<div class="phx-topic abstract-wrapper">U.S. railroads during the week ending May 14 saw carload traffic drop on a year-over-year basis for </div>

U.S. railroads during the week ending May 14 saw carload traffic drop on a year-over-year basis for

<div>U.S. railroads during the week ending May 14 saw carload traffic drop on a year-over-year basis for the first time since the week of March 26, which included the Good Friday holiday. Carloads totaling 341,509 units dipped 1.7 percent compared with the same 2004 week, according to Association of American Railroads data.Intermodal traffic totaling 223,581 containers and trailers rose 6.3 percent compared with the same 2004 period.During 2005's first 19 weeks, U.S. roads moved 6,491,776 carloads, up 2.4 percent, and 4,112,794 containers and trailers, up 7.2 percent compared with last year. Total estimated volume of 604.1 billion ton-miles rose 3.2...

U.S. railroads during the week ending May 14 saw carload traffic drop on a year-over-year basis for the first time since the week of March 26, which included the Good Friday holiday. Carloads totaling 341,509 units dipped 1.7 percent compared with the same 2004 week, according to Association of American Railroads data. Intermodal traffic totaling 223,581 containers and trailers rose 6.3 percent compared with the same 2004 period. During 2005's first 19 weeks, U.S. roads moved 6,491,776 carloads, up 2.4 percent, and 4,112,794 containers and trailers, up 7.2 percent compared with last year. Total estimated volume of 604.1 billion ton-miles rose 3.2 percent. For Canadian railroads, carloads totaling 70,985 units and intermodal loads totaling 43,721 decreased 0.9 percent and 0.5 percent compared with the same 2004 week. Through 19 weeks, Canadian roads boosted carloads 0.4 percent to 1,335,047 units and increased intermodal loads 3.3 percent to 800,771 units from a year ago. On a combined cumulative-volume basis through 19 weeks, 15 reporting U.S. and Canadian roads moved 7,826,823 carloads, up 2 percent, and 4,913,565 trailers and containers, up 6.5 percent compared with a similar 2004 period. In Mexico, TFM S.A. de C.V. had mixed results during the week ending May 14. Carloads totaling 8,321 units dropped 11.2 percent, but intermodal loads totaling 3,630 units increased 2.3 percent compared with the same 2004 week. Through 19 weeks, TFM boosted carloads 2.4 percent to 164,227 units and increased intermodal loads 9.4 percent to 72,209 units from the previous year.

Transport, Trade and Regulation News

Intermodal rail still strong

<div class="phx-topic abstract-wrapper">Sean Duffy is the incoming administration’s pick for transportation secretary, with much of his prior legislative focus on issues related to trucking. </div>

Sean Duffy is the incoming administration’s pick for transportation secretary, with much of his prior legislative focus on issues related to trucking.

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<div class="phx-topic">The incoming Trump administration has announced former congressman and television host Sean Duffy as its pick for Secretary of Transportation. Duffy, during his nine years in Congress, showed an interest in issues affecting the trucking industry while taking aim at traffic delays caused by railroads. President-elect Donald Trump revealed the nomination late Monday, saying that Duffy, 53, “will prioritize excellence, competence, competitiveness and beauty when rebuilding America’s highways, tunnels, bridges and airports.” “He will ensure our ports and dams serve our economy without compromising our national security,” Trump added in a statement. Duffy represented Wisconsin in Congress from 2011 to 2019. After he resigned, he worked as a host on Fox Business. Duffy introduced two bills directly related to transportation in 2015, neither of which advanced. One bill aimed to reduce Department of Transportation (DOT) highway limitations on logging trucks. Another bill would have allowed the DOT to levy a $10,000 per hour civil penalty on railroad carriers when a shift change blocks traffic at a vehicle crossing. He also co-sponsored legislation that would have waived hours-of-service requirements for railroad workers when they have to clear trains blocking traffic. Duffy co-sponsored legislation that would have set up apprentice programs for truck drivers under age 21, and supported a bill that would have delayed the 2018 implementation of electronic logging devices across the trucking industry and another that would have given motor carriers more leeway in drug testing for drivers. Duffy also supported the FAST Act, which then-President Barack Obama signed into law in 2016. It reauthorized a gasoline tax and added other user fees to pay for maintenance on the nation’s roads. The American Trucking Associations said in a statement Monday that Duffy “was focused on issues facing our industry and supported pro-trucking policies to strengthen the supply and our ability to keep the nation’s goods moving safely and efficiently.” On the maritime front, Duffy co-sponsored bills that would have required the Harbor Maintenance Trust Fund, which provides funds for maintenance dredging at ports, to spend the entirety of its tax receipts in each fiscal year. He also supported the Maritime Border Security Review Act, which would require the Department of Homeland Security to report on what measures ports need to undertake to reduce flows of illegal drugs and other criminal activity. In his final term in Congress, Duffy also sponsored legislation that would have given then-President Trump more power to impose reciprocal tariffs on international trading partners. Contact Michael Angell at <a href="mailto:michael.angell@spglobal.com ">michael.angell@spglobal.com</a></div>

