Stevenson University Center for the Study of the Port of Baltimore

04/17/2026

𝗪𝗛𝗔𝗧 𝗜𝗦 𝗧𝗛𝗘 𝗥𝗘𝗟𝗔𝗧𝗜𝗢𝗡𝗦𝗛𝗜𝗣 𝗕𝗘𝗧𝗪𝗘𝗘𝗡 𝗧𝗛𝗘 𝗣𝗢𝗥𝗧 𝗢𝗙 𝗕𝗔𝗟𝗧𝗜𝗠𝗢𝗥𝗘 𝗔𝗡𝗗 𝗧𝗛𝗘 𝗣𝗘𝗥𝗦𝗜𝗔𝗡 𝗚𝗨𝗟𝗙?

THE BALTIMORE PORT OBSERVER
(Issue #1 APRIL 16, 2026)

A Product of the Center for the Study of the Port of Baltimore
Stevenson University

INTRODUCTION
Much of the public discussion related to the war in the Persian Gulf has focused on oil. However, a closer look at the data tells a different story. What has been missing from the discussion is solid, evidence-based research. With the announcement that the Strait of Hormuz has reopened this morning, the following report helps illustrate the relationship between our port and Gulf goods. It answers the broad question: “Exactly what commodities enter the Port of Baltimore from the Persian Gulf nations?”

Researchers at the Center for the Study of the Port of Baltimore at Stevenson University engaged in a project that measured exactly how much cargo—and what types of cargo—entered the Port of Baltimore from the Persian Gulf in 2025. We believe this is an important illustration of Baltimore’s connection to that region. What we uncovered in this project is important, in some ways surprising, and serves to justify the work our Center undertakes on behalf of the public.

OBJECTIVE
The objective of our project was simple, but the methods were complex. We set out to identify which commodities flowed from the Persian Gulf to the Port of Baltimore in 2025. Specifically, we researched how many shipments arrived in Baltimore via the Strait of Hormuz and which commodities were included in those shipments.

METHODOLOGY
Our procedure for determining the answer to our questions was straightforward. Given data detailing imports from the Persian Gulf states, extract the number of shipments received at the Port of Baltimore from the Persian Gulf in 2025, determine the goods involved in those shipments, and categorize which goods were associated with specific Gulf countries and in what amounts.

Our methodology was far more detailed and granular in nature than many other analyses that rely on aggregated data and statistics. Instead, we examined the bill of lading for each shipment imported into Baltimore in 2025. A bill of lading (BoL) is the legal shipping document that serves as a receipt for goods. There is usually one BoL per shipment, and it records 41 columns of information about that shipment. The source for the BoLs used in the project was ImportInfo, an online commercial database focused on U.S. import records.

The dataset represented all BoLs for the Port of Baltimore in 2025, and the resulting spreadsheet was extremely large. With each BoL representing one row of a spreadsheet 41 columns wide, the spreadsheet contained as many rows as there were shipments to Baltimore in 2025. In the case of the Port of Baltimore, the full 2025 dataset had 303,216 rows, or roughly 12.5 million data cells.

After searching that spreadsheet for all shipments originating in the Persian Gulf, passing through the Strait of Hormuz, and being delivered to the Port of Baltimore, the search uncovered 1,103 such shipments.

RESULTS
Tables reflecting our results can be seen in the accompanying images.

SUMMARY OF RESULTS
Shipments to the Port of Baltimore from Persian Gulf countries in 2025 numbered 1,103 and totaled 517,105 US tons. They arrived from eight ports in five Gulf countries.

One commodity, aluminum, accounted for 89.7% of imports from the Persian Gulf by weight. An additional 29,000 tons of raw steel and steel products were imported into Baltimore from Gulf states. Together, aluminum and steel accounted for 95% of all shipments by weight to Baltimore from the Persian Gulf.

Surprisingly, bills of lading reflected no bulk deliveries of Persian Gulf petroleum or petroleum products to Baltimore. Despite the Persian Gulf being famous for oil, not a single ton of petroleum or petroleum products arrived in Baltimore from that region in 2025.

