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<div class="phx-topic abstract-wrapper">These are flush times for shipyards building container ships. According to reports, during the first</div>

These are flush times for shipyards building container ships. According to reports, during the first

<div>These are flush times for shipyards building container ships. According to reports, during the first half of this year the yards netted in excess of 100 new contracts for ships ranging from feeders to post-Panamax size. That's a pace they seldom experience.South Korean yards grabbed a big slice of the new orders, with Samsung and Hyundai leading the pack. In Japan, dollar-yen exchange rates have sent shipowners across the sea to Korea in search of bargain prices.No. 3 in the world shipbuilding league - China - continues to attract interest from European owners for feeder ships. And China Shipping Group...

These are flush times for shipyards building container ships. According to reports, during the first half of this year the yards netted in excess of 100 new contracts for ships ranging from feeders to post-Panamax size. That's a pace they seldom experience. South Korean yards grabbed a big slice of the new orders, with Samsung and Hyundai leading the pack. In Japan, dollar-yen exchange rates have sent shipowners across the sea to Korea in search of bargain prices. No. 3 in the world shipbuilding league - China - continues to attract interest from European owners for feeder ships. And China Shipping Group has hoisted the post-Panamax flag on local shores with an eight-vessel order. But these reports overshadow another important development - specifically the more than 100 post-Panamax ships on order, a number that will more than double the existing post-Panamax fleet. A lot has been written about this subject, with skeptics frequently wringing their hands in dismay about overcapacity, claiming horrors are in the making. Personally, I don't believe a word of it. Overcapacity is a word that does not exist in my post-Panamax vocabulary, and it's not in the English dictionary. Every order in the megaship category has a place of deployment. There are only two trade lane possibilities -- Asia-Europe and trans-Pacific. There has been no speculative new ordering going on, and the likelihood of any of these mammoth ships ending up on the charter market soon is remote. Evergreen has chartered or transferred some of its 5,364-TEU ships to its subsidiary Lloyd Triestino - and for reasons other than just lack of utilization by the parent company. What ship owners are realizing is that they need to spread their risks in new tonnage through bareboat and long-term charters. (Why not let the investment people take the chances? That's their job.) So we have a developing scenario that, on the one hand, confirms that speculative ordering is over, and all new post-Panamax ships contracted have a trade lane in which they will enter. On the other hand, there is a tremendous amount of caution out there under the age-old banner, ''To be forearmed is to be forewarned.'' CMA-CGM, for example, will deploy its eight new 6,500-TEU ships, being built in Korea for delivery starting mid-2001, in the Asia-Europe trade under the French Asia Line. There they will replace nine 4,400-TEU ships, which will most likely shift to the North China Express, serving China, the Mediterranean and North Europe. There are other trade lane options, but the folks in Marseilles planned this one a long time ago. It's interesting to note that three of the new ships have been ordered by the German finance vehicle GEBAB and chartered to CMA-CGM. For a company that has never owned more than a couple of ships in its huge fleet in the past, the need to spread risks in new construction has certainly taken on a new light. At the top of the capacity scale, there are four 7,200-TEU ships on order at Hyundai for deployment by Hapag-Lloyd in the Grand Alliance. Asia-Europe looks a certainty for this quartet, and personally I find it hard to believe that no outside financing exists in this $300 million construction order. Hapag-Lloyd partner P&O Nedlloyd also has four 6,700-TEU giants coming out soon. These ships are being built in Korea rather than Japan, but don't tell me there is not some third-party ownership involved, and it's not the Korean banks. All four will end up on the Asia-Europe trade. And of course there can be nothing to match the aggressive approach of companies like Germany's Nordcapital, which has something like 18 new 5,500 to 5,700-TEU ships on order or recently completed at Samsung, and has long-term work for each of them with the big blue-chip carriers. Right now, it is definitely boom time. The peak season approaches on the big trade lanes, rates are up or going up, and there is little capacity left in the shipyards to satisfy anything earlier than a 2003 delivery. So we can sit back for the next three years, no worries, no rewriting of the dictionary with the word ''overcapacity,'' with shipowners assured their risks are widespread. Shipping once again will shine forth as the most lucrative transportation business around - just as long as fuel prices don't rise, China doesn't drop its shipbuilding prices, the charter market rates don't spiral. Singapore doesn't suffer too much from the relocation of Maersk Sealand, and the British government doesn't offer any more French-style tax incentives to P&O.

THE OVERCAPACITY MYTH

<div class="phx-topic abstract-wrapper">Carrier compliance with European regulations targeting the reduction of carbon emissions will increase in 2025 and the rising costs that result will be passed on to customers through higher surcharges, liners say.</div>

Carrier compliance with European regulations targeting the reduction of carbon emissions will increase in 2025 and the rising costs that result will be passed on to customers through higher surcharges, liners say.

