regulations.” Port stakeholders, including the International Longshore and Warehouse Union (ILWU) and the Pacific Merchant Shipping Association (PMSA), which represents shipping lines and terminal operators on the West Coast, have publicly opposed the rezoning and potential development project. “PMSA is very involved, along with the ILWU,” Jordan Royer, PMSA’s vice president for external affairs, told the Journal of Commerce. Royer said port-adjacent land on the West Coast has long been a magnet for developers interested in building non-industrial projects such as sports stadiums and housing close to the waterfront. Port of Oakland stakeholders, including PMSA, fought for more than five years to block plans by a developer to build a professional baseball stadium, 3,000 residential units, shops and a hotel on the defunct Howard Terminal. <a href="https://www.joc.com/article/oaklands-howard-terminal-eyes-redevelopment-after-ballpark-proposal-strikes-out-5234580">The developer pulled out in 2023</a> and announced he would build the stadium in Las Vegas instead. Sara Nelson, the city council president who has pushed for the rezoning and housing development, was not immediately available for comment. Contact Bill Mongelluzzo at <a href="mailto:bill.mongelluzzo@spglobal.com">bill.mongelluzzo@spglobal.com</a>.</div>

The Port of Seattle is suing the Seattle City Council in a bid to halt a possible major housing development that port stakeholders say would interfere with truck traffic in the harbor area. A lawsuit the port authority filed on April 7 in King County Superior Court claims that the council’s recent rezoning of a “small, three-block area of industrial land” could eventually lead to the development of 990 residential units and an increase in vehicular traffic near the port, close to where two sports stadiums are already located. The city council in March approved the rezoning ordinance for property the city had previously protected from “inconsistent and incompatible uses in the port’s vicinity,” according to the lawsuit. In a statement last month, the port said the rezoning effort was supported by an “out-of-state billionaire developer” who owns the property. The developer has been identified in Seattle media as Chris Hansen, a Seattle native and hedge fund manager. The port wants implementation of the ordinance to be blocked and to be found in violation of state land use policies. “The port feels we must take these actions to defend industrially zoned lands critical to our economic development and job creation mission,” Port of Seattle Executive Director Steve Metruck said in a statement. “The harmful impact to maritime and industrial operations caused by the spot rezone were not dutifully considered and there are many inconsistencies with state, county and local land use regulations.” Port stakeholders, including the International Longshore and Warehouse Union (ILWU) and the Pacific Merchant Shipping Association (PMSA), which represents shipping lines and terminal operators on the West Coast, have publicly opposed the rezoning and potential development project. “PMSA is very involved, along with the ILWU,” Jordan Royer, PMSA’s vice president for external affairs, told the Journal of Commerce. Royer said port-adjacent land on the West Coast has long been a magnet for developers interested in building non-industrial projects such as sports stadiums and housing close to the waterfront. Port of Oakland stakeholders, including PMSA, fought for more than five years to block plans by a developer to build a professional baseball stadium, 3,000 residential units, shops and a hotel on the defunct Howard Terminal. The developer pulled out in 2023 and announced he would build the stadium in Las Vegas instead. Sara Nelson, the city council president who has pushed for the rezoning and housing development, was not immediately available for comment. Contact Bill Mongelluzzo at bill.mongelluzzo@spglobal.com .

Port News

North American ports

Maritime

Port of Seattle sues city council to halt possible development project

<div class="phx-topic abstract-wrapper">The export decline is already showing up in some data, with bookings for US exports to China for the week of April 8–15 down 5.4% from the prior week.</div>

The export decline is already showing up in some data, with bookings for US exports to China for the week of April 8–15 down 5.4% from the prior week.

