Cosco ships abort Hormuz transit amid $2m passage demands

Two of Cosco Shipping Lines' megamax container ships were apparently stopped from crossing the Strait of Hormuz today. The 19,000 teu 2015-built ships, CSCL Arctic Ocean and CSCL Indian Ocean, had been stranded in the Strait of Hormuz since armed conflict broke out between the US, Israel and Iran on 28 February. Around 4.50am CET time today, the two partly loaded container ships had approached a gap between Larak and Qeshm islands, marking the entrance of the channel for Tehran-approved ships to depart the region, but CSCL Arctic Ocean and CSCL Indian Ocean then reversed course. Half an hour later, the two ships were sailing back to their anchorages in the Persian Gulf on the west side of the Strait of Hormoz. Vessel-tracking data shows that both vessels, deployed to a Far East-Persian Gulf service, had broadcast AIS messages saying "Chinese Owners & Crew". This tactic was originally used during the height of Houthi attacks on ships in the Red Sea, to avoid assaults from the Iran-backed rebels. It is possible that the Cosco ships attempted to leave the area after Iran's foreign minister Abbas Araghchi said in an X post that Iran would allow ships from friendly nations, including China, Russia, India, Iraq, and Pakistan to cross the Strait of Hormuz. However, being from a non-hostile nation is reportedly inadequate to be granted safe passage, with Tehran said to be asking for $2m for each transit. The Cosco ships' aborted attempt to depart the Persian Gulf occurred a day after Iran allowed 10 Pakistan-flagged tankers to transit the Strait of Hormuz. The tankers are the first non‑Iranian ships allowed safe passage during the crisis, testing US influence and Iranian agreement to ease the blockade.

Cargo capacity continues to close in on last year's levels

Air cargo capacity on a global level has continued to edge its way back to the levels registered a year ago following the grounding of operations in the Middle East, according to the latest figures from consultant Aevean. The company yesterday released figures showing that international air cargo capacity on a global basis was last week just 2% down on the levels recorded in the same period last year. At the height of the crisis, cargo capacity had been around 20% down on last year's levels as carriers faced airspace closures across the Middle East. Since then, affected airlines in the Middle East have been gradually restarting operations. Most recently, the world's largest air cargo carrier, Qatar Airways Cargo, announced an increase in cargo operations. Starting from 21 March, the carrier began offering a freighter schedule covering destinations in Vietnam, China, Thailand, South Korea, Nigeria, Kenya, Germany, the Netherlands, Belgium, the US, Brazil, Ecuador and Panama. However, there are nuances to the data provided by Aevean. While cargo capacity is currently only down 2% compared with a year ago, data for January and February showed that air cargo capacity before the eruption of fighting in the Middle East had been up by 5.4% year on year in response to demand increases of around 6-7%. This shows that while capacity is narrowing in on the year-ago level, it may still be lagging behind the demand increases experienced so far this year and, as a result, put pressure on load factors. Elsewhere, the data from Aevean also shows that capacity into and out of the Middle East continues to lag far behind last year's levels. The consultant's figures show that capacity from Asia Pacific into the region is down 24% year on year, while from the Middle East to Europe, there is a 15% decline. In contrast, carriers have been shifting capacity on services from Asia Pacific to Europe to make up for the shortfall heading to Europe via the Middle East. Aevean's figures show a 31% increase in capacity from Asia Pacific to Europe.

West Coast port row over booking systems threatens supply chain efficiency

US West Coast supply chains risk losing efficiency amid a growing dispute over container appointment systems at key ports. Under the West Coast MTO Agreement (WCMTOA), truckers in San Pedro Bay are legally required to book appointments to pick up and return containers. But the systems enabling those bookings - chosen by terminal operators - are increasingly under scrutiny. Options are limited. Advent eModal dominates the market, used by six of 11 terminals in Los Angeles/Long Beach, all three in Oakland, and all five in Seattle-Tacoma. "As a trucking company, you don't have a choice - and frankly, neither do the terminals," one source said. "eModal is almost the only off-the-shelf system available." While appointment systems have helped ease congestion and improve turn times, they have also created a significant administrative burden. Truckers must juggle multiple platforms - five across 11 terminals in San Pedro Bay alone - with slots released unpredictably, including nights and weekends. That inefficiency has fuelled demand for third-party software that aggregates appointment systems into a single interface, allowing carriers to monitor availability, automate bookings and integrate directly with transport management systems. Former Harbour Trucking Association (HTA) CEO Matt Schrap previously told The Loadstar: "You're operating across several different platforms, not only in the port ecosystem but within your own company. "You deal with availability from the carrier or terminal, then find an appointment, then interface with dispatch software just to get a truck out the gate. "To have a person doing that doesn't make sense when software exists. It's about efficiency." But those efficiency gains are now under threat. In an open letter to the Federal Maritime Commission (FMC), the HTA said that for nearly a year Advent eModal had been "attempting to block motor carrier-directed third-party access" to its systems. According to the letter, eModal warned more than 50 carriers their access could be revoked if they continued using third-party tools - effectively preventing them from making appointments at all. At the heart of the dispute are eModal's terms of service, which prohibit sharing login credentials. Yet third-party platforms rely on that access to automate bookings, leaving carriers caught between compliance and efficiency. "Truckers are legally mandated to use these systems - their businesses can't function without them," one source said. "This is effectively a private company saying you can't use third-party tools on something regulation forces you to use." Critics also point to eModal's own paid 'Envio 360' service, which offers preferential access to scarce 'empty-in' appointments. "One of the biggest complaints across terminals, truckers and shipping lines is the lack of empty-in appointments," a source said. "We often don't know where empties will be accepted, and slots disappear within seconds. That only happens at eModal terminals." CargoSprint, which acquired Advent eModal in 2024, rejects suggestions it is restricting access unfairly. CEO Caro Krissman told The Loadstar the company's priority was "stable, fair and reliable software", adding that the acquisition had been followed by increased investment in trucker experience and system reliability. He also defended CargoSprint's purchase of DrayDog - a third-party tool widely used by carriers and cited in the HTA complaint. "DrayDog built a product relied on daily by hundreds of the largest motor carriers in San Pedro Bay," he said. "We acquired it because it was valuable and wanted to improve it - not remove it from the market. The product and team are active and growing." Mr Krissman added that CargoSprint's understanding of port operations had "deepened significantly" since the acquisition, prompting broader investment in capabilities. However, The Loadstar understands there has been no material change to appointment booking processes or third-party access since the HTA's letter was sent to the FMC in February 2025. The association warned: "eModal's actions could hinder operational efficiency, stifle innovation and disrupt the free flow of goods. "Third-party software has alleviated many challenges for motor carriers, improving scheduling, reducing errors and enhancing efficiency. "Blocking access creates significant operational challenges and discourages innovation." It urged the FMC to intervene to ensure "fair, reasonable and equal access" to appointment systems - a move it argues is essential to maintaining a competitive and efficient supply chain.