Yusen Terminals will continue operating its marine terminal at the Port of Los Angeles through 2056 under a 30-year lease approved this week by the Los Angeles Board of Harbor Commissioners.
The agreement also calls for Yusen, a unit of Singapore-based Ocean Network Express (ONE), to invest an additional $200 million in zero-emission cargo-handling equipment over the coming years, extending the terminal operator’s longstanding presence at the port and supporting its transition to cleaner operations.
ONE comprises Nippon Yusen Kaisha (NYK Line) (9101.TW); Mitsui O.S.K. Lines (MOL) (9104.TW); and Kawasaki Kisen Kaisha (K Line) (9107.TW), all headquartered in Japan.
Yusen has operated at Los Angeles since 1991 on 232 acres encompassing Berths 212-224. With annual volume of around 1.5 million TEUs, it ranks fifth of six terminals there. In addition to ONE vessels, it hosts calls by Hapag-Lloyd; Hyundai Merchant Marine (011200.KS), Wan Hai Lines (2615.TW); and Yang Ming (2609.TW).
“We greatly value our longstanding partnership with Yusen Terminals and the role they play in the success of our Port,” Port of Los Angeles Executive Director Gene Seroka said in a release. “Their commitment to excellence and willingness to work closely with us have been invaluable, especially in advancing our clean air initiatives.”
Seroka said Yusen responded quickly when the port asked terminal operators to test and incorporate zero-emission equipment.
The terminal currently operates a range of zero-emission and hydrogen fuel-cell equipment, including electric top handlers, forklifts and yard tractors. The additional investment under the lease extension will support further deployment of such equipment.
“We’re proud of the operation we’ve built at the Port of Los Angeles and excited about what lies ahead,” Yusen Terminals President and Chief Executive Alan McCorkle said. “This agreement gives us the long-term certainty to continue investing in our terminal, our people and new technology while providing the reliable service our customers expect.”
Yusen’s operations include stevedoring, terminal operations and specialized cargo handling. It’s one of seven marine terminals at LA, including Maersk’s (OTC: AMKBY) APM Terminals; Everport Terminal Services, a unit of Evergreen Marine; CMA CGM’s Fenix Marine Services; and two West Basin Container Terminals operated by China Shipping and Mediterranean Shipping Co.
Read more articles by Stuart Chirls here.
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Why it matters: The Trump administration said it is reshaping how future Class 8 trucks are engineered to meet federal fuel-efficiency requirements.
The Trump administration is beginning the process of unwinding federal fuel-efficiency regulations for standalone truck engines and other components.
The White House said the National Highway Traffic Safety Administration exceeded its legal authority under a regulatory framework expanded during the Obama administration in 2016, according to a news release.
NHTSA announced Friday that it has adopted a new interpretation of federal law limiting the agency’s authority to regulating the fuel efficiency of complete medium- and heavy-duty vehicles — rather than separately regulating engines, transmissions, tires and other vehicle components.
The action does not eliminate federal fuel-efficiency requirements for commercial trucks. Instead, NHTSA says manufacturers should have greater freedom to determine how an entire vehicle meets federal efficiency requirements, including through improvements to engines, transmissions, aerodynamics, cab designs or tires.
“The Trump Administration is getting out of the way so manufacturers can decide how they want to meet fuel efficiency requirements,” NHTSA Administrator Jonathan Morrison said in a statement.
Morrison said aligning the program with the administration’s interpretation of federal law will lower commercial truck prices and benefit U.S. manufacturers. NHTSA did not provide an estimate of how much the regulatory change could reduce the cost of new trucks.
The interpretive rule takes aim at regulations developed under the Obama administration as part of a sweeping effort to reduce fuel consumption and greenhouse gas emissions from commercial trucks.
Regulatory battle dates to Bush administration
The origins of the federal program predate the Obama administration.
The Energy Independence and Security Act of 2007, signed into law by President George W. Bush, directed NHTSA to establish a fuel-efficiency improvement program for commercial medium- and heavy-duty vehicles.
The Obama administration implemented that mandate beginning in 2011 and expanded it through the Phase 2 greenhouse gas and fuel-efficiency standards finalized jointly by NHTSA and the Environmental Protection Agency in 2016.