Carpets, carpet flooring squares, and plastic materials constituted roughly 2.75% of the Gulf’s shipments received in Baltimore. The next largest category by weight, household goods and cars, totaled less than 1% of goods delivered to Baltimore. Since the Gulf states have a reputation for their deserts and arid climate, it was also surprising to see logs and wheat as commodities shipped from the Persian Gulf to our port.

DISCUSSION

Aluminum
The absence of bulk petroleum imports to the Port of Baltimore from the Persian Gulf states is explained by the fact that those oil exports are received by US ports on the West Coast and along the Gulf of Mexico. In 2025, Port of Los Angeles / Long Beach received about 47% of all Gulf state petroleum-related exports to the US, and ports in Houston/Texas City, Corpus Christi, and offshore Louisiana, the lion’s share of the remainder. In 2025, Baltimore received far more petroleum-related shipments from Canada in the form of bitumen, roofing flux, and asphalt than it did oil from the Persian Gulf.

Another surprise was that roughly 90% of our port’s imports from Gulf countries were in the form of aluminum. Although Gulf nations lack significant domestic bauxite resources, they import alumina and use their abundant, low-cost electricity to produce aluminum in vast amounts.

Aluminum production is one of the most electricity-intensive manufacturing processes in the world. To manufacture one ton of aluminum, approximately 14-15 megawatt hours/ton is required. In other words, the amount of electricity necessary to manufacture one ton of aluminum from raw materials is equivalent to powering a house continuously for over 52 weeks—lights, appliances, heating, and cooling included. Industry analysts often say that aluminum isn’t just a metal—it’s electricity turned into a solid form. This reflects the fact that its production depends on extremely large amounts of electrical energy (U.S. Energy Information Administration). In contrast, recycling aluminum is far more energy efficient. It requires 500–1,000 kilowatt hours/ton, or the equivalent of about 2-3 weeks of a typical US household’s regular electricity use. Recycling aluminum only uses about 5% of the electricity required for its original manufacture.

Sitting atop vast reserves of petroleum and natural gas, the Gulf nations have an abundance of what is usually the most expensive ingredient in the aluminum manufacturing process: cheap fuel to generate the necessary electricity for production. The low cost of maritime transport makes it economically attractive for Gulf States to import aluminum’s raw materials, bauxite and alumina, as needed. The finished aluminum is then exported worldwide. This is similar to the manufacturing sector in natural resource-deprived Japan.

Of the 463,000 tons of Persian Gulf aluminum that flowed into the Port of Baltimore, the vast majority of this aluminum was produced by Emirates Global Aluminum (EGA) and imported into the United States by its wholly owned subsidiary, EGA America. This reflects a vertically integrated supply chain in which production, export, and U.S. distribution are controlled by the same firm.

Household goods and vehicles
Nearly all of the household goods and cars delivered to the Port of Baltimore from the Persian Gulf region were not new products being sold into the retail distribution chain. Instead, they were the personal possessions of diplomatic, military, and corporate personnel being relocated from the Gulf to the United States.

Wheat and Logs
It is not intuitively obvious why wheat and logs arrived at Baltimore’s port from the Gulf states in light of their desert-like environment. In each instance, none of the shipments of wheat and logs reflected cargo that had been grown in the Persian Gulf region. Instead, they were each commodities grown and harvested elsewhere that had been imported into the Gulf and transshipped to vessels scheduled to sail for Baltimore.

The Gulf states have several ports that specialize in receiving products from places like Australia and India, and reloading them onto other ships en route to other locations around the globe. The project determined that the wheat received from the Gulf area was raised and harvested in India. The 24 shipments of wheat-related products from the Gulf in 2025 were mostly packaged Indian whole-wheat flour (especially the popular Aashirvaad brand atta) plus some wheat gluten, semolina, and related processed wheat ingredients. They originated in India, were routed through Jebel Ali (UAE) as a transshipment hub, and then sent on to Baltimore for sale to Indian/ethnic grocery chains and food manufacturers in the U.S.