<div class="phx-topic">Chinese buyers have begun to cancel orders of goods and commodities from US exporters amid the escalating trade conflict between the two nations, and stakeholders expect the cancellations to continue until the battle over tariffs is resolved.Exporters also expect they will need redirect their cargo to other Asian countries to make up for the diminished Chinese market. M. Can Fidan, vice president of business development at New York-based MTS Logistics, told the Journal of Commerce he’s already seen the cancellation of 250 polymers containers and another customer’s entire fertilizer order. “If these tariffs stay, there is no way China will keep buying these products from us,” said Fidan.The export decline is already showing up in data. Bookings for US exports to China for the week of April 8–15 were down 5.4% from the prior week at 17,220 TEUs, according to maritime visibility provider Vizion and data and analytics company Dun &amp; Bradstreet. Two exporters, five forwarders and the head of a shipping group who spoke to the Journal of Commerce said a further drop in China-bound volumes is inevitable if tariffs on China persist, mirroring <a href="https://www.joc.com/article/trans-pacific-blank-sailings-set-to-rise-after-china-bookings-drop-sharply-5984166">the market shift already observed with imports</a>.“If they had contracts to [export containers to China], my assumption would be that a lot of them would likely be canceled,” one exporter said.Another non-vessel-operating common carrier source said they are seeing cancellations on many China-bound exports, especially goods with lower margins where the buyers cannot afford the additional cost. At the same time, the source is seeing sellers of more valuable commodities attempt to pass down the cost to their customers.Meanwhile, several forwarders said demand is strong from other countries that have had their reciprocal US import tariffs paused for 90 days. Shippers and forwarders are forecasting a pickup in export cargo volumes bound for other Southeast Asia countries.“In [the] short term, I think we’re going to see a lot of agriculture sourcing shift [from China] to other countries,” said Peter Friedmann, executive director of the Agriculture Transportation Coalition (AgTC). Friedmann said he is also seeing canceled China-bound shipments in the agriculture sector. Shippers agreed that US exporters — and farmers in particular — are especially vulnerable to the new tariffs and reciprocal responses from China, adding that the impacts from tariffs implemented during President Donald Trump’s first term can still be felt in many markets. “We’re obviously really concerned,” said Mike Steenhoek, executive director of the Soybean Transportation Coalition. “People have been debating about the impact of these tariffs, [and] some people will say [that we’re speculating] ... It’s not speculation. It’s recollection. When we look at what happened in 2018 and 2019, we still haven’t recovered.”<h3>Cold chain stability, for now</h3>Despite the tariff-related hurdles for many US exporters, there are still calm spots, for now. A forwarding source in refrigerated exports said the cold chain market has been largely stable thus far.“We haven’t really seen such a change when it comes to the tariffs because these are planned so far ahead, and production is scheduled around them,” said the forwarder, who added that impacts to even their China-bound shipments were minimal.Friedmann agreed that many time-sensitive agriculture exports are less flexible, so many shipments are still moving forward. But they are being met with the potential for schedule reliability hurdles. “A lot of the steamship lines are canceling, blanking, delaying, [and] changing routes,” he said. “So, we are not going to have the same ocean transportation options we’re used to. Even if [customers] want to buy it, we’re still going to have increased difficulty delivering it.”Contact Laura Robb at <a href="mailto:Laura.Robb@spglobal.com">laura.robb@spglobal.com</a>. </div>

Chinese buyers have begun to cancel orders of goods and commodities from US exporters amid the escalating trade conflict between the two nations, and stakeholders expect the cancellations to continue until the battle over tariffs is resolved. Exporters also expect they will need redirect their cargo to other Asian countries to make up for the diminished Chinese market. M. Can Fidan, vice president of business development at New York-based MTS Logistics, told the Journal of Commerce he’s already seen the cancellation of 250 polymers containers and another customer’s entire fertilizer order. “If these tariffs stay, there is no way China will keep buying these products from us,” said Fidan. The export decline is already showing up in data. Bookings for US exports to China for the week of April 8–15 were down 5.4% from the prior week at 17,220 TEUs, according to maritime visibility provider Vizion and data and analytics company Dun & Bradstreet. Two exporters, five forwarders and the head of a shipping group who spoke to the Journal of Commerce said a further drop in China-bound volumes is inevitable if tariffs on China persist, mirroring the market shift already observed with imports . “If they had contracts to [export containers to China], my assumption would be that a lot of them would likely be canceled,” one exporter said. Another non-vessel-operating common carrier source said they are seeing cancellations on many China-bound exports, especially goods with lower margins where the buyers cannot afford the additional cost. At the same time, the source is seeing sellers of more valuable commodities attempt to pass down the cost to their customers. Meanwhile, several forwarders said demand is strong from other countries that have had their reciprocal US import tariffs paused for 90 days. Shippers and forwarders are forecasting a pickup in export cargo volumes bound for other Southeast Asia countries. “In [the] short term, I think we’re going to see a lot of agriculture sourcing shift [from China] to other countries,” said Peter Friedmann, executive director of the Agriculture Transportation Coalition (AgTC). Friedmann said he is also seeing canceled China-bound shipments in the agriculture sector. Shippers agreed that US exporters — and farmers in particular — are especially vulnerable to the new tariffs and reciprocal responses from China, adding that the impacts from tariffs implemented during President Donald Trump’s first term can still be felt in many markets. “We’re obviously really concerned,” said Mike Steenhoek, executive director of the Soybean Transportation Coalition. “People have been debating about the impact of these tariffs, [and] some people will say [that we’re speculating] ... It’s not speculation. It’s recollection. When we look at what happened in 2018 and 2019, we still haven’t recovered.” Cold chain stability, for now Despite the tariff-related hurdles for many US exporters, there are still calm spots, for now. A forwarding source in refrigerated exports said the cold chain market has been largely stable thus far. “We haven’t really seen such a change when it comes to the tariffs because these are planned so far ahead, and production is scheduled around them,” said the forwarder, who added that impacts to even their China-bound shipments were minimal. Friedmann agreed that many time-sensitive agriculture exports are less flexible, so many shipments are still moving forward. But they are being met with the potential for schedule reliability hurdles. “A lot of the steamship lines are canceling, blanking, delaying, [and] changing routes,” he said. “So, we are not going to have the same ocean transportation options we’re used to. Even if [customers] want to buy it, we’re still going to have increased difficulty delivering it.” Contact Laura Robb at laura.robb@spglobal.com .

