USIP Alliance joins the conversation at AgTC Annual Meeting

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Several U.S. Identity Preserved Alliance members and staff attended the Agriculture Transportation Coalition (AgTC) Annual Meeting last week in Tacoma, joining other agriculture transportation professionals for networking and education. 

Competitive Shipping Action Team Chair Jennifer Schneider and Gary Williams, director of transportation and regulatory affairs, participated in a panel focused on the growing challenges agricultural exporters face from increasingly unstable vessel sailings, booking reliability and shifting Earliest Return Dates (ERDs). These disruptions often occur without notice and continue to drive significant cost increases and operational uncertainty across the supply chain. 

Schneider provided a series of real-world examples illustrating how these inconsistencies directly impact exporters, including lost sales opportunities, reduced margins and ongoing difficulty in planning shipments. Her remarks underscored the compounding effect of unreliable service on agricultural commodities that depend on predictable logistics to remain competitive in global markets. 

Williams complemented these insights by outlining recent advocacy efforts, including a letter submitted by the Alliance to members of the Senate Commerce Committee. The letter calls for greater attention to these issues within the context of the Federal Maritime Commission (FMC) reauthorization, urging policymakers to support enhanced data collection, transparency and regulatory guidance aimed at identifying and addressing problematic practices across the supply chain. 

Broader market conditions were also a central theme of the discussion. Kuehne + Nagel presented for those gathered a cautious outlook for the national economy, while the Journal of Commerce offered a more tempered view, suggesting that recessionary pressures, particularly those tied to fuel costs, may not materialize as strongly as anticipated. Despite differing perspectives, speakers generally agreed that ongoing geopolitical factors, including rerouted vessels avoiding the Red Sea and congestion near the Strait of Hormuz, are extending transit times and tying up capacity, thereby supporting elevated base freight rates in a time when the container capacity should now be far overbuilt. 

As rate structures continue to evolve, other panelists/speakers noted a clear distinction between fuel surcharges and base rates. Carriers have consistently demonstrated the ability to pass fuel-related costs through surcharges, while base rates remain largely insulated. At the same time, reiterating insights shared from the Northwest Seaport Alliance’s Peak Planning session highlighted how carriers are managing capacity, both through some delayed container production and increased container utilization, to prevent rates from falling sharply through the inefficiencies created in the ocean freight network. 

This dynamic creates a delicate balance for exporters. While lower rates may appear beneficial, excessively depressed pricing can reduce incentives for carriers to prioritize export cargo or maintain service on less profitable routes. Conversely, high import-driven rate environments can encourage rapid repositioning of empty containers, further disadvantaging exporters. Panelists emphasized that a sustainable “middle ground” is needed – where rates support balanced trade flows without distorting service priorities. 

Looking ahead, labor negotiations were also identified as a key variable. With the International Longshore and Warehouse Union contract set to expire in 2028, comparisons were drawn to the recent International Longshoremen’s Association agreement on the East Coast, which included a substantial 62% wage increase and limits on automation. Questions remain as to how West Coast labor negotiations will factor in global competitiveness, particularly from the perspective of U.S. exporters. 

Finally, several participants highlighted emerging tools and data capabilities that track on-time performance, sailing reliability and other key metrics. These tools are increasingly being used to help both carriers and shippers better understand patterns, improve decision-making and adapt to ongoing volatility in the supply chain. 

Thoughts and what I heard from Northwest Seaport Alliance Peak Planning Meeting

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By Gary Williams, Director of Transportation and Regulatory Affairs

I’ve compiled some thoughts after listening to analysts from the Journal of Commerce and other industry stakeholders at the Northwest Seaport Alliance Peak Planning Meeting. Market signals show a less optimistic scenario for exporters ahead of export peak season. S&P recently revised its global growth projection downward from 2.6% to 2.1%, signaling a more cautious outlook for trade demand in the months ahead. While upcoming May and June data may not immediately reflect this slowdown due to comparison with a period that was weak the previous year, so appears more optimistic than it perhaps should.