CONCLUSION
While much public attention is on oil, Baltimore’s import data tells a different story. The Persian Gulf is not just supplying fuel—it is also feeding key American industries with aluminum and other industrial materials. The importance of this supply chain is reflected in global aluminum prices. In 2026, prices rose sharply as supply disruptions and energy costs increased. For Baltimore and the industries it serves, this means that disruptions in the Persian Gulf affect not only the flow of goods, but also the cost of doing business in the United States. The average price of aluminum rose from approximately $2,160 per short ton in April 2025 to about $3,230 per short ton in April 2026 — an increase of roughly 50%.

02/04/2026

02/04/2026

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Someone was thinking when they invented this. A lifesaver for sure.

09/15/2025

𝗕𝘂𝗹𝗸 𝗖𝗮𝗿𝗿𝗶𝗲𝗿 𝗖𝗘𝗡𝗧𝗨𝗥𝗬 𝗗𝗥𝗘𝗔𝗠 𝗮𝘁 𝗖𝗮𝗻𝘁𝗼𝗻 𝗣𝗶𝗲𝗿 𝟭𝟬 𝗶𝗻 𝗕𝗮𝗹𝘁𝗶𝗺𝗼𝗿𝗲 𝗼𝗻 𝗝𝘂𝗹𝘆 𝟭𝟰, 𝟮𝟬𝟮𝟱.

The Century Dream is a bulk carrier built by SHIN KOCHI JYUKO - Kochi, Japan, in 2014. Owned by Splendid Fleet of Panama, she is managed by Dowa Line America. In the last four years, the CENTURY DREAM has made ten trips to Baltimore to unload raw cane sugar from Mexico, Belize, and the Domincan Republic. The average weight of sugar delivered per trip by the CENTURY DREAM is 11 thousand tons (US).

09/10/2025

𝗧𝗵𝗲 𝗣𝗼𝗿𝘁 𝗼𝗳 𝗕𝗮𝗹𝘁𝗶𝗺𝗼𝗿𝗲 𝗛𝗮𝘀 𝗕𝗲𝗰𝗼𝗺𝗲 𝗔𝗺𝗲𝗿𝗶𝗰𝗮’𝘀 𝗚𝗮𝘁𝗲𝘄𝗮𝘆 𝗳𝗼𝗿 𝗧𝗵𝗶𝘀 𝗖𝗿𝘂𝗰𝗶𝗮𝗹 𝗕𝘂𝘁 𝗟𝗶𝘁𝘁𝗹𝗲 𝗞𝗻𝗼𝘄𝗻 𝗖𝗼𝗺𝗺𝗼𝗱𝗶𝘁𝘆: 𝗦𝗢𝗗𝗜𝗨𝗠 𝗠𝗘𝗧𝗔𝗕𝗜𝗦𝗨𝗟𝗙𝗜𝗧𝗘

𝗔𝗕𝗦𝗧𝗥𝗔𝗖𝗧
This article examines the critical role of sodium metabisulfite (SMBS) in manufacturing and daily life and highlights the Port of Baltimore’s dominance as the leading U.S. entry point for SMBS, accounting for more than two-thirds of US imports (in tons) in 2024. It explores SMBS’s wide-ranging applications in industries such as food processing, water treatment, pharmaceuticals, tanning, and mining, among others, distinguishing between its technical and food/photo grades. The article also details shipping and handling practices for containerized bulk deliveries while emphasizing safety protocols needed to manage its moisture sensitivity and potential to release hazardous sulfur dioxide gas. Finally, it serves to illustrate the Port of Baltimore as a vital hub where industrial necessity meets logistical complexity and health considerations.

The following content was researched and contributed by Emmalynn Kohl, Undergraduate Researcher, Center for the Study of the Port of Baltimore, Stevenson University.