Transport, Trade and Regulation News

Container lines

Forwarding

Trans-Pacific

Container Shipping News

US exporters see rise in canceled orders from Chinese buyers amid tariff standoff

<div class="phx-topic abstract-wrapper">But the largest US intermodal provider said customers have not yet meaningfully adjusted their freight forecasts, and shippers continue to tender the quantity of loads outlined in their contracts.</div>

But the largest US intermodal provider said customers have not yet meaningfully adjusted their freight forecasts, and shippers continue to tender the quantity of loads outlined in their contracts.

<div class="phx-topic">J.B. Hunt Transport Services, the largest US intermodal provider, says uncertainty around US tariffs and trade policy is the primary concern of its shippers at the outset of the second quarter. “Most of them are waiting for the dust to settle to determine how tariffs might influence and change their short- and long-term business strategies,” Spencer Frazier, J.B. Hunt’s executive vice president of sales, said late Tuesday on the company’s first-quarter earnings call. “We believe [the tariffs] have the potential to impact both supply and demand, but the magnitude and timing is difficult to predict.” Despite the concerns, J.B. Hunt said customers have not meaningfully adjusted their freight forecasts, and shippers continue to tender the quantity of loads outlined in their contracts. J.B. Hunt executives were asked on the call what the company’s exposure is to China as the number of <a href="https://www.joc.com/article/trans-pacific-blank-sailings-set-to-rise-after-china-bookings-drop-sharply-5984166">blank sailings</a> and booking cancellations begin to rise in response to the tariffs. Darren Field, president of J.B. Hunt’s intermodal segment, said between 20% and 30% of intermodal volume originates on the West Coast. “Now what percentage of that originates in China? I don’t know that we’ve ever done that study,” he said. “We’re just going to keep in close contact with our customers, our rail partners, and try to understand what’s headed at the West Coast and make plans accordingly.” <h3>Current market a ‘difficult environment’ </h3>Meanwhile, J.B. Hunt said it hauled more intermodal freight during the first quarter than in any first quarter in the company’s history, but tempered that by noting current market dynamics make it difficult to raise contract rates on shippers across most lanes. “I can’t think of a single cost item that’s actually down through this freight recession, so that’s unlike anything we’ve ever experienced,” CEO Shelley Simpson said on the earnings call. “I think everyone is holding on. If that’s a thinner margin or no margin, that’s the ‘hold on’ position. It’s a very difficult environment that we’re operating in, and I think everyone’s trying to accept it.” The company’s first-quarter intermodal volumes were up 8% from a year ago, including a 4% increase on West Coast transcontinental business and a 13% gain on the East Coast. J.B. Hunt moved 521,821 loads during the quarter. Intermodal revenue increased 5% to $1.47 billion, but revenue per load was down 2%, with more growth coming from shorter-haul business in the eastern US. Field, meanwhile, said he was “mildly pleased” with early bid season activity, noting some rate increases have been secured in major headhaul markets but other customers left for competitors who offered lower prices. While he didn’t elaborate, Field was likely referencing business out of Los Angeles-Long Beach and Oakland-Stockton, where the Journal of Commerce Intermodal Savings Index shows slight rate increases in 2025 contracts. “We have achieved some rate increases, but we’ve also lost some business due to the disciplined price approach where we asked for a price increase and the customer wasn’t willing to give it to us,” Field said. “[Some] customers felt the prices that they saw from competitors would give them the service and the quality of capacity that they needed.” J.B. Hunt reported progress in reducing the costly repositioning of empty containers, a key operational focus this bid season. Volumes in its Mexico intermodal business were another bright spot in the first quarter, and Field said there are “significant opportunities” in cross-border freight. Contact Ari Ashe at <a href="mailto:ari.ashe@spglobal.com">ari.ashe@spglobal.com</a>.</div>