The incoming Trump administration has announced former congressman and television host Sean Duffy as its pick for Secretary of Transportation. Duffy, during his nine years in Congress, showed an interest in issues affecting the trucking industry while taking aim at traffic delays caused by railroads. President-elect Donald Trump revealed the nomination late Monday, saying that Duffy, 53, “will prioritize excellence, competence, competitiveness and beauty when rebuilding America’s highways, tunnels, bridges and airports.” “He will ensure our ports and dams serve our economy without compromising our national security,” Trump added in a statement. Duffy represented Wisconsin in Congress from 2011 to 2019. After he resigned, he worked as a host on Fox Business. Duffy introduced two bills directly related to transportation in 2015, neither of which advanced. One bill aimed to reduce Department of Transportation (DOT) highway limitations on logging trucks. Another bill would have allowed the DOT to levy a $10,000 per hour civil penalty on railroad carriers when a shift change blocks traffic at a vehicle crossing. He also co-sponsored legislation that would have waived hours-of-service requirements for railroad workers when they have to clear trains blocking traffic. Duffy co-sponsored legislation that would have set up apprentice programs for truck drivers under age 21, and supported a bill that would have delayed the 2018 implementation of electronic logging devices across the trucking industry and another that would have given motor carriers more leeway in drug testing for drivers. Duffy also supported the FAST Act, which then-President Barack Obama signed into law in 2016. It reauthorized a gasoline tax and added other user fees to pay for maintenance on the nation’s roads. The American Trucking Associations said in a statement Monday that Duffy “was focused on issues facing our industry and supported pro-trucking policies to strengthen the supply and our ability to keep the nation’s goods moving safely and efficiently.” On the maritime front, Duffy co-sponsored bills that would have required the Harbor Maintenance Trust Fund, which provides funds for maintenance dredging at ports, to spend the entirety of its tax receipts in each fiscal year. He also supported the Maritime Border Security Review Act, which would require the Department of Homeland Security to report on what measures ports need to undertake to reduce flows of illegal drugs and other criminal activity. In his final term in Congress, Duffy also sponsored legislation that would have given then-President Trump more power to impose reciprocal tariffs on international trading partners. Contact Michael Angell at michael.angell@spglobal.com

Trucking News

Former congressman, TV host gets Trump’s nod to lead DOT

<div class="phx-topic abstract-wrapper">The new charges apply to both spot market business originating in Southern California and to contractual agreements when weekly limits are surpassed by shippers using rail-owned containers.</div>

The new charges apply to both spot market business originating in Southern California and to contractual agreements when weekly limits are surpassed by shippers using rail-owned containers.

<div class="phx-topic">Union Pacific Railroad (UP) has again increased surcharges on shippers exceeding their weekly allotments in Southern California as domestic intermodal volumes show no signs of the seasonal slowdown typically seen by mid-November. Low-volume shippers will now face a surcharge of $850 per container above their peak season allotment, up from $750, UP said Monday. High-volume shippers will see their surcharges double to $600 per container. It’s the third time UP has increased surcharges on small shippers since August and the second boost for large shippers. The new charges apply both to spot market business originating in Southern California and to contractual agreements when weekly limits are surpassed on rail-owned containers. UP partners Hub Group, Schneider National, STG Logistics and Swift Intermodal control pricing on their privately-owned boxes. Raising surcharges is meant to discourage one-off business from occupying containers that otherwise would be used by long-term customers, notably parcel giant UPS with the holiday shopping season about to ramp up. Class I railroads are facing the challenge of an <a href="https://www.joc.com/article/strong-imports-low-blanks-extend-peak-season-on-eastbound-trans-pacific-5782101">elongated peak season</a> for ocean and domestic freight, which has put significant pressure on North American intermodal networks. Intermodal marketing companies (IMCs) are experiencing difficulties in getting containers into terminals, onto trains, and to inland destinations with consistent transit times. Volume has been a factor in the service disruptions in international and domestic rail, including higher dwell times, more railcars idling and additional trains being held up compared with a year ago. “Union Pacific’s strategic intermodal investments are enabling us to capture the largest peak season volume increase in five years while maintaining fluidity across the network,” UP said in a statement to the Journal of Commerce. “Los Angeles to Chicago domestic intermodal is experiencing double-digit growth, including setting a volume record last week.” UP and competitor BNSF Railway hauled 1.5 million domestic containers out of the Southwest US between January and October, according to the Intermodal Association of North America (IANA), up 8.4% compared with a year ago and a new record high for the period. The Southwest region includes the ports of Los Angeles and Long Beach, the busiest US gateway. October also set monthly volume records for Southwest originations to the Midwest, Southeast and south-central US, according to IANA. Rails hauled 82,381 domestic containers from the Southwest to Midwest, the first ever monthly total exceeding 80,000, putting pressure on service from Los Angeles to Chicago, Cincinnati, Cleveland and Columbus. The Journal of Commerce estimates that rails hauled nearly 50,000 domestic containers from Los Angeles to Chicago in October, up more than 20% compared with a year ago. UP reported that international intermodal volume in Southern California jumped 30% year over year in the third quarter, further challenging network fluidity in Los Angeles and Long Beach. <h3>Service metrics show worst is over </h3>Despite recent improvement, UP and BNSF service was inconsistent between September and mid-October. After UP reported that an average of 58 loaded intermodal railcars idled for more than 48 hours per week between January and August, that rose to 139 railcars in September and then jumped to 231.5 in the first half of October, surpassing levels seen during the pandemic surge. However, in the past four weeks, UP’s average has dropped to 131.3 railcars per week, according to data from the US Surface Transportation Board. BNSF reported a similar trend. Both western US railroads also reported slower train speeds and an increase in the number of delayed intermodal trains during September and early October before the metrics improved in the last four weeks. Despite those service gains, some IMC partners remain concerned. Two IMC executives who did not want to be identified said ongoing service issues on UP’s network are a threat to the ability of their companies to retain current customers and attract new ones. “It’s better than it was a month ago, but service is still not where it needs to be, and with UPS ramping up holiday shipments, that’s not helping things,” said one executive. “The problem is inside the terminals. They’ve got terminal issues in Los Angeles, in Houston, in Memphis. I understand service challenges arise with record volumes. But two-week transit times from Los Angeles to Houston, or San Antonio? How do I explain that to our customers?” A second IMC executive shared similar frustrations, especially when attempting to convert truckload freight to rail in Southern California. “When we have that opportunity in hand for a truck conversion, we can save the shipper money, and we’ve finally convinced the shipper to try the intermodal product, it’s disheartening when it’s not a positive experience, leaving a poor first impression,” the source said. “I recently explained to a new customer that shipping early in the week was the best way to get cargo onto the train. But if you think about it, they could just say, ‘Well, I’m just going to put it on a truck, and I don’t have to worry about anything.’” UP, for its part, acknowledges that there have been “episodic” events that have caused service disruptions in recent weeks, but says it’s the result of IMCs winning new business and taking market share off the highways, thus showing the strength of intermodal. With fluidity returning to its network, UP also said it believes shippers moving freight off the highways will have a better experience going forward. Contact Ari Ashe at <a href="mailto:ari.ashe@spglobal.com">ari.ashe@spglobal.com</a>. </div>