𝗜𝗡𝗧𝗥𝗢𝗗𝗨𝗖𝗧𝗜𝗢𝗡
Sodium metabisulfite (SMBS) may not be a household name, but it plays a vital role in global commerce and local industry—and the Port of Baltimore is the leading gateway through which this commodity enters the United States. In 2024, the port offloaded more than 31 million tons of this versatile chemical, which serves as a preservative, disinfectant, and antioxidant in industries ranging from food processing to water treatment and pharmaceuticals. Remarkably, Baltimore alone handled 64% of all U.S. SMBS imports by volume, underscoring its strategic dominance in this niche market. For the Port of Baltimore, the movement of this specialized chemical illustrates the city’s role as a powerhouse for bulk commodities and chemical logistics, reinforcing its reputation as a place where global supply chains converge with regional economic needs. The steady flow of SMBS through Baltimore underscores not only the port’s capacity to manage diverse cargo but also its vital contribution to sustaining critical industries across the Mid-Atlantic and beyond.

𝗗𝗘𝗦𝗖𝗥𝗜𝗣𝗧𝗜𝗢𝗡
Sodium metabisulfite (SMBS) is composed of sodium, sulfur, and oxygen. A highly soluble, white granular product, it has a vast number of uses. The company that was the consignee (recipient) for the vast majority of SMBS shipments to the port in 2024, was Esseco USA. A major supplier of inorganic chemicals to the North American market, it sells two grades of SMBS: Technical grade and Food/Photo grade. Each touches the lives of every American in ways rarely known to us.

Technical grade sodium metabisulfite (SMBS) can be used to remove dissolved oxygen and excess chlorine from wastewater, start chemical reactions and modify molecules, reduce chrome and other metals, dissolve the natural tannins used in vegetable tanning, neutralize or destroy toxic cyanide (highly toxic chemicals) in the waste material left over after mining for gold or silver, and as a reducing agent for dyes.

The Food/Photo Grade Sodium Metabisulfite (SMBS) can be used to remove dissolved oxygen and excess chlorine from wastewater and, like the Technical grade SMBS, to start chemical reactions and modify molecules. In addition, Food grade SMBS can be used as an additive, preservative, antioxidant, antimicrobial agent, and leavening agent in the food industry as well as a preservative in silage (animal feed) and in medicine.

𝗩𝗢𝗟𝗨𝗠𝗘 𝗦𝗛𝗜𝗣𝗣𝗘𝗗 𝗔𝗡𝗡𝗨𝗔𝗟𝗟𝗬 𝗧𝗢 𝗧𝗛𝗘 𝗨𝗦
According to the ImportInfo database, in calendar year 2024, there were 609 shipments of sodium metabisulfite that came into the US through its ports. Those 609 shipments amounted to roughly 101 million pounds or 50,000 tons of SMBS. Of those shipments, 51% (308) were processed through the Port of Baltimore, amounting to 31,600 tons. In short, in 2024 the Port of Baltimore received roughly 51% of all SMBS shipments to the US and roughly 64% of the product weight of SMBS exported to the US.

𝗛𝗢𝗪 𝗜𝗧 𝗜𝗦 𝗦𝗛𝗜𝗣𝗣𝗘𝗗
Sodium metabisulfite is usually shipped in bulk form as a dry, white crystalline or granular powder. To keep it stable and prevent clumping or moisture damage, it is packed into large woven plastic “super sacks” (1,000–2,000 lbs each) lined with plastic for moisture resistance. Alternatively, smaller 25–50 lb bags packed on pallets are used for distribution to food, pharmaceutical, or specialty chemical industries. Whether in small bags or "super sacks." SMBS is commonly shipped using ISO containers holding multiple tons of the chemical.

Vessels carrying SMBS dock at specialized marine terminals—like Baltimore’s Dundalk, Seagirt, Rukert, or Trade Point Terminals--which handle bulk commodities and containerized chemicals. For safety, these shipments are managed under strict chemical-handling protocols, since SMBS can release sulfur dioxide gas if it gets wet.

Once unloaded, SMBS is stored temporarily in port warehouses or container yards. Because it’s moisture-sensitive, facilities must ensure dry, climate-protected storage. Some shipments are transferred immediately to trucks or railcars, minimizing time spent at the port.

Most SMBS moves by truck or railroad from the port to chemical distributors, water treatment facilities, or food manufacturers. Large industrial buyers (e.g., water utilities, mining operations, food processors) receive deliveries in bulk. Smaller-scale users (bakeries, breweries, pharmaceutical plants, photo labs, etc.) often get repackaged quantities from distributors.

