FORWARD TRANS TERMINAL LLC was built on the 2014 on the territory of KFY "Kizgaldok" in Zangitatinsky district of Tashkent and adjoins to the railway station Chukursai (railway station Chukursay has railway code 8187).
The company's activities are aimed at providing customers different types of transportation services. Acceptance and storage of empty containers,placement and responsible storage of oversized and heavy cargo. Also formation of block trains, freight forwarding services, and other related services.
China Railway Container Transport Co., Ltd. provides customers with railway container launching, railway-water transport, container trains and full-process multimodal transport logistics services.
The company gives full play to its advantages of specialization and networking, and provides customers with high-quality full-process logistics solutions through the integrated marketing service network system of the company, branches (subsidiaries). It also actively develops special logistics projects such as bulk to container, liquid, military transportation, cold chain, etc. to meet customer needs in an all-round way.
The company maintains close cooperation with major domestic ports and well-known shipping companies, has established a collection and distribution network covering major ports, and has a railway container launching information system to achieve full tracking and automatic settlement of railway container launching.
Logistics Orient - are modern logistics centers providing professional warehousing and transportation services for handling customs and commercial cargo
Our centres play a key role for small and medium-sized businesses, providing convenient access to industrial and commercial areas thanks to their strategic location.
Our complexes meet the most modern international standards and fully satisfy the needs of the rapidly developing business in the country.
International shipping & International railway. From China's main ports to ports in Europe, Southeast Asia, the Middle East, Pakistan, etc. International Railway: International Railway LCL from China to Europe; China (Xiamen)-Alataw Pass - Kazakhstan, Uzbekistan, Kyrgyzstan, Tajikistan and Turkmenistan; International sea-rail intermodal transport: Southeast Asian countries - transit in Xiamen - Moscow, Europe and Central Asia. Sea-rail intermodal transport: Japan, South Korea - transit in Xiamen - Moscow, Europe and Central Asia.
Container spot freight rates on the main east-west trades diverged this week after a series of rate hikes held on the transpacific trades, but failed to arrest the continued declines seen on Asia-Europe sailings.
This week’s World Container Index (WCI) from Drewry saw both the Shanghai-Los Angeles and Shanghai-New York legs register week-on-week spot rate increases, while this week’s Shanghai Containerised Freight Index (SCFI), which records quoted rates, suggested that further pricing gains ought to be expected next week.
Notwithstanding the noise around US tariffs, this week’s WCI Shanghai-Los Angeles recorded spot rate increased 10% week on week, to reach $2,726 per 40ft, thus reversing uninterrupted rate declines seen on the route since 9 January, when it stood at $5,476 per 40ft
Meanwhile, the SCFI’s Shanghai-US west coast base port route increased 6% week on week, to today stand at $2,313 per 40ft – last week, the SCFI rate on the same route grew 16% week on week, while the WCI’s Shanghai-Los Angeles shed 6%, indicating the spread between the two indices can be extremely volatile.
The WCI’s Shanghai-New York’s spot rate increased 8% week on week, to $3,894 per 40ft – it too has been continually losing ground since the 9 January high point of $7,085 per 40ft.
This SCFI’s Shanghai-US east coast base port grew 8.5% to $2,580 per 40ft.
Drewry attributed this week’s rebounding rates to a combination of reduced capacity and 1 April general rate increases introduced by carriers.
“Rate stabilisation may be influenced by GRIs and MSC’s blanked sailings, though capacity adjustments vary across alliances.
“Of 57 planned cancellations [globally] over the next five weeks, 30 are on transpacific routes, with 15 from MSC and the Ocean Alliance, while Gemini has yet to announce any,” it explained.
Of course, demand has also remained strong from US importers keen to get goods into the country before new tariffs come into force, although that will likely have ramifications later, said Freightos head analyst Judah Levine.
“With the reciprocal tariffs not being applied to goods loaded before 9 April, we may see a very brief scramble that will push container rates and demand up for the next few days.
“After that though, many importers who’ve built up inventory are likely to be able to reduce or pause orders and shipments until the tariff dust settles.
“This move will see container volumes and rates drop, possibly significantly, soon and could be one factor that will cause a very subdued peak season period this year,” he explained.
One large UK forwarder told that some of its major shippers had “requested that all US-bound shipments on both transatlantic and transpacific be halted until they ask, ‘what the fuck’s going on’”.
Meanwhile, spot rates remained weak on the Asia-Europe trades with the WCI’s Shanghai-Rotterdam leg shedding 3% week on week, to end at $21,304 per 40ft, while the SCFI’s Shanghai-North Europe base port was essentially flat, at $2,672 per40ft.
The WCI’s Shanghai-Genoa leg was down 4% week on week, to $3,031 per 40ft and the SCFI reading for the route declined 2.5%, to $4,056 per 40ft.
Overcapacity on both trades appears to be a growing problem – while rates were always expected to decline post-Chinese New Year, the steepness of the descent has surprised analysts.
“Container freight rates have a strong seasonal tendency to weaken in the period following Chinese New Year. In 2025, however, the decline in spot rates is significantly more negative, than what can be explained by just seasonality,” said Sea-Intelligence Consulting chief executive Alan Murphy.
“This could be the result of an aggressive commercial price war between shipping lines, potentially due to the switch-over to the new alliances, a weakening of the supply/demand balance, or a combination of both,” he added.
According to its data, in the eight weeks since Chinese New Year, capacity on Asia-North Europe has grown 27% year on year.
“Especially for Asia-Europe, it is clear that a highly significant capacity growth is a key parameter in explaining the current spot rate weakness,” Mr Murphy said.
