Speaker 1
Well, hello there and welcome to the Business Viewpoints podcast. I am Lance Reynolds, division executive for the South Central Division with Wells Fargo, a commercial banking business, and excited to talk about current trends that are driving financing activity in the Jones Act vessel market. With me today is Brett. You would. Brett, why don't you introduce yourself?
Speaker 2
Thank you, Lance, and happy to be here. My name is Brett Hewitt. I'm the executive director, specialty industries, marine group at Wells Fargo Bank. I'm based in Austin, Texas. Been with Wells for about eight years and covered the commercial maritime industry for about the last 18 years. So happy to be with you today, Lance.
Speaker 1
Great and excited to be here. So let's jump into the discussion. Brett, what are some of the core markets that our specialty industries marine Group covers?
Speaker 1
We provide dedicated, specialized market coverage to companies that operate fleets of vessels across the US. These fleets of vessels have to be registered and monitored by the U.S. Coast Guard. So think tugboats, barges, commercial ships, dredges, crane barges offshore supply vessels. We've even financed wind turbine installation vessels. So a pretty unique niche market. Our clients typically move commodities like grain, petroleum products, construction, aggregates, coal, forest products, and they transport these cargoes in a large bulk sized shipment along various inland and coastal U.S. waterways.
Some of these operators, dredging contractors, specialize in dredging and deepening ports and waterways, ensuring safe navigation across all of the inland and coastal U.S. waterways. And it's really an interesting and unique market. We kind of define it as a niche market, which is supported and held up by what's called the Jones Act. Jones Act is a federal law keeps foreign competition out was established in 1920. And it really creates a unique market for us as a bank to lean into and provide value added services to.
Speaker 1
When we are providing those value added services. What are some of the ways that we try to differentiate from other banks when we are serving our clients?
Speaker 2
To my knowledge, Wells Fargo is the only U.S. bank that has one relationship manager that covers the entire commercial maritime industry nationally. We believe this allows us to have more meaningful, industry focused conversations that lead to deal structures and product specific solutions. Bottom line, I believe we can deliver our solutions faster, documenting them correctly and efficiently, and provide more value to our clients that can build better long standing relationship.
Speaker 1
So we really like our strategy and game plan around how we cover this market. When you talk about relationships, Brett, what are some of the ways that equipment financing can help broaden a relationship as you think about full banking relationships?
Speaker 2
Equipment finance is an important part of what we do at Wells Fargo Bank. Often times, people will refer to equipment finance, is like the tip of the spear approach and how we look to service our clients equipment, finance transactions. You tend to see more deal opportunities in a calendar year than what other, more longer lead time bank products might see.
So in equipment finance, specifically in the commercial maritime sector, the deals are large, so they become a meaningful part of a client's capital structure. That's driven by fleet newbuild programs or fleet refurbishment programs. So when you're providing an equipment finance, loan or lease product to this niche market, oftentimes it might be a $20 million, $40 million, sometimes $220 million solution.
So pretty quickly, as a provider, you establish yourself as a trusted financial advisor to the client. And by way of that, you end up looking to establish a full bank relationship. So a lot of times, what we can help the bank provide to our clients, that ends up being the beginning of what develops into a full relationship, and that's, that's our goal, is to do as much as we can for a client and be helpful and meaningful, but eventually be their most important preferred bank.
Speaker 1
Solving problems and adding value is core to what we do. So fantastic. How does Wells Fargo view the current commercial maritime landscape? It's certainly an interesting time right now it is.
Speaker 2
Well, I would say by and large we as a bank view this industry very favorably. You've got long tenured operators with stable and consistent cash flows. Sometimes we see operators in the commercial maritime space have balance sheets that end up at some point in a cycle carrying higher leverage, a higher leverage profile than what a typical middle market credit of equal size might carry.
And that's two, as we mentioned, you know, high CapEx requirements for these operators to maintain their large fleets. But I'd say fundamentally, the commercial maritime industry is mostly made up of privately owned, multi-generational family businesses that enjoy the protection of the Jones Act we were mentioning. So as a lender, Wells Fargo likes the fact that this industry is protected from foreign competition, has very stable companies, well known brand names to lend to that have defined market positions that have been established for decades.
And another interesting point to Lance is that if you think about this industry and we lend to it for vessels, these vessels are required to be maintained and regulated by the U.S. Coast Guard, inspected annually or inspected every couple of years, but that's regulated and mandatory. So we as a lender know that our underlying collateral that secures our deals is always maintained, held to a high safety standard, and it's required to be kept in good working conditions. So that adds to our comfortability and why we like this industry.