Union Pacific Railroad (UP) has again increased surcharges on shippers exceeding their weekly allotments in Southern California as domestic intermodal volumes show no signs of the seasonal slowdown typically seen by mid-November. Low-volume shippers will now face a surcharge of $850 per container above their peak season allotment, up from $750, UP said Monday. High-volume shippers will see their surcharges double to $600 per container. It’s the third time UP has increased surcharges on small shippers since August and the second boost for large shippers. The new charges apply both to spot market business originating in Southern California and to contractual agreements when weekly limits are surpassed on rail-owned containers. UP partners Hub Group, Schneider National, STG Logistics and Swift Intermodal control pricing on their privately-owned boxes. Raising surcharges is meant to discourage one-off business from occupying containers that otherwise would be used by long-term customers, notably parcel giant UPS with the holiday shopping season about to ramp up. Class I railroads are facing the challenge of an elongated peak season for ocean and domestic freight, which has put significant pressure on North American intermodal networks. Intermodal marketing companies (IMCs) are experiencing difficulties in getting containers into terminals, onto trains, and to inland destinations with consistent transit times. Volume has been a factor in the service disruptions in international and domestic rail, including higher dwell times, more railcars idling and additional trains being held up compared with a year ago. “Union Pacific’s strategic intermodal investments are enabling us to capture the largest peak season volume increase in five years while maintaining fluidity across the network,” UP said in a statement to the Journal of Commerce. “Los Angeles to Chicago domestic intermodal is experiencing double-digit growth, including setting a volume record last week.” UP and competitor BNSF Railway hauled 1.5 million domestic containers out of the Southwest US between January and October, according to the Intermodal Association of North America (IANA), up 8.4% compared with a year ago and a new record high for the period. The Southwest region includes the ports of Los Angeles and Long Beach, the busiest US gateway. October also set monthly volume records for Southwest originations to the Midwest, Southeast and south-central US, according to IANA. Rails hauled 82,381 domestic containers from the Southwest to Midwest, the first ever monthly total exceeding 80,000, putting pressure on service from Los Angeles to Chicago, Cincinnati, Cleveland and Columbus. The Journal of Commerce estimates that rails hauled nearly 50,000 domestic containers from Los Angeles to Chicago in October, up more than 20% compared with a year ago. UP reported that international intermodal volume in Southern California jumped 30% year over year in the third quarter, further challenging network fluidity in Los Angeles and Long Beach. Service metrics show worst is over Despite recent improvement, UP and BNSF service was inconsistent between September and mid-October. After UP reported that an average of 58 loaded intermodal railcars idled for more than 48 hours per week between January and August, that rose to 139 railcars in September and then jumped to 231.5 in the first half of October, surpassing levels seen during the pandemic surge. However, in the past four weeks, UP’s average has dropped to 131.3 railcars per week, according to data from the US Surface Transportation Board. BNSF reported a similar trend. Both western US railroads also reported slower train speeds and an increase in the number of delayed intermodal trains during September and early October before the metrics improved in the last four weeks. Despite those service gains, some IMC partners remain concerned. Two IMC executives who did not want to be identified said ongoing service issues on UP’s network are a threat to the ability of their companies to retain current customers and attract new ones. “It’s better than it was a month ago, but service is still not where it needs to be, and with UPS ramping up holiday shipments, that’s not helping things,” said one executive. “The problem is inside the terminals. They’ve got terminal issues in Los Angeles, in Houston, in Memphis. I understand service challenges arise with record volumes. But two-week transit times from Los Angeles to Houston, or San Antonio? How do I explain that to our customers?” A second IMC executive shared similar frustrations, especially when attempting to convert truckload freight to rail in Southern California. “When we have that opportunity in hand for a truck conversion, we can save the shipper money, and we’ve finally convinced the shipper to try the intermodal product, it’s disheartening when it’s not a positive experience, leaving a poor first impression,” the source said. “I recently explained to a new customer that shipping early in the week was the best way to get cargo onto the train. But if you think about it, they could just say, ‘Well, I’m just going to put it on a truck, and I don’t have to worry about anything.’” UP, for its part, acknowledges that there have been “episodic” events that have caused service disruptions in recent weeks, but says it’s the result of IMCs winning new business and taking market share off the highways, thus showing the strength of intermodal. With fluidity returning to its network, UP also said it believes shippers moving freight off the highways will have a better experience going forward. Contact Ari Ashe at ari.ashe@spglobal.com .