The Phase 2 regulations established standards for combination tractors, trailers, heavy-duty pickups and vans, vocational vehicles and certain engines powering tractors and vocational trucks. The standards were designed to reduce fuel consumption and greenhouse gas emissions through model year 2027.
At the time, federal regulators estimated the program would save truck owners approximately $170 billion in fuel costs over the life of the regulations. They also projected that buyers of new long-haul trucks in 2027 could recover the additional investment in fuel-saving technology in less than two years through lower fuel costs.
The rules were also intended to accelerate adoption of technologies ranging from more efficient engines and powertrains to aerodynamic equipment and lighter-weight components.
When fully phased in, regulators projected tractors could achieve up to 25% lower fuel consumption and carbon dioxide emissions compared with equivalent 2018 tractors.
Trump administration challenges NHTSA’s authority over engines
The Trump administration actions on Friday are drawing a legal distinction between vehicles and their individual components.
NHTSA said EISA authorizes the agency to establish a fuel-efficiency program for commercial vehicles, but unlike the Clean Air Act — which gives EPA authority over engine emissions — EISA does not give NHTSA explicit authority to regulate engines or components such as transmissions and tires.
The agency also cited the Supreme Court’s 2024 Loper Bright Enterprises v. Raimondo decision, which overturned the Chevron doctrine governing judicial deference to federal agencies’ interpretations of ambiguous statutes.
NHTSA pointed as well to a recent U.S. Court of Appeals for the D.C. Circuit decision that the agency says found it lacks authority to regulate the fuel efficiency of nonvehicle components.
Under NHTSA’s new interpretation, regulators could continue setting fuel-efficiency requirements for a completed commercial vehicle while giving manufacturers more latitude over which technologies they use to achieve those targets.
Trucking industry had sought flexibility under Phase 2
The emphasis on manufacturer flexibility echoes some of the concerns raised by the trucking and manufacturing industries when the Phase 2 standards were adopted a decade ago.
Industry reaction to the final 2016 rule was generally positive, although fleets and manufacturers emphasized the importance of keeping compliance costs manageable and allowing enough time to develop and deploy new technologies.
American Trucking Associations officials were “cautiously optimistic” when the standards were finalized, according to a news release. ATA said it was pleased regulators had addressed concerns over technology-development lead times and flexibility, while warning that the program’s ultimate success would depend on fleets’ willingness to purchase the new technologies.
Daimler Trucks North America similarly supported the Phase 2 goals but said the rules needed to establish long-term targets for the entire vehicle rather than focusing solely on the engine, while providing manufacturers and customers enough flexibility to determine economically feasible ways of reaching the targets, according to Heavy Duty Trucking.
Other manufacturers also supported the overall efficiency objectives. Paccar said it would meet the standards while delivering fuel-efficient Kenworth and Peterbilt trucks, while Volvo Group North America called improved fuel economy a goal stakeholders could unite around but described the targets as a significant challenge for the industry.
The shift could also carry trade-offs. Engine-specific standards were designed to accelerate deployment of technologies that reduce diesel consumption and greenhouse-gas emissions.
EPA and NHTSA estimated the broader Phase 2 program would save truck owners about $170 billion in fuel costs and reduce CO₂ emissions by roughly 1.1 billion metric tons over the lifetime of covered vehicles.
Removing NHTSA’s engine-level requirements could give manufacturers greater flexibility and potentially lower upfront equipment costs, but the effect on long-term fuel consumption and emissions will depend on how the agency structures its vehicle-level standards.
Existing standards don’t disappear yet
Friday’s action does not immediately repeal the existing medium- and heavy-duty standards.
NHTSA said the interpretive rule establishes the legal foundation for a forthcoming notice-and-comment rulemaking that would formally reset its medium- and heavy-duty vehicle program.
Until that process is completed, the agency said it will exercise its enforcement authority consistent with its new interpretation.
The move also concerns NHTSA’s fuel-efficiency authority and does not, by itself, eliminate EPA’s separate authority under the Clean Air Act to regulate emissions from heavy-duty engines.