Trade flows are shifting in notable ways. Chinese exports to the U.S. have declined by approximately 5%, yet this contraction is offset by remarkably strong export volumes to the rest of the world. Some Chinese ports are operating at nearly 90% capacity utilization. This divergence is widening the Chinese export/import imbalance and reshaping global trade lanes. At the same time, container spot rates have increased significantly over the past four weeks, rising 9-11% year-over-year, indicating tightening conditions despite broader economic concerns.

Fuel costs are emerging as a major pressure point. Bunker prices have doubled, and the financial impact is expected to intensify in July when bunker adjustment factors (BAFs) are formally updated. In the interim, carriers are implementing emergency surcharges to bridge the gap. Compounding this, additional compliance costs tied to fuel regulations, particularly ensuring vessels are operating with appropriate low-sulfur fuels, are adding to operational expenses that will ultimately be passed along to shippers.

Carriers are also taking more discipline in capacity management, driven by financials. Service suspensions and an increase in blank sailings are expected as lines shift vessel allocations away from underperforming routes. Despite continued overcapacity in the market, carriers are less willing to operate at a loss, supported by stronger balance sheets following the highly profitable pandemic-era years. Industry consolidation has further reinforced this discipline, with roughly 10 major carriers now dominating the market compared to about 20 in the past.

Looking ahead, capacity dynamics remain complex. Approximately 35% of the current global fleet is scheduled to come online within the next two years. However, much of this newbuild capacity consists of smaller vessels intended to replace aging ships and serve regional and secondary port markets, rather than dramatically expanding overall capacity. Meanwhile, scrapping rates have not accelerated as expected, in part due to ongoing equipment constraints.

Port congestion is also re-emerging as a concern in key regions. Congestion at some ports meanwhile, continues to add pressure to an already strained system. On the inland side, rising diesel costs are pushing drayage rates higher, while tighter trucking capacity, driven in part by a reduction in foreign CDL drivers, is nudging trucking rates upward. This is contributing to a modest shift toward rail, where feasible.

Although liquefied natural gas (LNG)-powered vessels are somewhat insulated from fuel price volatility, the majority of the global fleet continues to rely on low-sulfur diesel with scrubber systems to meet emissions requirements, leaving most operators exposed to rising fuel costs.

As the industry approaches peak season, the outlook is defined by a combination of cautious demand expectations, disciplined capacity management based on financial impacts, and escalating supply chain operating costs being passed along. The result is a market environment where volatility is likely to persist, and stakeholders across the supply chain will need to remain agile in response to significantly evolving conditions.

Container shipping sector likely will see some significant changes and increased complexities in getting equipment, stability in bookings/sailings/ERDs and rate impacts.

Transportation Go! unveils star-studded agenda in Chicago

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The speaker lineup for Transportation Go! April 8-9 at the InterContinental Hotel Magnificent Mile in Chicago is bound to turn heads. With a stacked roster, including Mike McCoshen, Administrator of the Great Lakes St. Lawrence Seaway Development Corporation and FMC Commissioner Max Vekich, and a newly expanded agenda, the conference will make value-added supply chain waves through vibrant discussions that will stop attendees in their tracks.

Other confirmed speakers include:

  • Gene Seroka, Port of Los Angeles
  • Patrick Fuchs, Surface Transportation Board
  • Sten Konst, Spliethoff Group
  • Dwight Robinson, LA Grain
  • Anthony Fisher, U.S. Maritime Administration
  • John Wolfe, Northwest Seaport Alliance
  • Jonathan Gold, National Retail Federation
  • Andy Bradfield, Iowa Interstate Rail
  • Jody Peacock, Ports of Indiana
  • Mark Wegner, Twin Cities & Western Railroad
  • Brent Bois, Calhoun Truck Lines
  • Max Fisher, National Grain and Feed Association
  • Carlos Pozuelo, Barnes and Thornburg
  • Ken Carey, St. Lawrence Seaway Management Corporation
  • Ted Prince, Tri-Cities Transload
  • Richard Hyde, British Consul General
  • Peter Hirthe, Great Lakes St. Lawrence Seaway Development Corporation
  • Brian Oszakiewski, American Great Lakes Ports Association
  • Libby Ogard, Prime Focus LLC