J.B. Hunt Transport Services, the largest US intermodal provider, says uncertainty around US tariffs and trade policy is the primary concern of its shippers at the outset of the second quarter. “Most of them are waiting for the dust to settle to determine how tariffs might influence and change their short- and long-term business strategies,” Spencer Frazier, J.B. Hunt’s executive vice president of sales, said late Tuesday on the company’s first-quarter earnings call. “We believe [the tariffs] have the potential to impact both supply and demand, but the magnitude and timing is difficult to predict.” Despite the concerns, J.B. Hunt said customers have not meaningfully adjusted their freight forecasts, and shippers continue to tender the quantity of loads outlined in their contracts. J.B. Hunt executives were asked on the call what the company’s exposure is to China as the number of blank sailings and booking cancellations begin to rise in response to the tariffs. Darren Field, president of J.B. Hunt’s intermodal segment, said between 20% and 30% of intermodal volume originates on the West Coast. “Now what percentage of that originates in China? I don’t know that we’ve ever done that study,” he said. “We’re just going to keep in close contact with our customers, our rail partners, and try to understand what’s headed at the West Coast and make plans accordingly.” Current market a ‘difficult environment’ Meanwhile, J.B. Hunt said it hauled more intermodal freight during the first quarter than in any first quarter in the company’s history, but tempered that by noting current market dynamics make it difficult to raise contract rates on shippers across most lanes. “I can’t think of a single cost item that’s actually down through this freight recession, so that’s unlike anything we’ve ever experienced,” CEO Shelley Simpson said on the earnings call. “I think everyone is holding on. If that’s a thinner margin or no margin, that’s the ‘hold on’ position. It’s a very difficult environment that we’re operating in, and I think everyone’s trying to accept it.” The company’s first-quarter intermodal volumes were up 8% from a year ago, including a 4% increase on West Coast transcontinental business and a 13% gain on the East Coast. J.B. Hunt moved 521,821 loads during the quarter. Intermodal revenue increased 5% to $1.47 billion, but revenue per load was down 2%, with more growth coming from shorter-haul business in the eastern US. Field, meanwhile, said he was “mildly pleased” with early bid season activity, noting some rate increases have been secured in major headhaul markets but other customers left for competitors who offered lower prices. While he didn’t elaborate, Field was likely referencing business out of Los Angeles-Long Beach and Oakland-Stockton, where the Journal of Commerce Intermodal Savings Index shows slight rate increases in 2025 contracts. “We have achieved some rate increases, but we’ve also lost some business due to the disciplined price approach where we asked for a price increase and the customer wasn’t willing to give it to us,” Field said. “[Some] customers felt the prices that they saw from competitors would give them the service and the quality of capacity that they needed.” J.B. Hunt reported progress in reducing the costly repositioning of empty containers, a key operational focus this bid season. Volumes in its Mexico intermodal business were another bright spot in the first quarter, and Field said there are “significant opportunities” in cross-border freight. Contact Ari Ashe at ari.ashe@spglobal.com .

Intermodal providers

J.B. Hunt customers waiting for ‘dust to settle’ on tariffs

<div class="phx-topic abstract-wrapper">With the door to US trade effectively slammed shut by tariffs, Chinese manufacturers are urgently looking for alternative markets in which to offload their surplus inventory.</div>

With the door to US trade effectively slammed shut by tariffs, Chinese manufacturers are urgently looking for alternative markets in which to offload their surplus inventory.