Intermodal providers

North-American rail

UP hikes LA-LB surcharges again as volumes remain elevated

<div class="phx-topic abstract-wrapper">The New York Shipping Exchange’s plan to introduce indexes to support long-term contracts adds to an already crowded field of providers. </div>

The New York Shipping Exchange’s plan to introduce indexes to support long-term contracts adds to an already crowded field of providers.

<div class="phx-topic">The New York Shipping Exchange (NYSHEX) on Tuesday said it will launch a series of free ocean freight rate indexes in 2025 designed to underpin index-linked contracts. The indexes will be developed in conjunction with the Intercontinental Exchange (ICE), which has also invested in NYSHEX as part of a new tranche of funding it received Tuesday from a range of investors. The new indexes are “based on actual cargo moving rates, which will be transparently governed by industry representatives, and will be freely available for all carriers, shippers and [non-vessel-operating common carriers (NVOs)] to use for their index-linked contracts,” NYSHEX CEO Gordon Downes said in a statement. The introduction of NYSHEX’s indexes adds depth to an already crowded field of container freight rate index providers. Xeneta, Freightos, Drewry, the Shanghai Containerized Freight Index and Platts, a sister company of the Journal of Commerce within S&amp;P Global, all currently provide ocean freight indexes, with various methodologies. “The container shipping industry is vital for global trade, yet it remains an inefficient and volatile market,” Stuart Williams, COO of ICE, said in the statement. “We recently launched ICE Digital Trade (IDT) to support the global shipping industry, and our partnership with NYSHEX is a further step in that direction.” Pandemic-era constraints on ocean freight capacity led shippers to tie up index-linked, multi-year contracts with ocean carriers at higher-than-historical rates, but the use of those contracts tapered off as rates declined and capacity opened up over the last few years. Still, advocates of index-linked contracts say it is the only mechanism to alleviate the volatility that can define the ocean freight market. Long-term contracts allow shippers to operate with transportation cost certainty, while allowing vessel operators to plan their capacity networks more effectively. NYSHEX didn’t specify how the indexes will be deployed, in terms of trade lanes or port pairs. Most existing indexes focus on spot rates and tend to delineate by region or trade lane. NYSHEX was founded in 2014 to build a technology-backed mechanism for shippers, NVOs and shipping lines to construct ocean freight contracts that were mutually binding. Container lines Mediterranean Shipping Co., Maersk, CMA CGM and Hapag-Lloyd are users of the platform. Meanwhile, the new funding round, the size of which was not disclosed, also saw participation from NYSHEX’s existing investors Goldman Sachs Alternatives, NewRoad Capital and Blumberg Capital. Contact Eric Johnson at <a href="mailto:eric.johnson@spglobal.com">eric.johnson@spglobal.com</a>. </div>

The New York Shipping Exchange (NYSHEX) on Tuesday said it will launch a series of free ocean freight rate indexes in 2025 designed to underpin index-linked contracts. The indexes will be developed in conjunction with the Intercontinental Exchange (ICE), which has also invested in NYSHEX as part of a new tranche of funding it received Tuesday from a range of investors. The new indexes are “based on actual cargo moving rates, which will be transparently governed by industry representatives, and will be freely available for all carriers, shippers and [non-vessel-operating common carriers (NVOs)] to use for their index-linked contracts,” NYSHEX CEO Gordon Downes said in a statement. The introduction of NYSHEX’s indexes adds depth to an already crowded field of container freight rate index providers. Xeneta, Freightos, Drewry, the Shanghai Containerized Freight Index and Platts, a sister company of the Journal of Commerce within S&P Global, all currently provide ocean freight indexes, with various methodologies. “The container shipping industry is vital for global trade, yet it remains an inefficient and volatile market,” Stuart Williams, COO of ICE, said in the statement. “We recently launched ICE Digital Trade (IDT) to support the global shipping industry, and our partnership with NYSHEX is a further step in that direction.” Pandemic-era constraints on ocean freight capacity led shippers to tie up index-linked, multi-year contracts with ocean carriers at higher-than-historical rates, but the use of those contracts tapered off as rates declined and capacity opened up over the last few years. Still, advocates of index-linked contracts say it is the only mechanism to alleviate the volatility that can define the ocean freight market. Long-term contracts allow shippers to operate with transportation cost certainty, while allowing vessel operators to plan their capacity networks more effectively. NYSHEX didn’t specify how the indexes will be deployed, in terms of trade lanes or port pairs. Most existing indexes focus on spot rates and tend to delineate by region or trade lane. NYSHEX was founded in 2014 to build a technology-backed mechanism for shippers, NVOs and shipping lines to construct ocean freight contracts that were mutually binding. Container lines Mediterranean Shipping Co., Maersk, CMA CGM and Hapag-Lloyd are users of the platform. Meanwhile, the new funding round, the size of which was not disclosed, also saw participation from NYSHEX’s existing investors Goldman Sachs Alternatives, NewRoad Capital and Blumberg Capital. Contact Eric Johnson at eric.johnson@spglobal.com .