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A stolen-load alert in northern Arizona led investigators to roughly $400,000 in recovered cargo across two interstates. Detective Curtis Peery of the Coconino County Sheriff’s Office received notice that a stolen shipment was traveling through the region. He began searching Interstate 40 and located the suspected trailer. Peery then sent identifying information to the company for verification.
The company confirmed the trailer and alerted Peery to another stolen load near Phoenix. That vehicle was traveling on Interstate 10 while Peery continued preparing his northern Arizona operation. Peery contacted Sgt. Jeffrey Gordon of the Phoenix Police Department and provided information about the second truck. Gordon coordinated with an Arizona state trooper to intercept that vehicle.
The trooper stopped the Interstate 10 truck first near Phoenix. Peery remained focused on the original shipment he had located farther north. Twenty minutes later, his team stopped the Interstate 40 vehicle. The two operations recovered roughly $400,000 in merchandise, according to Peery.
One alert expands into two stops
The investigation began with information about a single stolen shipment moving through northern Arizona. Finding that trailer gave Peery a direct connection with the company tracking its missing freight. Confirmation of the first vehicle produced information about another stolen load. That development expanded the operation beyond Interstate 40.
Peery still needed time to position his interdiction team when he learned about the second truck. Calling Gordon allowed another officer to pursue the Interstate 10 vehicle without delaying the northern operation. Both teams then worked separate highways toward the same objective. Their stops occurred about 20 minutes apart.
Gordon described the coordination in a LinkedIn post following the recoveries. He credited communication between investigators with helping bring the operation together. “Powerful things happen when you are paired with the correct team and communication is at the forefront,” Gordon wrote. His post also showed both recovered trucks during the Arizona investigation.
Investigation continues after recoveries
Authorities made arrests during the operations, according to information Gordon provided about the case. Officials have not publicly identified the suspects or announced specific charges. The exact commodities inside the recovered trailers also remain unclear. Additional details about where the original thefts occurred were not immediately available. FreightWaves will update this story if officials provide further information. The confirmed recoveries remain roughly $400,000 between both Arizona stops.
Why It Matters
Stolen freight can move across jurisdictions quickly, making communication critical during an active cargo theft investigation. This case shows how information from one recovery can help investigators locate another shipment before it disappears.
CFCO
Gordon completed the FreightWaves Certified Fraud Compliance Officer course before working this case. He told FreightWaves the training helped him communicate with a cargo theft investigator and ask stronger industry-specific questions. CFCO gives law enforcement industry knowledge they can apply during investigations. “This works for cops too,” Gordon said.
Click here for more articles on cargo theft and freight fraud by Phil Brink.
Deputies recover $150K in New Balance shoes after BNSF boxcar burglary – FreightWaves
Police recover $258K copper load from stolen J.B. Hunt trailer in North Carolina – FreightWaves
The post Arizona police recover $400K in stolen cargo during stops 20 minutes apart appeared first on FreightWaves.
Cargo thieves targeted 605 reported loads across the United States during the second quarter, according to a new Overhaul report. That total rose 5% from the first quarter but fell 5% from one year earlier. May produced the highest share, accounting for 35% of quarterly activity. California and Texas remained the largest state-level hot spots.
The cargo-security company recorded an average of about 202 incidents each month from April through June. That equals roughly 6.7 reported cases daily. Its figures cover thefts reported through sources including law enforcement, insurers and transportation security councils. They do not capture every cargo crime or standalone thefts of trailers, containers or bobtail tractors.
California accounted for 34% of the reports, while Texas represented 18%. Tennessee followed with 13%, Pennsylvania had 10%, and Illinois recorded 8%. Electronics led California targets, followed by food and drinks, clothing and shoes, and miscellaneous goods. Texas incidents most often involved home and garden products, electronics, and building or industrial materials.
Electronics lead targeted commodities
Electronics represented 23% of all recorded cases during the quarter. Miscellaneous cargo ranked next at 20%, while clothing and shoes made up 10%. Those three categories combined for 53% of the activity. Within the electronics category, mixed and miscellaneous shipments led, followed by batteries and panels.
Miscellaneous cargo showed the sharpest rise among the larger product groups. Reports involving that category increased 38% from the first quarter and 84% from the same period last year. Clothing and shoes climbed 25% quarter over quarter and 4% year over year. Building and industrial freight also increased across both comparisons.