New to the agenda in 2026 is a boat reception on Chicago’s First Lady, sponsored by the Illinois Soybean Association (ISA). Sponsors also include the Illinois Department of Agriculture, South Dakota Soybean Research and Promotion Council, Wisconsin Soybean Marketing Board, Minnesota Soybean Research & Promotion Council, Ports of Indiana, North Dakota Soybean Council, Calhoun Truck Lines, Kaleris, Indiana Soybean Alliance, Profinium, Tri-Cites Intermodal, Friederichs Seed, Scoular, Port Milwaukee, Northwest Seaport Alliance and Duluth Cargo Connect.

In addition to the conference, event host U.S. Identity Preserved Alliance will hold their annual meeting at the same location on April 7, during which board of director elections will take place, and the annual Alliance Honors will be presented. Register for both events at transportationgo.com.

Updates from TPM26

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By Gary Williams, Director of Transportation and Regulatory Affairs 

United States Identity Preserved Alliance (USIP Alliance) Director of Transportation and Regulatory Affairs Gary Williams was in California last week with the conflict in the Middle East having erupted only scant days before the start of TPM26, the largest global container shipping and supply chain conference, in Long Beach, Calif.

With turbulent global affairs affecting every aspect of the supply chain, there wasn’t a shortage of topics to explore, and robust discussions were the center point of the conference. The Strait of Hormuz was a central focus owing to the turmoil in the Middle East. During the first day of programming, ONE’s Jeremy Nixon remarked that the container line has 750 vessels tied up in the Strait of Hormuz. The region can only refine and store oil for roughly 21-25 days without access through the Strait of Hormuz before refining has to cease or dramatically decrease, causing an expected price surge for a barrel of oil. As of now, the market is already anticipating a bunker fuel price increase, which will be felt by consumers and shippers worldwide.

Another constant theme seems to be that the unpredictability related to global trade policy and geopolitical policy has become a backdrop of noise. Companies are learning to not react with sudden announcements and subsequent changes. Additionally, a drawn-out war in the Middle East will likely have winners and losers, but those outcomes can’t be fully known either. In this landscape, shippers seem fixed upon focusing capitalization investments on advanced systems for monitoring, analyzing and providing solutions for how to route, warehouse and inventory container cargo, rather than operational investments based on predictable near-term forward business. Also discussed on the second day, was the uneasiness felt regarding U.S. tariffs. While some carriers have seen a shift in trade lanes as different “dance partners” pick up slack created by tariffs, most stakeholders have adapted the mindset not to panic because whatever is in the air today is likely to change tomorrow. The scope of planning is for a more distant day in the future, more in the order of 8-10 years, when the U.S. has repositioned trade agreements, and a new normal takes place.

Throughout the conference, we heard that different supply chain participants on the export side struggle with solving the continual changes of earliest return dates and how to shift it to a “reasonable” and more stable environment. In conversations led by USIP Alliance, we’ve had a good amount of support on our (and others) push for the issue to be addressed.

Lars Jensen, CEO and partner of Sea Intelligence Consulting, wrapped up the 25th annual TPM conference. Jensen predicted consolidation among Asian carriers, gave his thought that Alliances stand a good chance of changing in the next few years, with MSC and CMA remaining on their own, and a further possibility that the canal America once considered to build across Nicaragua may still happen, but this time spearheaded by China.

All of these same themes and issues – and more – will be discussed at Transportation Go! April 8-9 in Chicago.

Seaway synergy: Highway H2O unlocks Great Lakes potential

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Competitive shipping relies upon resiliency, reliability and redundancy. Coupled with the opportunities that geopolitics, European Union and United Kingdom policies and shifts in trade partnerships bring, the Great Lakes hold potential opportunities not seen in the past decades.

The 20th annual Highway H2O Conference drew a crowd to Toronto for three days of discussion about these topics and the future of the bi-national St. Lawrence Seaway. The Seaway’s unique shared governance between Canada and the United States framed the event, reminding attendees that decisions on one side of the border ripple across all the Great Lakes.​ SSGA Director of Transportation & Regulatory Affairs Gary Williams attended and spoke at the event, hosted jointly by the St. Lawrence Seaway Management Corporation (SLSMC) and the U.S. Great Lakes St. Lawrence Seaway Development Corporation (GLS).