Logistics Technology News

Container lines

Trans-Atlantic

Forwarding

Asia-Europe

Trans-Pacific

Container Shipping News

NYSHEX says will launch ocean freight rate indexes next year

<div class="phx-topic abstract-wrapper">The urgent creation of new e-fuel markets for the most scalable net-zero solutions is essential if global cargo owners are to achieve their 2030 and 2040 climate goals, according to ZEMBA.</div>

The urgent creation of new e-fuel markets for the most scalable net-zero solutions is essential if global cargo owners are to achieve their 2030 and 2040 climate goals, according to ZEMBA.

<div class="phx-topic">A group of 40 global shippers has pushed the decarbonization boat further out with its second tender to ocean carriers focusing exclusively on cargo transported on e-fuel-powered container ships from 2027. The call made by the Zero Emission Maritime Buyers Alliance (ZEMBA) for offers from carriers will be launched in January, with ZEMBA increasing its ambition to fast-track the commercial deployment of green shipping services at scale to create a competitive market for those services. Ingrid Irigoyen, president and CEO of ZEMBA, said the alliance of shippers was voluntarily catalyzing commercial e-fuel deployment through the next collective tender. E-fuels are synthetic fuels produced using renewable electricity and include e-methanol and biomethane, a cleaner version of liquefied natural gas (LNG). “Our members are demonstrating that freight buyers are willing to make multi-year advanced offtake commitments now to incentivize the creation of new markets for the most scalable solutions, which will be required for them to achieve their 2030 and 2040 climate goals,” Irigoyen said in a statement announcing the tender. “By creating economies of scale and targeting investment in the right long-term solutions, our members can also accelerate the pace and manage overall costs of this clean energy transition,” she added. <a href="https://www.joc.com/article/hapag-lloyd-wins-asia-europe-green-shipping-tender-to-launch-next-year-5240949">Hapag-Lloyd in April was awarded ZEMBA’s inaugural tender</a> for the zero-emission shipment of containers from Singapore to Rotterdam that will cover 1.2 billion TEU-miles over a two-year period beginning in 2025. Through the latest tender, ZEMBA is aiming to compile a minimum of 80 billion metric ton nautical miles of demand for emissions reductions linked to container shipping powered by e-fuels starting in 2027. That would equate to 1.4 million 20-foot containers transported across the Pacific Ocean by e-fuels, assuming a benchmark distance of Shanghai to Los Angeles. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="1a054077-7728-4ffd-abb8-b7aff17c3235"></dynamic-object></div>ZEMBA’s e-fuel focus for the upcoming tender builds off experience gained during the inaugural tender that introduced a new very-low-emission fuel alternative to freight buyers in the maritime sector — liquified biomethane from waste. The group is seeking three- to five-year contracts for e-fuel-powered container shipping starting in 2027, e-fuel bids that achieve at least 90% emission reduction for primary propulsion, and bids from individual ocean carriers or consortiums, with ZEMBA being open to the possibility of multiple winners. <h3>Report card slams retail decarbonization efforts </h3>But with the ink not yet dry on the ZEMBA statement, climate and public health coalition Ship It Zero released a damning 2024 report card Tuesday grading more than two dozen retailers and ocean carriers on their efforts to decarbonize and develop zero-emission fuels for maritime shipping. The report will make for uncomfortable reading for some of the world’s largest retailers, with Amazon, one of ZEMBA’s founding members, labeled as the “prime polluter.” Ship It Zero data from 2019 to 2023 shows Amazon’s maritime emissions increased 26% over the five years, its US air freight pollution was up 67%, delivery van carbon dioxide emissions grew over 190% and its heavy-duty truck emissions rose 51%. “IKEA, LG, Samsung, Home Depot and Amazon wield tremendous power and influence to shape the future of zero-emission shipping, but a year after our last report card, most retailers, with the exception of IKEA, are failing,” said Ship It Zero campaign manager Jonathan Butler. “We need these companies to clean up their shipping act and commit to 100% zero-emission ocean shipping by 2030, and we call on IKEA to lead its industry peers towards a zero-emission future,” he added. The Ship It Zero report noted that Home Depot has not joined the Cargo Owners for Zero Emission Shipping (coZEV) initiative or ZEMBA, two organizations designed to bring companies together to innovate and invest in solutions for the reduction of maritime shipping emissions. “Home Depot’s absence from these initiatives demonstrates a concerning lack of commitment to investing in zero-emission maritime shipping solutions and to mobilizing its industry peers to raise climate ambitions,” said Ship It Zero. Other retailers categorized as being “at risk of failure” in their decarbonization efforts were LG and Samsung. Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

