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MSC's new multimodal solution 'a significant step for Saudi logistics'

Supply chain stakeholders across the Persian Gulf continue to devise new regional connectivity strategies as widespread port disruption makes moving cargo in and out of the conflict zone a challenge. MSC has established an integrated multimodal transhipment service out of Saudi Arabia, claiming a first for the region, in collaboration with multiple local authorities, including MAWANI and ZATCA (customs). "The new corridor directly connects King Abdullah Port and Jeddah Islamic Port with King Abdulaziz Port in Dammam on the Arabian Gulf," said MSC's Saudi Arabia president and CEO, Hisham Al Ansari. He said Medlog, a group arm of MSC offering specialised intermodal logistics, would spearhead the multimodal operations. "The service combines road and rail connectivity via Riyadh Dry Port, creating a seamless inland corridor and enabling door-to-door connectivity for transhipment cargo across the kingdom," he added. Medlog has already "tested the waters" with a successful trial shipment along the corridor, the carrier claimed. Industry sources see the multimodal solution as a major boost for regional trade flow, with the potential to strengthen supply chain resilience and ease transit hurdles. "This is a significant step for Saudi logistics," one logistics executive said. "Through this integrated corridor, importers have the flexibility to choose their port of entry in a very volatile situation." Because of mounting congestion at Jeddah, MSC was already pushing customers to reroute shipments through King Abdullah Port. Indeed, industry updates suggest all mainline carriers serving Middle East trades have been struggling to get cargo out of alternative gateways in the region due to severe inland capacity shortages and cross-border complexities. As a result, some, particularly CMA CGM, have stopped accepting shipments to the Middle East that include haulage, where the cargo owner typically handles the landside leg of logistics. And the disruption continues to keep freight rates from India to Saudi Arabia elevated. According to market updates, average booking rates from Nhava Sheva (JNPA) are $6,000 per teu and $6,600 per 40ft for Jeddah/King Abdullah; and $5,800 and $7,000 for Dammam. Meanwhile, the Middle East war has taken a heavy toll on container volumes passing through DP World terminals - with flagship Jebel Ali the most bruised. Jebel Ali handled just 374,000 teu in Q2, crashing down 90% on the year, data shows, even as the port facility remains operational with intermittent shutdowns. As marine passage through the Strait of Hormuz remains a chokepoint, DP World has moved to invest in two new terminals in Fujairah, which has been a lifeline for disrupted Middle East supply chains. "This will provide cargo owners with greater flexibility, more choice, and enhanced supply chain resilience, while reinforcing our confidence in the UAE's future as a leading global trade and logistics hub," said the company.

Early peak season a boost for Yang Ming as Q2 profits soar

Taiwanese shipping line Yang Ming reported a very profitable Q2 26, amid the US/Israel-Iran war, benefiting from an early peak season. The carrier reported $1.45bn of revenue, up 20% on Q2 25, but net profit swelled six-fold, to $180m, from just $30.9m in the same period last year. Cumulatively, due to a weaker Q1, revenue for the first half was $2.68bn, up slightly on the $2.64bn booked in H1 25, with net profit at $230m, down from H1 25's $274.8m. Yang Ming explained: "During Q2, changes in (US) tariff policies and rising energy costs drove import booking demand on the Asia-Europe and transpacific trades, bringing forward the traditional peak season and supporting higher rate levels." The liner operator said it remained optimistic for Q3. According to the International Monetary Fund's July World Economic Outlook, global GDP growth is projected at 3% this year, slightly down from April's 3.1% forecast, while the 2027 forecast was revised up, from 3.2% to 3.4%. And Yang Ming cited figures from Alphaliner and Drewry that supported container demand growth, reflecting the impact of higher fuel costs and freight rates. The carrier said: "Looking ahead, the Asia-Europe and transpacific trades have entered the traditional peak season, with cargo demand expected to support market conditions. Congestion at major ports, such as Shanghai, and European ports worsened during the second quarter due to adverse weather, short-term shipment surges, and terminal operational bottlenecks. "Conditions in the third quarter remain to be seen. Nevertheless, geopolitical developments and the impact of tariff policies will continue to shape cargo flows and capacity deployment. Yang Ming will continue to closely monitor cargo demand, adjust fleet deployment and sailing plans as needed, and strengthen port contingency management and cost control to enhance schedule reliability and operational competitiveness."

Mærsk vs Hapag - one freight spike, two very different report cards

In short: Maersk turned a war-disrupted freight market into its second guidance upgrade of the year; Hapag-Lloyd, running through the same market, missed. The gap looks less like a demand story and more like a costs-and-capacity one, and Hapag-Lloyd's bigger swing factor right now sits with Israeli regulators rather than freight rates. Maersk reported second-quarter underlying Ebitda of about $3bn, well above the roughly $2bn-2.1bn analysts had pencilled in across various consensus measures, with Ebit of about $1.6bn against ...