Tremcar has expanded its tanker sales and service presence in Minnesota through a partnership with Universal Truck Service (UTS). The Roseville, Minn.-based dealer will represent Tremcar in the region, supplying […]
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US tariffs on China – introduced and then quickly raised to 145% in early April – are already causing pain to the US logistics market and to shippers whose first goods subject to these tariffs are starting to arrive at US ports.
The tariff hike has driven a sharp drop in China – US container flows with manufacturing in China also being negatively impacted. And even with a 90-day tariff pause for many other US trading partners and the US’s recent easing of terms for auto tariffs, some countries, like Taiwan and Korea where automotive goods make up a significant share of exports to the US, are seeing manufacturing take a hit as well.
Many US importers have paused orders out of China, but shippers (as well as manufacturers) can hold out only so long before consumers will start to see empty shelves or higher prices.
There are reports that some major US retailers have already restarted ordering from China, either out of necessity or anticipation that tariff levels will be lower by the time of arrival as the US and China get closer to direct negotiations. In any case, the reduction in US sourcing from China for the last few weeks will start to be felt soon in fewer May container ship arrivals and lower import volumes.
The pause is also raising concerns over what will happen if US tariffs on China are reduced and volumes quickly rebound. The longer the pause the more disruptive the potential surge – in the form of increased container rates and possible congestion – might be.
In the meantime, the White House continues to express interest in negotiations that would reduce tariffs on a long list of trading partners before the 90-day pause on reciprocal tariffs ends in July, with the European Union being asked, for example, to buy more US goods as part of their deal.
Despite dropping volumes out of China and some increase in demand out of other countries like Vietnam, transpacific container rates were level this week as carriers have successfully reduced capacity to current volume levels through a significant number of blanked sailings and service adjustments.
Despite persistent congestion at several major container hubs in Europe which typically puts upward pressure on container rates, Asia – Europe spot prices dipped slightly last week, possibly due to an increase in capacity as carriers shift transpacific vessels to these lanes.
Carriers are moving now-excess transpacific capacity to other trades like the transatlantic and Middle East too, which could further complicate a smooth restart of China – US volumes as vessels will be out of position.
With the current capacity management measures in place, despite the recent trade war induced volatility, carriers have succeeded in keeping rates about 50% higher than in 2019 on the major lanes with Red Sea diversions also helping to absorb capacity. But even so, rates on these trades are around 30% lower than last year due to fleet growth and increased competition between the recently launched carrier alliances.
Though a rapid return of container traffic to the Red Sea in the near future is probably still unlikely, President Trump’s announcement yesterday that the US reached a ceasefire deal with the Houthis is the most significant change to the status quo since the group pledged to only target Israeli ships during the Israel-Hamas ceasefire early this year. Houthi statements indicate they will cease targeting US vessels as long the US holds off attacks on Houthi positions in Yemen, but they promise to continue attacks on Israel and it is unclear what all this means for vessels from other countries.
Container carriers won’t return to the Suez until there is clarity and they feel assured of safe passage, but when they do resume traffic on this lane the shorter voyage will – after an adjustment period – release a significant amount of capacity back into the market, increasing the prospect that carriers will face oversupply and strong downward pressure on rates.
Following the US’s suspension of de minimis eligibility for Chinese goods last week, Temu announced it will no longer ship goods directly from China to US customers. This move implies a significant shift away from air cargo for China-US e-commerce and to ocean freight and domestic fulfillment in an effort to avoid tariffs as long as possible, reduce costs from air cargo, or shift the tariff burden to domestic sellers.
The B2C e-commerce shift away from air cargo has resulted in a sharp drop in China – US air volumes – as much as two million kilo per day – reflected in a 30% capacity decrease since the suspension. But as e-commerce shipments from these platforms traveled mostly in chartered freighters, as charter and other capacity is being removed from this lane, and as spot demand from other sectors – like many electronics exempt from tariffs for now – may still be relatively strong, spot rates have yet to collapse.
Freightos Air Index China – US rates eased only 5% last week to a still well above normal $5.28/kg. And as Temu and Shein shift some of their focus to other markets, carriers have started moving capacity to other lanes as well. This capacity shift may partly explain China – Europe rates falling to less than $3.50/kg last week, their lowest level since early March. Transatlantic rates of $1.90/kg are more than 20% lower than in late March, possibly from capacity additions as well.
Sebastien Podgorski, VP of Airline Solutions at WebCargo by Freightos, explains that since the lion’s share of the e-commerce effect was felt by charterers, many carriers are actually reporting a recent bump in volumes overall, driven partly by an ocean to air shift from shippers looking to beat tariff roll outs.
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The post No de minimis air rate collapse yet; US-Houthi truce first step to Red Sea return? – May 7, 2025 Update appeared first on Freightos.
If you are set up in highway.com and you have had your authority (MC#/DOT#) for a minimum of 6 months you can get set up with RPM. They have their own load board called marketplace that has tons of car hauling opportunities. Some lanes have better rates then others of course but commonly can keep my drivers at $3.5 – $5. Won GM supplier of the year in 2024 and were awarded their contract again as well as contracts with Ford, Stellantis, Toyota, Tesla, Rivian, Lucid, CarMax, Autotrader and…
Auto Carrier Load Opportunities – (never hurts to have more options)
Risk mitigation is imperative to reduce the risks of and damage from cyberattacks and other crises, writes Robert Strange (pictured below), Senior Engineer at Neo4j.
Supply chains have evolved into highly connected networks in recent years, driven by technological advancements that have made them ‘smarter’. While these innovations have positively transformed business operations, they have also opened avenues for new vulnerabilities, leaving supply chains susceptible to disruptions in both the physical and digital realms.