Once at its destination, SMBS enters countless industries: food preservation, water purification, leather tanning, gold mining, pharmaceuticals, etc. What began as sacks or containers on a cargo ship at the port ends up in products and processes that touch everyday life.

𝗛𝗔𝗭𝗔𝗥𝗗𝗦 𝗧𝗢 𝗣𝗢𝗥𝗧 𝗪𝗢𝗥𝗞𝗘𝗥𝗦
For many years, the Port of Baltimore has successfully handled millions of pounds of this commodity without incident. However, the ease with which our workers handle SMBS belies the potentially hazardous nature of that commodity. Other ports have not been similarly blessed with such good workers as we have in Baltimore and procedures focused on public safety and occupational health. According to an article that appeared in Occupational Medicine, the potential hazards presented by SMBS include acute toxicity and eye damage. Those hazards are highlighted in an article appearing in the May 2023 issue of that journal: Toxic inhalation of sodium metabisulfite by-products from a shipping container.

The article relates the cautionary tale of a 37-year-old non-smoking male supervisor at a maritime port who entered an empty shipping container for inspection. The container had been received through the Port of Seattle, WA, USA, approximately two days before. The inspection was part of the employee’s routine duties to prepare empty containers for reuse. There was no company requirement or recommendation to wear personal protective equipment when undertaking this task.

On entering the empty container, the employee saw white solid particles on the floor, smelled a pungent ‘sewer’ odor and experienced severe eye irritation, coughing and shortness of breath. The bill of lading indicated the prior cargo in the container had been part of a shipment of 100 bags (1000 kg each) of sodium metabisulfite. The employee was therefore exposed to an unknown amount of spilt residual SMBS and likely SMBS decomposition products, including sulphur dioxide (SO2) and other sulphite by-products. Despite leaving the area immediately, the employee’s symptoms persisted, and he went to the emergency department. He was initially treated with nebulizers and discharged home but re-presented several hours later with severe shortness of breath. He was subsequently hospitalized for 3 days. Following this hospitalization, he continued to complain of significant symptoms and has been unable to return to work.

To date, the Port of Baltimore has escaped such incidents. Good training, excellent procedures, and an experienced work force has allowed terminals within the port to safely handle this potentially hazardous commodity. In addition, local emergency response teams train to handle such incidents and are very serious about their training. The quality of their personnel and training can be seen in their reaction to the collapse of the Key Bridge and the recent explosion aboard the W Sapphire as it was leaving the port.

𝗦𝗨𝗠𝗠𝗔𝗥𝗬
Sodium metabisulfite (SMBS) is a versatile chemical essential to industries ranging from food preservation and water treatment to pharmaceuticals and mining, and in 2024 the Port of Baltimore emerged as its dominant U.S. gateway, handling nearly two-thirds of the nation’s imports by weight. Produced and shipped mainly in bulk sacks or pallets, SMBS requires strict handling due to its moisture sensitivity and potential to release hazardous sulfur dioxide gas. The majority of U.S. imports were consigned to Esseco USA, which supplies both technical and food/photo grades used in everything from wastewater treatment and tanning to baking and medicine. Once unloaded at marine terminals, shipments move swiftly by truck or rail to industrial users and distributors, ultimately reaching countless everyday products. However, SMBS poses occupational hazards: a documented 2023 case showed how residual dust in a container exposed a port worker to toxic by-products, causing serious respiratory illness and long-term health effects. This dual story of economic indispensability and workplace risk underscores SMBS’s complex role in modern supply chains.

𝗖𝗢𝗡𝗖𝗟𝗨𝗦𝗜𝗢𝗡
In handling the lion’s share of U.S. sodium metabisulfite imports, the Port of Baltimore continually demonstrates its unmatched value as a logistics hub where global supply chains drive national productivity. Just as it has for centuries, the Port of Baltimore continues to shape the nation’s growth—today not through to***co or textiles, but through the flow of vital compounds like sodium metabisulfite.