A group of 40 global shippers has pushed the decarbonization boat further out with its second tender to ocean carriers focusing exclusively on cargo transported on e-fuel-powered container ships from 2027. The call made by the Zero Emission Maritime Buyers Alliance (ZEMBA) for offers from carriers will be launched in January, with ZEMBA increasing its ambition to fast-track the commercial deployment of green shipping services at scale to create a competitive market for those services. Ingrid Irigoyen, president and CEO of ZEMBA, said the alliance of shippers was voluntarily catalyzing commercial e-fuel deployment through the next collective tender. E-fuels are synthetic fuels produced using renewable electricity and include e-methanol and biomethane, a cleaner version of liquefied natural gas (LNG). “Our members are demonstrating that freight buyers are willing to make multi-year advanced offtake commitments now to incentivize the creation of new markets for the most scalable solutions, which will be required for them to achieve their 2030 and 2040 climate goals,” Irigoyen said in a statement announcing the tender. “By creating economies of scale and targeting investment in the right long-term solutions, our members can also accelerate the pace and manage overall costs of this clean energy transition,” she added. Hapag-Lloyd in April was awarded ZEMBA’s inaugural tender for the zero-emission shipment of containers from Singapore to Rotterdam that will cover 1.2 billion TEU-miles over a two-year period beginning in 2025. Through the latest tender, ZEMBA is aiming to compile a minimum of 80 billion metric ton nautical miles of demand for emissions reductions linked to container shipping powered by e-fuels starting in 2027. That would equate to 1.4 million 20-foot containers transported across the Pacific Ocean by e-fuels, assuming a benchmark distance of Shanghai to Los Angeles. ZEMBA’s e-fuel focus for the upcoming tender builds off experience gained during the inaugural tender that introduced a new very-low-emission fuel alternative to freight buyers in the maritime sector — liquified biomethane from waste. The group is seeking three- to five-year contracts for e-fuel-powered container shipping starting in 2027, e-fuel bids that achieve at least 90% emission reduction for primary propulsion, and bids from individual ocean carriers or consortiums, with ZEMBA being open to the possibility of multiple winners. Report card slams retail decarbonization efforts But with the ink not yet dry on the ZEMBA statement, climate and public health coalition Ship It Zero released a damning 2024 report card Tuesday grading more than two dozen retailers and ocean carriers on their efforts to decarbonize and develop zero-emission fuels for maritime shipping. The report will make for uncomfortable reading for some of the world’s largest retailers, with Amazon, one of ZEMBA’s founding members, labeled as the “prime polluter.” Ship It Zero data from 2019 to 2023 shows Amazon’s maritime emissions increased 26% over the five years, its US air freight pollution was up 67%, delivery van carbon dioxide emissions grew over 190% and its heavy-duty truck emissions rose 51%. “IKEA, LG, Samsung, Home Depot and Amazon wield tremendous power and influence to shape the future of zero-emission shipping, but a year after our last report card, most retailers, with the exception of IKEA, are failing,” said Ship It Zero campaign manager Jonathan Butler. “We need these companies to clean up their shipping act and commit to 100% zero-emission ocean shipping by 2030, and we call on IKEA to lead its industry peers towards a zero-emission future,” he added. The Ship It Zero report noted that Home Depot has not joined the Cargo Owners for Zero Emission Shipping (coZEV) initiative or ZEMBA, two organizations designed to bring companies together to innovate and invest in solutions for the reduction of maritime shipping emissions. “Home Depot’s absence from these initiatives demonstrates a concerning lack of commitment to investing in zero-emission maritime shipping solutions and to mobilizing its industry peers to raise climate ambitions,” said Ship It Zero. Other retailers categorized as being “at risk of failure” in their decarbonization efforts were LG and Samsung. Contact Greg Knowler at greg.knowler@spglobal.com .

Maritime

Global shippers’ alliance to launch pioneering e-fuel ocean tender

<div class="phx-topic abstract-wrapper">A lack of action at the government level is now the number one bottleneck facing green corridor projects, according to a new report.</div>

A lack of action at the government level is now the number one bottleneck facing green corridor projects, according to a new report.