<div class="phx-topic">The European Commission is closely monitoring containerized imports from China amid growing fears that the high US tariffs will force a redirection of trans-Pacific trade flows and flood Europe with Chinese goods. While there is no evidence yet of increasing volume from China above seasonal norms, the commission is taking no chances and has deployed an “Import Surveillance Task Force” to track any irregular changes in trade. “The commission is monitoring imports closely to ensure that it detects in good time any potential increase in imports due to trade diversion,” Olof Gill, spokesperson for trade at the European Commission, told the Journal of Commerce Wednesday. The US’ 145% tariffs on Chinese imports came into effect April 9, leading to significant frontloading ahead of that date and a <a href="https://www.joc.com/article/trans-pacific-blank-sailings-set-to-rise-after-china-bookings-drop-sharply-5984166">large-scale cancellation of cargo bookings</a> thereafter. Some shippers are requesting containers already in-gated at Chinese origins not be loaded on ships, while others have asked that containers be pulled completely from port, according to a trans-Pacific carrier executive. Ships leaving China for the US in the coming weeks are expected to be half-full as the cancellations continue, with significant blank sailings likely on the trans-Pacific and carriers seeking out other markets to utilize their capacity. Southeast Asian origins, for instance, are seeing a surge in ship utilization as shippers frontload exports from those nations to the US to take advantage of a 90-day reprieve on reciprocal tariffs. With the door to US trade effectively slammed shut, Chinese manufacturers are urgently looking for alternative markets in which to offload their surplus inventory. Europe’s huge consumer base is an attractive target, and the European Commission is shoring up its defenses against any incoming wave of cheap Chinese products that could displace European-made goods. Gill said if the new monitoring mechanism detected an increase in Chinese imports that could harm European Union industry, the EU “will be ready to respond appropriately.” “In such a case, the commission could deploy ... its trade defense instruments, including a safeguard investigation that could be initiated in case an import surge causes, or threatens to cause, serious injury to EU industry,” the spokesman added. Such is the concern in Europe that European Commission President Ursula von der Leyen called Chinese Premier Li Qiang last week to urge Beijing to address possible trade diversions due to US tariffs. <h3>Record capacity deployed on Asia-Europe trade </h3>The concerns of the European Commission might be valid. According to Sea-Intelligence Maritime Analysis, carriers have announced an all-time high in capacity sailing out of Asia toward North Europe this week at 411,600 TEUs, beating the record set in early March of 2021, with very limited capacity blanked. “Surely not a coincidence, and even though some of it should have sailed last week, it’s not canceled but set to sail this week,” said Peter Sand, chief analyst for rate benchmarking platform Xeneta. The average transit time from China to North Europe is 54 days, meaning the first shipments from any diverted trade will begin to arrive in early June. Casper Ellerbaek, global head of ocean freight at DHL Global Forwarding, said strong bookings from Asia to Europe have been sustained through recent weeks, but that was aligned with DHL’s usual book of business. “There is indeed speculation within the market that, as US demand decreases due to the Trump tariffs, China may seek alternative markets to offload its goods at competitive prices,” Ellerbaek told the Journal of Commerce, adding, however, that it was too early to definitively identify that trend. “Currently, many Chinese factories have likely manufactured products based on existing orders from US importers,” he said. “These finished goods or in-progress orders may not be easily cancellable, and some are already awaiting shipment to the US. As such, we have not yet seen a significant increase in Chinese containers destined for European ports.” Also not yet seeing a significant rise in China volume was Marc Meier, global head of ocean freight at Toll Group. But he warned that could change. “One thing we can say is that all signs point towards China and others having to play more in other markets, so Asia to Europe will surely receive more focus,” Meier told the Journal of Commerce Wednesday. Carriers shifting capacity around to mitigate the impact of US tariffs is bringing a familiar disruptive factor back into the mix — equipment imbalances. “If we do begin to see trade flow impacts from the tariffs, it is likely that shipping lines will adjust their sailing schedules, potentially omitting some or all Chinese ports on certain voyages to accommodate increased demand from other regions,” Ellerbaek said. “This adjustment will lead to an equipment imbalance, as seen in previous disruptions like the Red Sea crisis and during the pandemic, where repositioning equipment to align with new trade flows takes time,” he added. <h3>China surge would worsen persistent port congestion </h3>Another potential issue is that any surge in Chinese imports will quickly exacerbate the severe port congestion that is still causing delays across the major North Europe and Mediterranean gateways. A host of factors are responsible for the bottlenecks, including full container yards at most terminals, crane maintenance in some ports, berth congestion, rail disruption from line closures in northern Germany and low water levels on the Rhine River impacting inland connections. HMM is reporting berth waiting times of 18 days in London Gateway and 4.5 days at the Greek hub of Piraeus, where 12 feeder vessels are currently waiting to be handled. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="0e7c6c96-deff-4701-bb62-76f7f3ffef74"></dynamic-object></div>While Europe prepares for a possible wave of Chinese imports, the spot market has finally arrested its steady slide that began in late December. Xeneta data shows that China to North Europe rates are up 7% since April 1 at $2,514 per FEU. But while an increase in Chinese imports may help rising rates, it won’t last, according to Rico Luman, senior economist at global Bank ING. “It will be the first reaction because of this disruption but afterwards the massive overcapacity in container shipping will weigh on rates once again, because that is the backdrop to all of this,” Luman told the Journal of Commerce. “This tariff discussion is not good news for global trade, and I expect rates to drop again over the course of this year,” he added. Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