Speaker 1
Where some of our commercial maritime clients investing.
Speaker 2
Yeah, it's always interesting to kind of see where money flows in and around this industry. And there are different trends that tend to drive at a lot of this maritime sector is an industry that moves commodities that can be cyclical. So I'm seeing companies look to invest in areas where they can get a good return on putting new assets into service.
You're seeing a lot of ship assist companies that are investing in the vessels that dock and escort incoming and outgoing international blue water vessels. We don't do much in the international blue water space, but our port clients that escort those vessels in and out, they're building high horsepower, high spec tugs. Currently, we're seeing various operators in the Inland Space invest in new towing vessels and barges that move these commodities.
Speaker 2
So you have to watch out for at what point in the cycle you are oftentimes and pick operators that are smart and astute around managing those cycles. But it is a heavy cap industry. So it's it's one we always like leaning into and trying to find ways to grow relationships.
Speaker 1
It's a great point. You mentioned the ship is just market bred. That market has been strong. What's been driving that activity?
Speaker 2
Ship assist one of my favorite subsectors within the commercial maritime space, you really have about 10 or 12 companies nationally that are positioned with a network of ports that they serve. And really dominant market positions in those ports. In some cases, there might be only 2 or 3 operators in a port, and they each have a revenue share of the pie.
And these companies are very, very well established. I think they're doing well in particular today because in general you have more incoming ship arrivals. Part of that is being driven by an increase in petroleum product exports that the U.S. is seeing over the last few years. It's not up here today, gone tomorrow trend. I think in general, we are a very good producer of petroleum products in the United States.
So ship assist companies see more of the international vessels that come in and out to move those products. Those products are also being moved domestically. So as the economy grows, as the demand for petroleum products continues to lag up each year, this ship assists market certainly benefits from that. This industry sector also is doing really well today because of a component in their business, which is called a customer fuel surcharge.
So fuel cost for a ship assist operator is a pass through to their shipping customer to ship. They're moving with their tug. They charge that shipping customer a fuel surcharge, but they set the price of diesel in a contract. And as the cost of diesel goes up, they have a way as a ship assist company within their contracts to monetize that fuel price.
So they actually make more off of that fuel price. When you see a spike in the cost of diesel like we've seen in the last three months. So that's been leading to stronger financial performance. And then I think just in general economic growth in our country as the economy expands, more import and export activity, these ship assist companies move more container ships, dry cargo, large bulk carrier vessels, more cruise ships coming in and out of parts.
The ship assists market. It's kind of like a leading indicator for the overall market because they touch and support everything that's coming in and out of our country. Kind of a good indicator of just what's going on in the economy. So I love following them closely, hearing their perspective and then helping us make informed decisions when we look to support their business.
Speaker 1
You mentioned both liquid and dry cargoes. How are the inland operators performing as either sector, either liquid or dry cargoes in better this year?
Speaker 2
That's always an interesting question because some of these larger inland operators, they do both. They'll move both liquid cargoes and dry cargoes. And just to explain that a little bit further, obviously liquid cargoes are going to be mostly refined petroleum products and chemicals that get moved from refinery to industrial plants or moving to fuel needs of an energy need or a power need, or just getting to consumers for their gas use.
Liquid cargo operators seem to be doing a little bit better today. So far, year to date through 2026, the dry cargo market operators on the inland waterways that are moving dry cargoes such as grains such as coal, such as construction aggregates, that seems to be while still doing okay, not doing as well as the liquid cargo movers and some of that.
I think it's out of the shippers control. A big part of what gets moved on the inland waterways. Dry is grain for the export market. So 2025 was a slower year. 2026 seems like the grain markets are improving a little bit, but you have seasonality in that business. It's driven by the harvest of when grain gets harvested and then shipped.
And in some cases, the sellers of that product hold their grain in storage until the international buyer is willing to pay a higher price. So right now, it's a competitive international market for grain. And so our customers, while they see a decent amount of dry cargo moves, a lot of it is still being stored waiting for a better or stronger buyer.
So I think these clients that we're talking to, they're hoping that the fall harvest for 2026, which looks to be a great grain crop again, is going to see more, get sold to the international market and have to be shipped. And that's exactly what our clients do, is move this grain to where it needs to be sold and where it's going.
Speaker 1
Excellent. Are there any specific types of assets that we're very actively financing right now? Right. Yeah.