The growing risk of cybersecurity is a prime example of these vulnerabilities. The ransomware attack on Blue Yonder, a supply chain management software specialist, highlighted the severe disruptions such incidents can cause. This attack compromised the company’s managed services environment, leading to delays at several grocery and retail stores across the UK – delays not just in delivering goods but also in paying staff and managing schedules.
Blue Yonder’s attack underscores the need for scenario planning and robust mitigation plans to safeguard against these risks. These incidents can bring production to a standstill and significantly disrupt business revenues if plans to contain potential impacts are not mapped out in advance. Data plays a central role in keeping supply chain operations running efficiently and effectively, but the reality is these supply chains are currently not being safeguarded or optimised to withstand real-world disruption. As a result, many businesses are turning their attention to innovative technologies and strategies to strengthen resilience throughout their supply chains.
Supply chains are inherently complex in nature; a vast network of producers, warehouses, transportation systems, distribution ports, and stores from around the world. A single disruption in any part of this network can send the entire system into disarray, making visibility crucial in preventing a domino effect. Nonetheless, extracting valuable insights from raw supply chain data presents its own set of challenges. Traditional data models, which rely on rigid structures of tables, rows, and columns, struggle to effectively capture the intricate relationships between different data sets. Inflexible in their structure, analysts using these models have limited ability to extract valuable insights that could inform a response to disruption.
This is where graph databases come into play. Traditional data models struggle with complex relationships, while graph databases offer a more dynamic approach. In this model, ‘nodes’ represent entities, like people, products, or locations, while ‘edges’ represent the relationship between two nodes – i.e., how they are connected to one another. The unique structure of graph databases is especially valuable for supply chain professionals wanting to benefit from digitally visualising their supply chain as the interconnected network that it is.
Rob Strange – Neo4j
To optimise transportation, a supply chain organisation could, for instance, create nodes to represent each wholesaler and retailer. These could be connected by edges to show the distances between them. Then, by running the appropriate query or request in the data model, the analyst should be provided with what should be the ‘best’ – fastest and cheapest – supplier from which goods can be transported ready for purchasing.
Understanding the relationship between different entities in advance can also be invaluable when dealing with unexpected disruption. Take the crisis in the Red Sea, for instance, where shipping companies are facing rising costs and delays due to rebel attacks. Graph technology could allow those managing supply chains to identify alternative routes or solutions pre-emptively, ensuring goods reach suppliers more efficiently, enhancing resilience, and minimising disruption.
The power of graph databases lies in their ability to map complex relationships between entities, making them a crucial tool for uncovering insights. Supply chains, which operate as networked structures, are naturally suited to this model, while the rigid format of traditional models makes it much harder to reveal these relationships.
Supply chain resilience isn’t just a case of managing physical disruptions, it’s also about preparing better responses to those in the digital realm. Cyberattacks can significantly disrupt digital operations. As such, businesses are exploring digital twin technology as a tool for proactively combatting potential issues before they arise and conducting post-incident analysis.
Organisations are creating virtual replicas of their supply chains called ‘knowledge graphs’ to test different scenarios and predict multiple outcomes of cybersecurity risks. This means a connected, virtual model provides a comprehensive view of the supply chain and allows companies to understand how these systems interact at both a granular and holistic level. This picture encompasses the users and the groups they belong to, and the permissions granted to each member. As recurring or interconnected events are captured over time, the digital twin becomes more accurate. This enables both cybersecurity and supply chain analysts to act swiftly and more effectively while informing how they respond in the future.
Making these connections visible to cybersecurity analysts helps identify the most critical vulnerabilities and the potential attack paths that threaten resources. Analysts can then assess the likelihood of successful attacks by attaching the probabilities to each of those pathways, enabling them to reinforce security measures accordingly.
This insight is valuable because it clearly signposts when organisations need to map out other viable routes, reassess transit times, and evaluate cost implications. By combining cybersecurity modelling with supply chain optimisation, organisations create a powerful strategy that allows them to stay ahead of disruptions and re-prioritise resources in quicker succession.
As supply chains become more interconnected and worldly disruptions more unpredictable, organisations should aim to make the most of their connected data. By leveraging graph databases, companies can uncover insights into the relationships within their data, allowing them to proactively identify vulnerabilities and navigate uncertainty with confidence.
The post Structured Data for Supply Chain Resilience appeared first on Logistics Business.
Heres a nice picture of a 637D in Mesa, AZ 1988.
Daimler Truck North America (DTNA) has appointed Joanna Buttler as general manager of product strategy and market development. She will be in charge of shaping the company’s product portfolio and […]
1st up on the 378 resto project is dealing with surface rust and getting her good on the before doing anything else. What grit sand should I use? Is 80 grit good enough? I used it as a deck hand to get rid of rust while working the Lake Boats. Due to budgetary restraints its all they’d let us have it it worked very well, if not slowly. But I didn’t know if anyone else had a second opinion? Also how many bags shoukd I get?
Side tangent: Going back to my first big boy job where I was a…
I made a post the other day after a guy pulled off and hit my hood mirror. I told my company and they’re going to route me to a terminal to get it fixed. If i get there and they say they’re going to let me go, should I quit first?
Trucks I have driven….. (wish I had pics of them all. gotta fire up the scanner)
![[IMG]](https://svc.eye1.net/wp-content/uploads/2025/05/img027.jpg)
![[IMG]](https://svc.eye1.net/wp-content/uploads/2025/05/img026.jpg)
![[IMG]](https://svc.eye1.net/wp-content/uploads/2025/05/Picture037.jpg)
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