<div class="phx-topic">Green ocean corridors crucial to decarbonizing container shipping have grown rapidly over the past year, but the continued development of these trade routes is facing a “feasibility wall” in the absence of national policy incentives to narrow the cost gap between fossil fuels and cleaner alternatives, according to a new report. The Annual Progress Report on Green Shipping Corridors 2024, published Tuesday by the Getting to Zero Coalition and the Global Maritime Forum, said this lack of action at the government level was now the number one bottleneck facing green corridor projects. “Green shipping corridors have an essential role to play in accelerating zero-emission shipping,” Jesse Fahnestock, director of decarbonization at the Global Maritime Forum, said in a statement. “This year saw a handful of advanced corridors setting the pace, but continued progress is not inevitable.” The warning comes as shipping’s greenhouse gas emissions return to the peak levels seen in 2008. Longer voyages around southern Africa to avoid ongoing hostilities in the Red Sea, spiralling freight rates and congestion across ocean container supply chains led to record-high carbon emissions in the third quarter, according to rate benchmarking platform Xeneta. The Marine Benchmark Carbon Emissions Index (CEI), which measures carbon emissions across Xeneta’s top 13 ocean container shipping trades, hit 107.9 points in the third quarter — the highest on record and up 12.2% compared with a year ago before the Red Sea crisis. The Global Maritime Forum report said 18 new green shipping corridor initiatives emerged worldwide in 2024, a 40% increase over 2023, with a third of the existing initiatives making “significant, measurable progress” in the past year. <h3>Africa diversions frustrate emissions cuts </h3>One of the largest of those green corridor projects connects the hubs of Rotterdam and Singapore, and even though the forced diversions around Africa are frustrating the drive to reduce shipping emissions, work continues on cleaning up the Asia-Europe trade route. The <a href="https://www.joc.com/article/singapore-rotterdam-ports-commit-to-green-corridor-deal-5242711">Rotterdam-Singapore Green and Digital Shipping Corridor</a> aims to reduce emissions from large container vessels on the 15,000-km route by at least 20% by 2030 by enabling the use of low- and zero-carbon shipping fuels. It is a project with 25 partners operating more than 90 large container vessels on the route with a combined transport capacity of 1.5 million TEUs per year. However, a recent Port of Rotterdam report said without urgent government initiatives to address the wide price gap between fossil fuels and low- or zero-emission fuels, there would not be the level of commitment needed from carriers and fuel producers, slowing the development of the green corridors. “Sustainable fuels are estimated to be two to three times more expensive than fossil fuels and could account for a significant portion of the total cost of ownership for container vessels,” the report noted. “This makes it difficult for shipping companies to commit to long-term offtake agreements, thereby hampering investments from suppliers in new production facilities,” it added. Maersk recently estimated that even with current regulatory tools in place such as the <a href="https://www.joc.com/article/european-parliament-approves-shipping-ets-but-stakeholders-wary-5202492">European Union’s Emissions Trading System (ETS)</a> and <a href="https://www.joc.com/article/container-carriers-to-shoulder-bulk-of-europe-fuel-intensity-rule-5192246">FuelEU Maritime fuel intensity rules</a> that will be applied from Jan. 1, only by the mid-2030s would it be more expensive to use fossil fuels on ships rather than green fuels. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="321b8a55-a7c4-47b5-91e8-82ca9eb8c88a"></dynamic-object></div>Member states of the International Maritime Organization (IMO) are working on <a href="https://www.joc.com/article/midterm-emissions-plan-to-take-center-stage-at-upcoming-imo-meeting-5731399">reaching an agreement on the proposed midterm measures</a> involving a carbon pricing mechanism and the establishment of a fuel standard that must be approved at the MEPC 83 meeting in April 2025 if they are to be adopted in October next year. <h3>Green trade lanes central to decarbonization </h3>The concept of green corridors was established in November 2021 as a critical way to scale new sustainable fuels and technologies. They are regarded as being central to delivering the goal of having zero-emission fuels account for 5% of all fuels by 2030, a target considered to be the threshold at which the infrastructure, supply chains, and technologies that support zero-emission fuels are mature enough to enable exponential growth. Fahnestock said if industry and national governments made a concerted effort to share the costs and risks associated with new fuels, “these leading corridors could together generate a breakthrough for zero-emission shipping before 2030.” But if green corridors fail to continue advancing, the report said the 5% target that could potentially jeopardize the industry’s entire 2050 net-zero goal will be at risk. “With shipping providing the backbone for global trade, failing to meet the sector’s decarbonization targets could have significant implications for Scope 3 emissions reductions across all sectors,” the report noted. The report identified key recommendations for the continued development of green corridors. On top of increased government support to bridge the operational cost gap of transitioning to alternative energy sources, the report said innovative commercial agreements for procurement within green corridor initiatives could be developed. Also recommended was more focused support on existing green corridor initiatives, a flexible governance approach to allow for risk sharing and scaling, as well as policy and finance to promote green corridors in the southern hemisphere’s weaker economies. Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