The attendees reflected the system’s complexity and potential. They included leaders of the two operating entities of the Seaway, including Administrator Mike McCoshen from the GLS and SLSMC President Jim Athanasiou, alongside shippers, freight brokers and forwarders, port and terminal leaders, regulatory and governmental agencies, and other Lakes/Seaway stakeholders. Their conversations carried a common thread: capacity exists on the system today, but realizing its competitive edge will take coordination, investment and a new way of thinking about freight.​

Williams presented about SSGA’s trade revitalization program designed to educate importers and exporters on the advantages of the Seaway and to actively address barriers that keep volumes below the corridor’s true capacity.​ The program is supported by the Ohio Soybean Council, Minnesota Soybean Research & Promotion Council, Wisconsin Soybean Marketing Board and Illinois Soybean Association.

At the heart of Williams’ story was the idea that the Seaway is not just an alternative route, but a strategic piece of a diversified transportation portfolio. He outlined how the corridor can complement rail, truck and coastal ocean routes, offering resilience, cost-competitiveness and environmental benefits that appeal to cargo owners looking for redundancy and lower emissions. Yet, he was direct about the challenge: lower current trade volumes can make it harder to build frequent services and justify new infrastructure, even though the physical capacity is already in place.​

Containerization entered the discussion as both a challenge and an aspiration. While some attendees talked about the long-term goal of establishing a dedicated feeder system on the Lakes, Williams urged the group not to wait for a perfect future model. Instead, he encouraged them to build the container market incrementally, leveraging the flexibility of many vessels already entering and leaving the Seaway that can carry containers alongside other cargoes.​

Williams invited stakeholders from across the value chain to join the trade revitalization program and deepen their understanding of the corridor’s potential. He pointed to the upcoming Transportation Go! conference April 8-9, 2026, in Chicago as a next touchpoint, encouraging participants to continue the conversation there and help shape solutions that turn today’s ideas into tomorrow’s sailings.

MARAD, FMC nominees call for bold action

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Compiled by Gary Williams, Director of Transportation & Regulatory Affairs  

President Donald Trump’s newly nominated Maritime Administration (MARAD) chair, Stephen Carmel, appeared before the Senate Commerce Committee on Oct. 22 to pledge an aggressive focus on supply chain safety, connectivity and enhancing efficiency across America’s freight corridors.  

Carmel, bringing decades of leadership experience from roles as president of U.S. Marine Management and executive at Maersk Line Limited, opened his testimony with a message of strategic urgency: 

“A strong maritime sector is not nostalgia – it’s strategy. It means resilient supply chains we control; credible logistics for our joint forces; good jobs across our coasts, rivers and Great Lakes; and the freedom to move what America needs, when and where America needs it – under our own flag. We will not be the generation that stood on the sidelines and passively watched our noble industry die. We will be the generation that rebuilt it – stronger, smarter, faster and ready.” 

Carmel, a graduate of the U.S. Merchant Marine Academy with hands-on sea experience, is seen by congressional supporters as a policy expert and operations leader. Committee Chairman Ted Cruz (R-Texas) praised Carmel’s qualifications, stating he is “well versed in maritime operations and security,” and is expected to provide strategic advice for federal maritime policy. 

In parallel, President Trump’s nominees for the Federal Maritime Commission (FMC), Robert Harvey and Laura DiBella, outlined their vision to the committee. Harvey, referencing his background in securities litigation and financial regulation, emphasized, “Nothing gets an industry member’s attention like an enforcement action.”  

He promised close scrutiny of carrier alliances to root out anti-competitive practices and affirmed his goal to ensure that “FMC maintains a competitive and reliable international ocean transportation system and protects U.S. consumers, exporters and importers from unlawful, unfair and deceptive ocean transportation practices.”  

DiBella pointed to the realities of global carrier consolidation and asserted the FMC’s central role in ensuring American shippers are treated fairly despite these conditions, saying, “The carriers make the market. However, we need to provide some good oversight.” 