Friday accounted for 18% of incidents, the highest share of any day. Early morning activity between midnight and 6 a.m. made up 28% of reports. The next two six-hour periods each held similar shares. That timing leaves little room for a delayed response when a shipment stops moving.
Warehouses, truck stops and rail sites draw attention
Pilferage accounted for 46% of the incidents, making it the most common event type. Full truckload theft followed at 21%, while facility theft represented 16%. Deceptive pickup made up 11% of recorded activity. Texas had the largest share of full truckload theft reports.
Warehouses and distribution centers accounted for 37% of locations where the data identified a site. Truck stops and fuel stations followed at 15%, while rail locations represented 11%. California, Tennessee and Texas recorded most warehouse-related cases. Illinois, California, Arizona and Tennessee led rail theft reports.
The report identified Southern California as a major concentration point during the past 12 months. The region within 200 miles of Torrance accounted for 37% of recorded U.S. thefts. The area averaged 81 incidents per month, up 28% from the prior period. Nearly seven in 10 cases occurred within 50 miles of Torrance.
Southern California deceptive pickups rise
Pilferage remained the leading method in the Southern California zone, representing 45% of cases. Deceptive pickup increased from 24% to 28% compared with the previous analysis. Warehouse and distribution center locations accounted for 55% of activity there. Electronics, clothing and shoes, and food and drinks drew the most attention.
The report notes that recent reports can increase after publication because incident information often arrives late. Overhaul updates earlier totals when comparing current activity with past periods. The figures show reported cases, not a complete count of every cargo theft nationwide.
Why it matters
Cargo theft risk remains concentrated around major freight hubs, but the methods and locations vary widely. Shippers, brokers and carriers need to verify the people, equipment and business behind every shipment before release.
CFCO perspective
In my opinion, CFCO training gives freight teams a practical framework for recognizing and responding to deceptive pickup risks. It reinforces a simple discipline: When something does not look right, slow down and confirm the details before freight moves.
Click here for more articles on cargo theft and freight fraud by Phil Brink.
Deputies recover $150K in New Balance shoes after BNSF boxcar burglary – FreightWaves
Police recover $258K copper load from stolen J.B. Hunt trailer in North Carolina – FreightWaves
CBP finds $9.5M in meth hidden inside detergent shipment at Texas border – FreightWaves
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Why it matters: The latest bankruptcy filings show financial pressure continuing to work through the freight economy, with both small carriers and larger logistics and distribution companies confronting debt loads, thin asset bases and restructuring challenges.
A wave of bankruptcy filings swept through the freight and logistics sector from late July through Aug. 25, hitting trucking companies, freight forwarders, distributors, warehouses and other supply-chain businesses across the U.S.
At least 21 transportation and logistics-related companies included in bankruptcy filings reviewed by FreightWaves sought Chapter 7 liquidation or Chapter 11 protection during the period.
The companies range from single-truck carriers to national distributors with hundreds of millions of dollars in assets and liabilities.
The filings underscore how financial hardship remains uneven across the freight economy, with small trucking companies struggling alongside larger logistics and distribution businesses.
Among the largest was BFG Supply Co. LLC, an Indianapolis-based horticultural and agricultural supply distributor that filed for Chapter 11 protection Aug. 18 in Delaware. The company estimated both assets and liabilities between $100 million and $500 million and reported more than 100,000 creditors.
BFG operates a national network of 15 warehouses carrying more than 100,000 SKUs from over 1,000 manufacturers. The company had approximately 454 employees as of April, according to information compiled with the bankruptcy filing.
Several of the filings involved trucking companies with only a handful of power units.
Anchor South Transport LLC, an Albertville, Alabama-based carrier with 14 trucks and 12 drivers, filed for Chapter 11 protection July 28. The carrier reported nearly $1.4 million in assets against approximately $2.2 million in liabilities, with banks and other financial institutions holding secured claims against equipment.
Court schedules put Anchor South’s assets at $1.396 million, including more than $1.1 million in machinery, equipment and vehicles.
Black Lion Transportation and Truck Repairs LLC of Peachtree Corners, Georgia, filed for Chapter 11 bankruptcy July 29. The company estimated both assets and liabilities between $100,001 and $500,000 and elected to proceed under Subchapter V, a streamlined Chapter 11 process for qualifying small businesses.