Speaker 2
There are in this space, we have customers building new tank barges to replace older ones. So you're seeing 10,000 barrel, 30,000 barrel tank barges being built. Not many built on the larger size that move liquid cargoes. Coastal moves. That market is a good supply demand mix. But we're seeing some replacement builds for tank barges. We're seeing some orders of dry cargo hopper barges, financing a few new build programs there.
But one thing, Lance, that's just been a trend probably across all industries the last five years coming out of COVID is just then the increase in the cost to build new assets. So vessels are built at shipyards. Shipyards have experienced a lot of inflation. That's both the increased cost of components and engines and steel, but even more so, the cost of labor paying welders and machinists who at the shipyards build this equipment.
So if a hopper barge today costs somewhere around $950,000 to $1 million to build one hopper barge seven years ago, that same barge costs $550 or $600. So costs are up, which is almost acting as like a governor or regulator to this industry not being overbuilt, which I think is a good thing.
Speaker 1
So, Brett, you mentioned port activity earlier. What are some of the ports you're seeing significant growth and why?
Speaker 2
Well, Lance, this might be my favorite question on the podcast talking to some of our ship assist clients on the East Coast and the Gulf Coast. An East Coast operator recently told me that tanker rivals are up 13% year to date, and a lot of that activity is driven out of New York City and Philly, where you're seeing an increase in export volumes for liquefied petroleum gas and general petroleum products going over to Europe.
I think that's an interesting trend. Also recently spoke with the largest Houston based ship assist company that covers all ports across the Texas coast. And this company told me that for the week of June 1st through June 7th, the port of Houston saw 68 chemical tanker arrivals the week of June 1st through seventh in this year calendar 26 versus 40 arrivals in that same week in 2025, so almost an increase of 50%.
So clearly, some of what's happening over with the news of the Strait of Hormuz being closed, the world needs energy products. And right now we see our customers benefiting from the fact that the US is stepping up and providing more of that out of several of these ports might be a temporary trend, but definitely something to watch.
Speaker 1
Well, why don't we shift as we wrap up here? Why don't we shift to some of the macro, a lot of discussion around the Jones Act, obviously a lot going on with the global energy landscape. How is the global energy landscape affecting our clients?
Speaker 2
What we've seen play out so far in 2026? The big surprise was the Iran conflict, which had the effect of driving up the cost of petroleum products. With the Strait of Hormuz being impacted and production in some of those facilities in the Middle East coming off line. What we've seen play out in our backyard with these vessel operators is that they have to manage a higher fuel price within their business.
So in some cases, like with ship assist operators, that can be passed on, but in some of the more traditional movements on the inland waterways, our shippers are not able to pass that cost. So the roads and profit margin for them. So we see that also in the dredging contractor market. Dredging contractors serve the U.S. Army Corps of Engineers to work on large projects to support inland waterway infrastructure.
A lot of times, a dredging contractor you're bid to work for, the Army Corps of Engineers is a fixed price contract, and they award it to the lowest bidder. So they set an assumption of their price of fuel for that contract. And if that's a six, nine, 12, 18 month project, in some cases that price moves high and that erodes the margin of that dredging contractor.
So we've seen that impact some people negatively. But people are quickly resetting how they did their jobs and how they set their contracts with their customers to look to pass on the fuel cost in a way that's effective for their business. We've also seen, as I mentioned before, a general increase in domestic petroleum products shipments. So as we're exporting more petroleum products, it's being moved more from point A to point B to point C, and that's driving an increase in activity and an increase in pricing and financial performance for our customers.
I think by and large, what's happening globally, it's a net win for a lot of these Jones Act shippers to just see the increase in production, leading to more moves and more revenues for our customers.
Speaker 1
Excellent. It's certainly a dynamic time in the market. I really enjoyed the discussion today. Brett, great to hear your insight. Really great to see how active we are in the space. So thank you for your time today.
Speaker 2
Yeah. Thank you. Great conversation and we just look forward to continuing to supporting this sector. That's important to us at Wells Fargo Bank. It's been a market we've liked for decades. And we try and establish ourselves as a leader in this space and really enjoyed the conversation and enjoy working with your team and looking forward to getting out there and continuing to do well this year and then help the bank grow.
Speaker 1
Likewise, you've been a great partner. Thanks, Brett.
00:18:12:18 - 00:18:16:11
Speaker 2
All right. Thanks, Lance.
00:18:16:14 - 00:18:37:17
Speaker 3
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