Both FMC nominees endorsed the Ocean Shipping Reform Act of 2022, but flagged ongoing concerns with detention and demurrage, calling for the agency to do more to “uncover efficiencies and why cargo is delayed.” Harvey noted the importance of encouraging innovation through regulation, arguing that fair and competitive markets will attract the private capital needed to solve chronic supply chain problems. 

Carmel used his appearance to urge more robust federal support to counter China’s global dominance in shipping, and he called for U.S. ports to adopt advanced technology to boost productivity.  

“We need to be using technology to leverage our labor and allow them to be more productive. We should use tech not to displace jobs, but to enhance them,” Carmel said.  

He warned that U.S. shipbuilding and merchant marine industries are “on a lifeline” and voiced support for the bipartisan SHIPS for America Act, which would foster domestic shipbuilding and expand the U.S.-flag fleet.  

On the need for demand generation, Carmel stated, “For ships in the international trade, we can’t build them at all. We don’t carry our own commerce. We need demand generation.” 

The Senate Commerce Committee, under Chairman Cruz, has yet to schedule a confirmation vote, with additional hearings expected on maritime policy priorities, including shipbuilding, workforce development, and initiatives such as the Martial Action Plan. Bipartisan leaders like Senator Dan Sullivan (R-Alaska) emphasized that U.S. shipyard capacity and workforce resiliency are essential to offset international competition, particularly from China, and to protect U.S. strategic and economic interests in regions such as the Arctic. 

For more information about the nominee hearings, read this article from Journal of Commerce.

Section 301 maritime tariffs take effect: What shippers need to know

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By Gary Williams, SSG Director of Transportation & Regulatory Affairs

As of Oct. 14, the U.S. Trade Representative’s (USTR) Section 301 tariffs and fees targeting Chinese-built and Chinese-owned vessels officially take effect, marking a pivotal shift in global maritime logistics and port operations.

Under the new rules, China-built vessels will be tracked and assessed a service fee of $46 per ton upon their first U.S. port of entry, with a cap on how many times each vessel can be charged annually. According to USTR documentation, these measures are designed to strengthen U.S. shipbuilding and reduce reliance on Chinese maritime assets.

At the same time, the USTR confirmed that 100 percent tariffs will remain in place on Chinese ship-to-shore cranes, intermodal chassis, and certain cargo-handling equipment, while removing planned duties on shipping containers — a significant outcome for importers and carriers alike. The tariffs on cranes and handling machinery will take effect on Nov. 9.

Most major ocean carriers have indicated their capability to shift fleet deployment strategies to avoid routing Chinese-built ships into U.S. ports, minimizing tariff exposure. Meanwhile, COSCO and OOCL — the two main China-owned container lines — have pledged not to pass the new fees on to customers.

During the ongoing government funding gap, federal agencies have indicated that tariff enforcement and vessel tracking will continue uninterrupted. China, for its part, has implemented reciprocal port fees on U.S.-built and U.S.-owned vessels that mirror the American structure and rates as they rise over time.

Whether or not fees are incurred and passed along at some point will likely never be well known. Shippers do not see the underlying rail rates, ocean carrier allocations, or voyage data that define total freight costs, complicating forecasting and competitiveness. Steam ship lines will set their rates at an equilibrium price that assumes cost off set by rate and volume – same as always. The pricing matrix assures that that shippers and importers would not have any clarity as to the actual math that has gone into a rate.

For SSGA member shippers, the removal of containers from the tariff list represents a notable win. The 100 percent tariff on cranes and chassis remains challenging, especially given the blend of privately owned and steamship-line-operated assets in circulation — but the collective advocacy of U.S. logistics, transportation and agricultural groups helped shape the final outcome into a much more manageable likely outcome than what was imagined when the proposal was first made.

The collaboration of SSGA among other trade associations and exporters, including the American Soybean Association, U.S. Soybean Export Council, Soybean Transportation Coalition, National Grain and Feed Association and the National Retail Federation — played a vital role in ensuring practical input was considered.