Black Lion Transportation and Truck Repairs’ creditor list includes Renasant Bank, which held claims tied to a 2023 Peterbilt 579 and two 2023 Great Dane trailers. The filing also lists tax, toll and other business debts.
Kings of the Road Transport LLC, based in Sanford, Florida, filed for Chapter 7 liquidation July 28. Court schedules show just $77,000 in assets — all machinery, equipment and vehicles — against $393,380 in liabilities.
Another notable trucking bankruptcy came from Stoneman Trucking LLC of Breckenridge, Michigan, which filed for Chapter 11 protection Aug. 11. The company elected Subchapter V treatment. Its schedules list about $1.03 million in assets against $892,187 in liabilities, including $774,000 in secured claims and $118,187 in nonpriority unsecured claims.
PLR Transport Inc. of Pembroke Pines, Florida, presented one of the sharpest asset-to-debt imbalances among the trucking filings. The carrier filed Chapter 7 on Aug. 21 with just $21,520 in assets and nearly $5.33 million in liabilities, including more than $5.25 million in nonpriority unsecured claims.
PJM Distributors LLC of North Miami Beach, Florida, also filed Chapter 7, on Aug. 12. Its schedules list $125,086.94 in assets and $464,342.13 in liabilities. The company told the court that after administrative expenses are paid, no funds are expected to remain for unsecured creditors.
Other small carriers seeking liquidation included Aneiro’s Trucking LLC of Moreno Valley, California; R3 Hauling LLC of Northbrook, Illinois; AP Freight Inc. of Lake Zurich, Illinois; and DD Freight Express Inc. in the Chicago area.
Aneiro’s, which has six trucks and six drivers, listed assets of up to $100,000 and liabilities between $100,001 and $1 million. R3 Hauling, a one-truck carrier, reported the same asset and liability ranges, while one-truck AP Freight reported both assets and liabilities of no more than $100,000.
DD Freight Express filed Chapter 7 on July 27. The carrier previously reported 40 power units and 40 drivers in federal records, although its bankruptcy filing listed eight tractors among its owned assets. The company reported at least $223,000 in assets and only $2,930 in liabilities.
Financial stress reaches freight forwarding, warehousing
The filings extended well beyond motor carriers.
Jet-Speed Logistics (USA) LLC, an international freight forwarder and customs broker, filed Chapter 11 in Illinois on Aug. 25. The company estimated assets of $50,000 to $100,000 and liabilities between $1 million and $10 million, with between 200 and 999 creditors.
Jet-Speed continues to provide international freight forwarding and customs brokerage services and operates as a licensed non-vessel operating common carrier under the Jet-Speed Ocean Line name.
Inclusive Logistics LLC, an El Paso, Texas-based cross-border logistics provider, filed Chapter 11 on Aug. 8 with estimated assets and liabilities of $1 million to $10 million and between 50 and 99 creditors.
The company operates two warehouse facilities totaling about 113,000 square feet and provides foreign trade zone, customs and ocean transportation intermediary services along the U.S.-Mexico trade corridor.
Royal Cold Storage Inc., a Beverly Hills, California-based refrigerated warehousing provider, filed Chapter 11 on Aug. 25. It listed both assets and liabilities below $50,000 and between one and 49 creditors. The company historically operated a 118,000-square-foot facility with capacity for 14,500 pallet positions.
Other Chapter 11 filings included America Enterprice LLC, a long-distance truckload carrier in Zuni, Virginia; Great Southern Copackers LLC, a beverage contract manufacturer in Lakeland, Florida; Emil’s Produce Corp., a Brooklyn produce wholesaler; NJS Partners Inc., a New York seafood wholesaler; ML Imports Inc., a New Jersey consumer goods distributor; and The Power of Peek Trucking Company LLC of Lithonia, Georgia.
ML Imports’ filing followed substantial litigation. The company’s compiled records indicate it had been hit by court-ordered disgorgements stemming from litigation over diverted corporate opportunities and trademark infringement. The business listed both assets and liabilities between $1 million and $10 million.