The European Commission is closely monitoring containerized imports from China amid growing fears that the high US tariffs will force a redirection of trans-Pacific trade flows and flood Europe with Chinese goods. While there is no evidence yet of increasing volume from China above seasonal norms, the commission is taking no chances and has deployed an “Import Surveillance Task Force” to track any irregular changes in trade. “The commission is monitoring imports closely to ensure that it detects in good time any potential increase in imports due to trade diversion,” Olof Gill, spokesperson for trade at the European Commission, told the Journal of Commerce Wednesday. The US’ 145% tariffs on Chinese imports came into effect April 9, leading to significant frontloading ahead of that date and a large-scale cancellation of cargo bookings thereafter. Some shippers are requesting containers already in-gated at Chinese origins not be loaded on ships, while others have asked that containers be pulled completely from port, according to a trans-Pacific carrier executive. Ships leaving China for the US in the coming weeks are expected to be half-full as the cancellations continue, with significant blank sailings likely on the trans-Pacific and carriers seeking out other markets to utilize their capacity. Southeast Asian origins, for instance, are seeing a surge in ship utilization as shippers frontload exports from those nations to the US to take advantage of a 90-day reprieve on reciprocal tariffs. With the door to US trade effectively slammed shut, Chinese manufacturers are urgently looking for alternative markets in which to offload their surplus inventory. Europe’s huge consumer base is an attractive target, and the European Commission is shoring up its defenses against any incoming wave of cheap Chinese products that could displace European-made goods. Gill said if the new monitoring mechanism detected an increase in Chinese imports that could harm European Union industry, the EU “will be ready to respond appropriately.” “In such a case, the commission could deploy ... its trade defense instruments, including a safeguard investigation that could be initiated in case an import surge causes, or threatens to cause, serious injury to EU industry,” the spokesman added. Such is the concern in Europe that European Commission President Ursula von der Leyen called Chinese Premier Li Qiang last week to urge Beijing to address possible trade diversions due to US tariffs. Record capacity deployed on Asia-Europe trade The concerns of the European Commission might be valid. According to Sea-Intelligence Maritime Analysis, carriers have announced an all-time high in capacity sailing out of Asia toward North Europe this week at 411,600 TEUs, beating the record set in early March of 2021, with very limited capacity blanked. “Surely not a coincidence, and even though some of it should have sailed last week, it’s not canceled but set to sail this week,” said Peter Sand, chief analyst for rate benchmarking platform Xeneta. The average transit time from China to North Europe is 54 days, meaning the first shipments from any diverted trade will begin to arrive in early June. Casper Ellerbaek, global head of ocean freight at DHL Global Forwarding, said strong bookings from Asia to Europe have been sustained through recent weeks, but that was aligned with DHL’s usual book of business. “There is indeed speculation within the market that, as US demand decreases due to the Trump tariffs, China may seek alternative markets to offload its goods at competitive prices,” Ellerbaek told the Journal of Commerce, adding, however, that it was too early to definitively identify that trend. “Currently, many Chinese factories have likely manufactured products based on existing orders from US importers,” he said. “These finished goods or in-progress orders may not be easily cancellable, and some are already awaiting shipment to the US. As such, we have not yet seen a significant increase in Chinese containers destined for European ports.” Also not yet seeing a significant rise in China volume was Marc Meier, global head of ocean freight at Toll Group. But he warned that could change. “One thing we can say is that all signs point towards China and others having to play more in other markets, so Asia to Europe will surely receive more focus,” Meier told the Journal of Commerce Wednesday. Carriers shifting capacity around to mitigate the impact of US tariffs is bringing a familiar disruptive factor back into the mix — equipment imbalances. “If we do begin to see trade flow impacts from the tariffs, it is likely that shipping lines will adjust their sailing schedules, potentially omitting some or all Chinese ports on certain voyages to accommodate increased demand from other regions,” Ellerbaek said. “This adjustment will lead to an equipment imbalance, as seen in previous disruptions like the Red Sea crisis and during the pandemic, where repositioning equipment to align with new trade flows takes time,” he added. China surge would worsen persistent port congestion Another potential issue is that any surge in Chinese imports will quickly exacerbate the severe port congestion that is still causing delays across the major North Europe and Mediterranean gateways. A host of factors are responsible for the bottlenecks, including full container yards at most terminals, crane maintenance in some ports, berth congestion, rail disruption from line closures in northern Germany and low water levels on the Rhine River impacting inland connections. HMM is reporting berth waiting times of 18 days in London Gateway and 4.5 days at the Greek hub of Piraeus, where 12 feeder vessels are currently waiting to be handled. While Europe prepares for a possible wave of Chinese imports, the spot market has finally arrested its steady slide that began in late December. Xeneta data shows that China to North Europe rates are up 7% since April 1 at $2,514 per FEU. But while an increase in Chinese imports may help rising rates, it won’t last, according to Rico Luman, senior economist at global Bank ING. “It will be the first reaction because of this disruption but afterwards the massive overcapacity in container shipping will weigh on rates once again, because that is the backdrop to all of this,” Luman told the Journal of Commerce. “This tariff discussion is not good news for global trade, and I expect rates to drop again over the course of this year,” he added. Contact Greg Knowler at greg.knowler@spglobal.com .