Green ocean corridors crucial to decarbonizing container shipping have grown rapidly over the past year, but the continued development of these trade routes is facing a “feasibility wall” in the absence of national policy incentives to narrow the cost gap between fossil fuels and cleaner alternatives, according to a new report. The Annual Progress Report on Green Shipping Corridors 2024, published Tuesday by the Getting to Zero Coalition and the Global Maritime Forum, said this lack of action at the government level was now the number one bottleneck facing green corridor projects. “Green shipping corridors have an essential role to play in accelerating zero-emission shipping,” Jesse Fahnestock, director of decarbonization at the Global Maritime Forum, said in a statement. “This year saw a handful of advanced corridors setting the pace, but continued progress is not inevitable.” The warning comes as shipping’s greenhouse gas emissions return to the peak levels seen in 2008. Longer voyages around southern Africa to avoid ongoing hostilities in the Red Sea, spiralling freight rates and congestion across ocean container supply chains led to record-high carbon emissions in the third quarter, according to rate benchmarking platform Xeneta. The Marine Benchmark Carbon Emissions Index (CEI), which measures carbon emissions across Xeneta’s top 13 ocean container shipping trades, hit 107.9 points in the third quarter — the highest on record and up 12.2% compared with a year ago before the Red Sea crisis. The Global Maritime Forum report said 18 new green shipping corridor initiatives emerged worldwide in 2024, a 40% increase over 2023, with a third of the existing initiatives making “significant, measurable progress” in the past year. Africa diversions frustrate emissions cuts One of the largest of those green corridor projects connects the hubs of Rotterdam and Singapore, and even though the forced diversions around Africa are frustrating the drive to reduce shipping emissions, work continues on cleaning up the Asia-Europe trade route. The Rotterdam-Singapore Green and Digital Shipping Corridor aims to reduce emissions from large container vessels on the 15,000-km route by at least 20% by 2030 by enabling the use of low- and zero-carbon shipping fuels. It is a project with 25 partners operating more than 90 large container vessels on the route with a combined transport capacity of 1.5 million TEUs per year. However, a recent Port of Rotterdam report said without urgent government initiatives to address the wide price gap between fossil fuels and low- or zero-emission fuels, there would not be the level of commitment needed from carriers and fuel producers, slowing the development of the green corridors. “Sustainable fuels are estimated to be two to three times more expensive than fossil fuels and could account for a significant portion of the total cost of ownership for container vessels,” the report noted. “This makes it difficult for shipping companies to commit to long-term offtake agreements, thereby hampering investments from suppliers in new production facilities,” it added. Maersk recently estimated that even with current regulatory tools in place such as the European Union’s Emissions Trading System (ETS) and FuelEU Maritime fuel intensity rules that will be applied from Jan. 1, only by the mid-2030s would it be more expensive to use fossil fuels on ships rather than green fuels. Member states of the International Maritime Organization (IMO) are working on reaching an agreement on the proposed midterm measures involving a carbon pricing mechanism and the establishment of a fuel standard that must be approved at the MEPC 83 meeting in April 2025 if they are to be adopted in October next year. Green trade lanes central to decarbonization The concept of green corridors was established in November 2021 as a critical way to scale new sustainable fuels and technologies. They are regarded as being central to delivering the goal of having zero-emission fuels account for 5% of all fuels by 2030, a target considered to be the threshold at which the infrastructure, supply chains, and technologies that support zero-emission fuels are mature enough to enable exponential growth. Fahnestock said if industry and national governments made a concerted effort to share the costs and risks associated with new fuels, “these leading corridors could together generate a breakthrough for zero-emission shipping before 2030.” But if green corridors fail to continue advancing, the report said the 5% target that could potentially jeopardize the industry’s entire 2050 net-zero goal will be at risk. “With shipping providing the backbone for global trade, failing to meet the sector’s decarbonization targets could have significant implications for Scope 3 emissions reductions across all sectors,” the report noted. The report identified key recommendations for the continued development of green corridors. On top of increased government support to bridge the operational cost gap of transitioning to alternative energy sources, the report said innovative commercial agreements for procurement within green corridor initiatives could be developed. Also recommended was more focused support on existing green corridor initiatives, a flexible governance approach to allow for risk sharing and scaling, as well as policy and finance to promote green corridors in the southern hemisphere’s weaker economies. Contact Greg Knowler at greg.knowler@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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Shippers save money, time with automated transportation bidding tools

SSA Marine Mexico has made significant strides in modernizing its infrastructure at the Port of Manzanillo, investing $15 million to enhance operational efficiency and sustainability at its facilities. This move is part of the company's broader strategy to remain at the forefront of the shipping and logistics industry. •	Strengthening Sustainability with Advanced Technology <figure class="joc_admin__inline-image-position-left joc_admin__inline-image-size-medium" data-figure-size="medium" data-figure-position="left"><img src="/content-assets/1730488295264_Cranes%20arrival%20to%20TEC%20I.png" alt="Cranes arrival to TEC I" class="joc_admin__inline-image-inherit"></figure> In July, SSA Marine Mexico added seven state-of-the-art E-RTG (Electric Rubber-Tired Gantry) cranes to its fleet, valued at $14 million. These advanced cranes were distributed across its two terminals: four cranes were assigned to the Multipurpose Terminal, and three to the Specialized Container Terminal I. What sets these cranes apart is their dual-operation capability, allowing them to function either on electric power or diesel fuel. This innovation plays a critical role in reducing the environmental impact of operations, contributing to a 7% increase in energy efficiency. This efficiency improvement is equivalent to eliminating nearly 4,000 tons of CO2 emissions annually, underscoring SSA Marine Mexico's commitment to sustainability. Through this acquisition, SSA Marine Mexico not only enhances its cargo-handling capabilities but also reinforces its leadership in integrating cutting-edge, eco-friendly technology in the maritime industry. The company continues to push the boundaries of efficiency and sustainability, ensuring long-term value for both its customers and the environment. •	Upgraded Facilities to Meet Growing Demand <figure class="joc_admin__inline-image-position-left joc_admin__inline-image-size-medium" data-figure-size="medium" data-figure-position="left"><img src="/content-assets/1730488350634_Multipurpose%20terminal.png" alt="Multipurpose Terminal" class="joc_admin__inline-image-inherit"></figure> In addition to the new cranes, SSA Marine Mexico has completed crucial modernization and repair work across its Multipurpose Terminal and Specialized Facility at the Port of Manzanillo. This $1 million investment targeted critical infrastructure enhancements, focusing on both structural integrity and operational functionality. Key improvements included leveling approximately 12,000 square meters in the dock area, along with the removal of outdated concrete curbs and asphalt layers. The upgraded space now features high-resistance pavers designed to optimize water drainage and prevent pooling, ensuring safer and more efficient operations. Moreover, the Specialized Facility saw significant upgrades, including the leveling of key warehouse areas to facilitate smoother cargo handling processes. These infrastructure improvements directly enhance the handling of TEUS (Twenty-foot Equivalent Unit containers), further demonstrating SSA Marine Mexico's unwavering commitment to continuous modernization, operational safety, and efficiency. With these initiatives, SSA Marine Mexico is well-positioned to meet the growing demands of the global shipping industry while setting new standards in sustainable port operations. LINK:<a href="https://www.ssamarine.mx/ssa-ing/index" rel="noreferrer" class="joc_admin__link"> https://www.ssamarine.mx/ssa-ing/index</a>

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SSA Marine Mexico Modernizes Facilities with $15 Million Investment 

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

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