For additional details and official documentation, see the USTR October 10, 2025, notice and Section 301 maritime actions.

 

Schneider highlights takeaways from SSGA DC meetings

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Ahead of Soy Connext, an SSGA delegation met with policymakers and agency leaders in Washington, D.C., to advance the association’s transportation and program priorities.

The delegation was led by Jennifer Schneider, newly appointed chair of SSGA’s Competitive Shipping action team, and Gary Williams, SSGA’s director of transportation & regulatory affairs. They held meetings with Federal Maritime Commission (FMC) Commissioners Max Vekich, Rebecca Dye and Daniel Maffei focusing on issues such as Section 301 tariffs on Chinese-built ships, earliest return dates (ERDs) and container availability at inland intermodal points.

Schneider emphasized the positive and collaborative nature of the discussions. A central takeaway was the critical importance of documentation, especially regarding ERDs. FMC Commissioners encouraged SSGA to continue tracking and collecting concrete, evidence-based examples of issues being experienced, their frequency and the impact on business operations to better communicate the actual effects exporters are experiencing.

“What really jumped out to me during my first time in D.C. with SSGA was the willingness of everyone to listen and share pathways that can be followed for seeking solutions,” said Schneider, who works at Puris in Randolph, Minn. “FMC commissioners gave great suggestions on how to navigate within FMC with ERD suggestions. Going forward, documentation will be a key priority for the Competitive Shipping action team and SSGA members.”

SSGA also shared progress on programs with the St. Lawrence Seaway Trade Revitalization program, meeting with newly appointed Administrator Mike McCoshen of the U.S. St. Lawrence Seaway Administration and key staff, as well as with others discussing this and other priorities of SSGA and its Competitive Shipping action team. The visits underscored the importance of collaboration with other organizations on policy and regulatory issues.

During a meeting with Allison Rivera, Vice President, Government and Legislative Affairs for National Grain and Feed Association (NGFA), the participants found common ground on several issues, including higher trucking weights across the nation for transporting agricultural goods. SSGA has been a voice for requesting pressure on U.S. Trade Representative to answer questions and provide clarity on the section 301 tariffs, particularly questions provided by the NGFA.

SSGA’s meetings in Washington also included visits with USDA Animal and Plant Health Inspection Service staff to provide updates and discuss plans for the High Quality Specialty Grains (HQSG) program. Congressional outreach included staff briefings for Reps. Angie Craig (D-MN), Brad Finstad (R-MN) and Rep. Robin Kelly (D-IL).

SSGA seeking clarity from DC on urgent trade matters

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By Gary Williams, SSGA Director of Transportation & Regulatory Affairs 

With the U.S. Trade Representative’s (USTR) proposed tariffs still set for possible implementation this October, grain trade and other impacted industries continue to await clear answers on critical details. Despite repeated outreach, there has been little response from USTR to specific questions raised by stakeholders. 

In recent coordination calls with the National Grain and Feed Association, the National Retail Federation, port authorities, and other groups, there is a growing consensus that the most effective strategy now is to direct advocacy efforts toward legislators and other key influencers. The goal: to press USTR for feedback, details and clarity before the proposed policy takes effect. 

While USTR has acknowledged some points – such as the idea of removing penalties on carriers that own China-built vessels and inviting comments on potential tariffs for China-built ship-to-shore cranes, containers, and chassis – questions remain unanswered regarding the proposed tariffs on China-built vessels arriving at U.S. ports. 

If implemented, the policy could create winners and losers within the shipping industry. Some carriers, like COSCO and OOCL, whose fleets are largely or entirely China-built, may face significant tariff exposure. Others, with more diversified fleets, might reallocate vessels strategically to limit tariff impacts. However, such rerouting could reduce port calls, potentially creating new challenges in container availability and port congestion. Even carriers able to avoid direct tariffs might still impose additional charges on shippers – similar in concept to corridor fees – as a hedge against operational risk. 

For SSGA members, the stakes are high. With fall harvest approaching, contract terms vary: in some cases, customers pay the prevailing rate for container moves; in others, sellers absorb costs above a base rate. Without clarity from USTR, it is difficult to forecast impacts on demand, profit margins and inventory flow. 