Asia-Europe

International ports

Europe on alert to track any wave of diverted Chinese imports

<div class="phx-topic abstract-wrapper">US tariffs are forcing shippers in Mexico to rethink global sourcing and logistics strategies as complying with the USMCA becomes more complex. </div>

US tariffs are forcing shippers in Mexico to rethink global sourcing and logistics strategies as complying with the USMCA becomes more complex.

<div class="phx-topic">For logistics manager Yuri Garcia, the confusion surrounding US trade disputes with Mexico, China and the rest of the globe increasingly resembles the chaotic early days of the COVID-19 pandemic. “Every day back then, we were turning on our TVs in the morning to see where we were going, what are they saying now, right?” Garcia said during a panel discussion at the Redwood Mexico Cross-Border Logistics Council in Monterrey last week. Today, she’s tuning into the news each morning to find out which nations and what goods are being hit with US tariffs, how high duties are going to go, and what may come next. “Are the tariffs on China going to be 125% or 145%?” Garcia said. The total tariffs imposed on China reached 145% as of April 10, the date she spoke at the conference. “You know tomorrow it’s going to be something else, so you’ve got to be prepared.” Being prepared for the unknown in terms of tariffs and trade was the crux of many discussions at the logistics conference in Monterrey, where Garcia works for Japan-based Nidec Motor Corp. Nidec produces industrial motors and generators, moving about 800 shipments a month across the US-Mexico border in both directions. Nidec also imports goods to Mexico from Europe and Asia, including China. So, knowing precisely what products and nations are being affected or targeted by tariffs is critical to planning and preparation for shippers with suppliers and customers in several international markets, not just the US and Mexico. Goods produced in Mexico typically contain components from several countries. Measuring the exact percentage of inputs from each international source is key to knowing whether a shipment will enter the US duty-free or be hit with a 25% import tax. “Right now, we have a lot of suppliers in Asia, so we have to have some other sources,” said Garcia. Nidec isn’t looking to drop any suppliers, she said, but the company needs to add some alternative vendors in the US and in Mexico to its portfolio. <h3>Diversifying sourcing </h3>The same issue is hitting manufacturers in Mexico across industrial sectors, speakers and sources at the Redwood Mexico event told the Journal of Commerce. “We’ve done a little more exploring to give ourselves more options,” said Bill Fogt, senior vice president at Dometic, a maker of outdoor products, including Igloo coolers. Based in Sweden, Dometic has 23 manufacturing facilities in 11 countries, with two factories in Mexico. Expecting change in the “supply chain climate” to accelerate, Dometic is leaning into its existing supplier relationships. “We want to be very close to our suppliers, whether in logistics or raw materials,” Fogt said. Maintaining close communications with suppliers, partners and customers is key to making sure US imports are <a href="https://www.joc.com/article/tariff-uncertainty-pushing-up-transportation-costs-at-us-mexico-border-5984698">compliant with the rules of origin</a> in the US-Mexico-Canada Agreement (USMCA) to avoid the Trump administration’s 25% tariff. “You need to keep your paper trail carefully, and make sure you’re adjusting for any changes” in components and global supply, said trade attorney Luis Martinez, a partner at Abogados Martinez Serna S.C. and a board member of the US Mexico Bar Association. Martinez urged shippers to audit the procedures they use to verify USMCA compliance. “A lot of companies do it yearly, but I know companies that do reviews every month,” he said. Daikin, a maker of air conditioners and refrigeration equipment, is in the midst of planning for potentially abrupt transportation and sourcing changes caused by tariffs, said Joe McAbee, the company’s vice president of domestic and international transportation. “We have manufacturing around the world, and so we can, to some degree, shift our production, although not quickly,” McAbee said in Monterrey. But he advises caution. “Every day is a new dynamic,” he said. “Every time a new tariff drops, your strategy changes. I think it’s important to let this play out and see where it’s going to go, because at some point it has to level out. We can't live in this continual chaos forever.” Contact William B. Cassidy at <a href="mailto:bill.cassidy@spglobal.com">bill.cassidy@spglobal.com</a>.</div>