Shippers exasperated with the constant flip-flops in the Trump administration’s trade policy have agreed to transpacific shipping contracts at slightly higher rates than last year.
Linerlytica’s report this week stated that the contract rates were $200/40-foot unit higher than last year.
The contracts include provisions for surcharges should the US Trade Representative’s office succeed in imposing hefty port fees for Chinese-built ships and operators with such vessels in their fleet. This is despite the uncertain outlook for cargo volumes.
Market sources told that any port fees could only be implemented by about November, as the implementation will take six months, given the need to study findings from the public hearings last week.
However, ship owners and operators are covering themselves first by making provisions. Tonnage providers are adjusting their contracts to make it clear that any port fees must be borne by the charterers.
On Friday, the Shanghai Containerised Freight Index showed that Shanghai-US West Coast rose 16% from 21 March, to $2,177/40-foot unit, and the Shanghai-US East Coast rates gained 11%, to $3,194/40-foot unit.
The halt in the sliding rates was attributed to liner operators implementing GRIs on 1 April, and MSC blanking several transpacific sailings.
Linerlytica said: “Weariness over constant changes in US trade policy have pushed shippers to conclude the new transpacific contracts with a small increase over last year’s contracts including provisions for surcharges to cover the proposed levies on Chinese-built ships calling at US ports.
“However, the outlook remains uncertain with cargo demand in March failing behind last year’s level as the weakness is expected to persist for the rest of this year.”
Management at Taiwanese operators Wan Hai Lines and Yang Ming have already stated that they were certain of securing higher transpacific contract rates, citing the unsteady Israel-Hamas ceasefire that would ensure continuous vessel detours round the Cape of Good Hope.
While transpacific rates could rise further, cargo volumes remain uncertain, as hopes of a post-Chinese New Year uptick have faded.
Current projections suggest full-year container volumes will drop by 1.1% in 2025, as the muted cargo demand is expected to last through the usual third-quarter peak season.
The demand outlook for the rest of this year remains uncertain, especially when US president Donald Trump will unleash additional undisclosed tariffs today.
Sure!
Great to see these rates by Rhenus Intermodal here
The Singapore-Rotterdam partnership has seen the first indications that its Green and Digital Shipping Corridor (GDSC) is coming to fruition, with shared bunkering procedures for methanol and bio-methane, and inter-port standardisation for port calls and electronic bills of lading (eBLs).
The two ports collaborate on matters of safety, such as bunkering procedures for new marine fuels, as well as in the digital aspect, adopting shared standards for eBLs and port call optimisation.
Recently at Rotterdam, Shell supplied 100 tonnes of mass-balanced liquefied bio-methane to CMA CGM Tivoli. The move illustrates the possibility of bunkering the now inordinately LNG-fuelled newbuild fleet with a cleaner, but chemically identical, form of LNG, derived from waste-based feedstocks.
Bio-methane, also known as bio-LNG, is generated using methane given off by landfill, sewage, and agricultural slurry, which is able to be harnessed as ship fuel. While bio-methane cannot deliver a 100% CO2 emissions reduction, as a fuel derived from anthropogenic sources of waste, it can help offset oil and gas extraction by harnessing a source of methane which existed at any rate.
The GDSC was established in 2022, when ‘green corridors’ were a relatively new concept. Since then, some 62 have been established.
“We have brought together 28 partners from across the whole value chain of shipping between Singapore and Rotterdam,” a port of Rotterdam spokesperson told. “It’s about defining the standards we can all follow to replace fossil fuels with sustainable fuels.
“These two ports are the number-one and -two bunkering ports in the world, so it’s logical they work together to find solutions.”
Without standardised definitions, ports have little prospect of performing the necessary data exchange and inter-port communication required to enable just-in-time arrival. For example, ports disagree on what is defined as ‘arrival’. This has spurred IMO action in respect of a Maritime Single Window (MSW), which would standardise these definitions.
“We also want to make shipping more efficient, that’s the digital part of it,” the spokesperson added. “So, for instance, when a ship knows exactly when it can make a port call, it can sail as efficiently as possible, reducing the use of fuel.”
One organisation tasked with defining these standards is the Digital Container Shipping Association (DCSA), the same entity that is standardising eBLs, which serve as another component of the GDSC.
Meanwhile, in February, Brazil signed a green corridors agreement with Norway, a trading partner for aluminium oxide, fish, fertilisers, and animal feed. Both countries benefit from sufficient hydro-electric generation to power the majority of their grids.
“We seek to build a sector that combines economic development and environmental responsibility, positioning Brazil as a reference on the global stage,” said Brazil’s minister of ports and airports, Silvio Costa Filho.
But of those 62 green corridors, just six have reached what the Global Maritime Forum describes as a ‘pre-commercial’ phase of development. On the other hand, initiatives such as the Nordic Roadmap, US-Republic of Korea corridors, and the Decatrip project are on hold, Global Maritime Forum notes in its 2024 annual progress report on green shipping corridors.
The Port of New York and New Jersey started 2025 with strong growth in total volume and imports.
In particular, the US port handled 720,747 TEUs in January, which represents an 8% increase compared to the same month last year. Imports showed a 10.5% growth over last January's numbers, totaling 378,632 TEUs, while exports reached 98,706 TEUs, translating to a 5.7% decrease.
Additionally, export empties increased by 11% in January, totaling 241,751 TEUs, and import empties tell by 15.1%.
Meanwhile, the Port of New York and New Jersey recorded a slight (1%) rail volume decline from last January's figure, totaling 52,487 containers, while the 23,241 autos that moved through the Port in January represented a 14.5% decrease compared to the previous year.