Next week, members of SSGA’s Executive Board, staff and the newly appointed chair of the Competitive Shipping Action Team will meet with legislators and federal agencies in Washington, D.C. This issue will be front and center in nearly every discussion, as SSGA continues to voice the urgent need for answers before any tariff changes take effect. 

Keys to collaborating: WSMB partners with SSGA on St. Lawrence Seaway project

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This article was submitted by the Wisconsin Soybean Marketing Board as part of its Transportation Go! sponsorship.

Wisconsin may not have ocean front property, but it does have lakeside property, which some may argue is even better. 

And two of those lakes are great ones – Lake Superior and Lake Michigan – which offer an entrance to the St. Lawrence Seaway and a gateway to European markets for Wisconsin-grown soy. 

To further explore the market export opportunities via the Great Lakes and St. Lawrence Seaway, the Wisconsin Soybean Marketing Board (WSMB) is investing checkoff dollars in various projects, including one with the Specialty Soya and Grains Alliance (SSGA) titled, “St. Lawrence Seaway Revitalization.” 

“As the organization that oversees the investment of Wisconsin soybean checkoff dollars, it’s important that we explore new market export opportunities,” said WSMB President Jonathan Gibbs. “Collaborating with SSGA on this project is essential to continue developing and capitalizing on the opportunities the St. Lawrence Seaway has to offer.” 

Why the St. Lawrence Seaway? 

“Geopolitical and policy shifts, changes in Europe around non-deforestation, sustainability, traceability, regenerative validation and other consumer demands have continued to point toward changing needs,” said Gary Williams, SSGA’s director of transportation and regulatory affairs. “Additionally, if containers can be advantaged by moving through the St. Lawrence Seaway, the possibility exists to recreate an inland supply of containers that is eroding badly due to carrier lines incentivizing their equipment to remain near the landing port – Los Angeles, for example – instead of moving inland.” 

One of the goals of the project is to increase the export of Wisconsin value-added soybeans and other crops through Milwaukee and Superior ports. 

“To reach these objectives our project primarily promotes and educates those that influence and make decisions on transportation routing, so that the St. Lawrence Seaway is considered as a transportation alternative,” Williams said. “It also identifies and helps bring about investment in increasing the different types of cargo to increase overall handle volume and further enabling matching of freight cargo together.” 

Focused on the transportation and shipping of high-value, identity preserved field crops by container, SSGA completed Phase 1 of the project last year, which included a farmer-led trade mission to Rotterdam, Amsterdam, and Antwerp, Belgium, following a See for Yourself Port of Halifax tour in 2023. 

“We held well-attended events with the route decision makers for goods and products moving between the U.S. and Europe in Rotterdam,” Williams said. “Progress will be a long mission and keeping the route at the front of people’s minds is the first step. As volume increases on the Seaway, the attraction will increase due to cost and logistical efficiencies.” 

Recent domestic and international events, from infrastructure disaster to geopolitical instability, underscore the need for exploring viable, alternative trade routes.  

“With a backdrop of pending strikes, global insecurity and potential policy change, along with a disaster that hampered Baltimore for a period of time, our message urging the necessity of having a transportation system that is flexible, adaptable and able to keep continuity resonated,” Williams said. “All seem to agree that the coming decade will be far more disrupted than the last few decades we have navigated through, and the audience is a willing listener to the promotion of the St. Lawrence Seaway.” 

When soybeans leave Wisconsin fields, they don’t magically arrive at end destinations. The amount of effort that goes into making sure that soybeans find their home is surprising to many, but WSMB understands the crucial work that happens in the transportation industry behind the scenes. 

WSMB’s goal of directing checkoff dollars in three core areas – production research, market development and new uses – and improving the profitability for all soybean farmers is reflected in its partnership with SSGA.  

“Whether a Wisconsin farmer delivers to a rail point, a Great Lakes terminal point or Mississippi River location, having viable and competitive transportation avenues to markets has an effect on the basis for all producers,” Williams said. “Collaboration is key in these complex, large solutions such as the one we have embarked upon.”