For logistics manager Yuri Garcia, the confusion surrounding US trade disputes with Mexico, China and the rest of the globe increasingly resembles the chaotic early days of the COVID-19 pandemic. “Every day back then, we were turning on our TVs in the morning to see where we were going, what are they saying now, right?” Garcia said during a panel discussion at the Redwood Mexico Cross-Border Logistics Council in Monterrey last week. Today, she’s tuning into the news each morning to find out which nations and what goods are being hit with US tariffs, how high duties are going to go, and what may come next. “Are the tariffs on China going to be 125% or 145%?” Garcia said. The total tariffs imposed on China reached 145% as of April 10, the date she spoke at the conference. “You know tomorrow it’s going to be something else, so you’ve got to be prepared.” Being prepared for the unknown in terms of tariffs and trade was the crux of many discussions at the logistics conference in Monterrey, where Garcia works for Japan-based Nidec Motor Corp. Nidec produces industrial motors and generators, moving about 800 shipments a month across the US-Mexico border in both directions. Nidec also imports goods to Mexico from Europe and Asia, including China. So, knowing precisely what products and nations are being affected or targeted by tariffs is critical to planning and preparation for shippers with suppliers and customers in several international markets, not just the US and Mexico. Goods produced in Mexico typically contain components from several countries. Measuring the exact percentage of inputs from each international source is key to knowing whether a shipment will enter the US duty-free or be hit with a 25% import tax. “Right now, we have a lot of suppliers in Asia, so we have to have some other sources,” said Garcia. Nidec isn’t looking to drop any suppliers, she said, but the company needs to add some alternative vendors in the US and in Mexico to its portfolio. Diversifying sourcing The same issue is hitting manufacturers in Mexico across industrial sectors, speakers and sources at the Redwood Mexico event told the Journal of Commerce. “We’ve done a little more exploring to give ourselves more options,” said Bill Fogt, senior vice president at Dometic, a maker of outdoor products, including Igloo coolers. Based in Sweden, Dometic has 23 manufacturing facilities in 11 countries, with two factories in Mexico. Expecting change in the “supply chain climate” to accelerate, Dometic is leaning into its existing supplier relationships. “We want to be very close to our suppliers, whether in logistics or raw materials,” Fogt said. Maintaining close communications with suppliers, partners and customers is key to making sure US imports are compliant with the rules of origin in the US-Mexico-Canada Agreement (USMCA) to avoid the Trump administration’s 25% tariff. “You need to keep your paper trail carefully, and make sure you’re adjusting for any changes” in components and global supply, said trade attorney Luis Martinez, a partner at Abogados Martinez Serna S.C. and a board member of the US Mexico Bar Association. Martinez urged shippers to audit the procedures they use to verify USMCA compliance. “A lot of companies do it yearly, but I know companies that do reviews every month,” he said. Daikin, a maker of air conditioners and refrigeration equipment, is in the midst of planning for potentially abrupt transportation and sourcing changes caused by tariffs, said Joe McAbee, the company’s vice president of domestic and international transportation. “We have manufacturing around the world, and so we can, to some degree, shift our production, although not quickly,” McAbee said in Monterrey. But he advises caution. “Every day is a new dynamic,” he said. “Every time a new tariff drops, your strategy changes. I think it’s important to let this play out and see where it’s going to go, because at some point it has to level out. We can't live in this continual chaos forever.” Contact William B. Cassidy at bill.cassidy@spglobal.com .

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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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