The Power of Peek, meanwhile, operates just two trucks and filed Chapter 11 with estimated assets between $500,000 and $1 million and liabilities between $100,000 and $500,000.
Bankruptcy filings, July 27-Aug. 25
| Company | Location | Filing | Business | Assets | Liabilities | Key detail |
| DD Freight Express Inc. | Chicago area | Ch. 7, July 27 | Trucking | At least $223K | $2,930 | Previously 40 trucks/drivers; filing lists 8 tractors |
| Anchor South Transport LLC | Albertville, AL | Ch. 11, July 28 | Trucking | $1.396M | About $2.2M | 14 trucks, 12 drivers |
| Kings of the Road Transport LLC | Sanford, FL | Ch. 7, July 28 | Trucking | $77K | $393,380 | Assets consist of vehicles/equipment |
| Black Lion Transportation and Truck Repairs LLC | Peachtree Corners, GA | Ch. 11, July 29 | Trucking/truck repair | $100K-$500K | $100K-$500K | Subchapter V |
| D.A.R. Carrier Inc. | Oak Lawn, IL | Ch. 11, July 30 | Trucking | $1M-$10M | $1M-$10M | 1 truck, 1 driver |
| Power of Peek Trucking Co. LLC | Lithonia, GA | Ch. 11, Aug. 4 | Trucking | $500K-$1M | $100K-$500K | 2 trucks |
| R3 Hauling LLC | Northbrook, IL | Ch. 7, Aug. 6 | Trucking | $0-$100K | $100K-$1M | 1 truck, 1 driver |
| ML Imports Inc. | Edison, NJ | Ch. 11, Aug. 7 | Consumer goods distribution | $1M-$10M | $1M-$10M | Filing followed significant litigation |
| Inclusive Logistics LLC | El Paso, TX | Ch. 11, Aug. 8 | Cross-border logistics | $1M-$10M | $1M-$10M | 2 warehouses, 113K sq. ft. |
| Stoneman Trucking LLC | Breckenridge, MI | Ch. 11, Aug. 11 | Trucking | $1.03M | $892,187 | Subchapter V |
| NJS Partners Inc. | Port Chester, NY | Ch. 11, Aug. 11 | Seafood wholesale/distribution | $100K-$500K | $100K-$500K | Operates as LP Wholesale Seafood |
| PJM Distributors LLC | North Miami Beach, FL | Ch. 7, Aug. 12 | Distribution | $125,087 | $464,342 | No funds expected for unsecured creditors after administrative costs |
| Emil’s Produce Corp. | Brooklyn, NY | Ch. 11, Aug. 12 | Produce distribution | $100K-$500K | $1M-$10M | 2 power units |
| BFG Supply Co. LLC | Indianapolis, IN | Ch. 11, Aug. 18 | Agricultural/horticultural distribution | $100M-$500M | $100M-$500M | 15 warehouses; 100K+ creditors |
| AP Freight Inc. | Lake Zurich, IL | Ch. 7, Aug. 19 | Trucking | $0-$100K | $0-$100K | 1 truck, 1 driver |
| Great Southern Copackers LLC | Lakeland, FL | Ch. 11, Aug. 20 | Beverage manufacturing/distribution | $1M-$10M | $1M-$10M | 75K-sq.-ft. facility |
| PLR Transport Inc. | Pembroke Pines, FL | Ch. 7, Aug. 21 | Trucking | $21,520 | $5.33M | More than $5.25M unsecured |
| Aneiro’s Trucking LLC | Moreno Valley, CA | Ch. 7, Aug. 24 | Trucking | $0-$100K | $100K-$1M | 6 trucks, 6 drivers |
| Royal Cold Storage Inc. | Beverly Hills, CA | Ch. 11, Aug. 25 | Refrigerated warehousing | $0-$50K | $0-$50K | Historically 118K sq. ft., 14,500 pallet positions |
| Jet-Speed Logistics (USA) LLC | Illinois | Ch. 11, Aug. 25 | Freight forwarding/customs brokerage | $50K-$100K | $1M-$10M | 200-999 creditors |
| America Enterprice LLC | Zuni, VA | Ch. 11, Aug. 25 | Trucking | $500K-$1M | $500K-$1M |
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