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<div class="phx-topic">Carriers are warning shippers to expect significant increases in their <a href="https://www.joc.com/article/european-parliament-approves-shipping-ets-but-stakeholders-wary-5202492">Emissions Trading System</a> surcharges in 2025 as the European Union carbon tax is expanded to cover 70% of all carrier emissions. The rise in ETS surcharges will come on top of the new fuel intensity regulation <a href="https://www.joc.com/article/container-carriers-to-shoulder-bulk-of-europe-fuel-intensity-rule-5192246">FuelEU Maritime</a> that from Jan. 1 will force carriers to increase their use of more costly lower-emission fuels. “We expect the ETS surcharge to roughly double due to regulatory updates,” Hapag-Lloyd told customers in an advisory Tuesday. “We will expand our existing ETS surcharge to cover the ETS enhancement as well as the costs arising from fuel bunkering for FuelEU Maritime.” CMA CGM is expecting an increase of around 75% in its current ETS surcharge amounts and will publish its revised ETS surcharges on Dec. 1. “Starting in 2025, the ETS regulation will evolve to account for 70% of our emissions, compared to the current 40% in 2024,” the carrier said in a recent customer advisory. “This substantial increase in the percentage of emissions covered by the ETS will have a direct impact on our cost structure.” Maersk noted in a recent advisory that the cost of complying with Europe’s regulatory requirements was expected to rise significantly with the phased implementation of ETS, Fuel EU and other potential regulations from various jurisdictions in the coming years. “We expect the [ETS] emission surcharge in 2025 to be nearly double that of 2024,” Maersk said. “The actual surcharge for Q1 2025 will be published in December, about 30 days before it takes effect.” Maersk also noted that the price of European allowances was expected to increase due to supply cuts. <h3>’Cap-and-trade’ principle </h3>Shipping was included in the ETS from 2024 and under the “cap-and-trade" principle in which ship operators are required to buy and surrender ETS emission allowances, known as EU Allowances, for each ton of CO2 emissions reported under the scope of the system, with penalties levied for noncompliance. The ETS covers CO2 emissions of journeys starting and ending in the EU and the intra-Europe trade. Voyages that start and end at ports in the EU will be required to pay for 100% of emissions, with journeys either starting or ending in the EU required to pay for 50% of emissions. Carriers will pay for 40% of emissions in 2024, 70% in 2025 and 100% from 2026 onwards. “This regulation’s costs will roughly increase by 75% from this year to next, depending on the price of emission allowances,” Hapag-Lloyd said. FuelEU Maritime is part of the EU’s Green Deal environmental policy that has set an intermediate green objective of cutting at least 55% of GHG emissions by 2030, also known as “Fit for 55.” From Jan. 1, ships trading in the European Union or European Economic Area (EEA) will need to reduce the annual average GHG intensity of energy used on board by 2% relative to a 2020 baseline, increasing gradually every five years to 80% by 2050. The regulation will apply to 100% of energy used on voyages and port calls within the EU or EEA and 50% of voyages into and out of the bloc. Vessels will be hit with a penalty of €2,400 per metric ton of fuel that fails to meet the initial 2% target in 2025. “To achieve this target, we must use fuels with a lower emission footprint than traditional marine fuel, such as biofuels, within EU waters,” Hapag-Lloyd noted in the advisory. Several carriers offer services operating on biofuel, and although they are priced at premium levels, the lower emissions allow carriers to exempt shippers from ETS surcharges. Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

Carriers are warning shippers to expect significant increases in their Emissions Trading System surcharges in 2025 as the European Union carbon tax is expanded to cover 70% of all carrier emissions. The rise in ETS surcharges will come on top of the new fuel intensity regulation FuelEU Maritime that from Jan. 1 will force carriers to increase their use of more costly lower-emission fuels. “We expect the ETS surcharge to roughly double due to regulatory updates,” Hapag-Lloyd told customers in an advisory Tuesday. “We will expand our existing ETS surcharge to cover the ETS enhancement as well as the costs arising from fuel bunkering for FuelEU Maritime.” CMA CGM is expecting an increase of around 75% in its current ETS surcharge amounts and will publish its revised ETS surcharges on Dec. 1. “Starting in 2025, the ETS regulation will evolve to account for 70% of our emissions, compared to the current 40% in 2024,” the carrier said in a recent customer advisory. “This substantial increase in the percentage of emissions covered by the ETS will have a direct impact on our cost structure.” Maersk noted in a recent advisory that the cost of complying with Europe’s regulatory requirements was expected to rise significantly with the phased implementation of ETS, Fuel EU and other potential regulations from various jurisdictions in the coming years. “We expect the [ETS] emission surcharge in 2025 to be nearly double that of 2024,” Maersk said. “The actual surcharge for Q1 2025 will be published in December, about 30 days before it takes effect.” Maersk also noted that the price of European allowances was expected to increase due to supply cuts. ’Cap-and-trade’ principle Shipping was included in the ETS from 2024 and under the “cap-and-trade" principle in which ship operators are required to buy and surrender ETS emission allowances, known as EU Allowances, for each ton of CO2 emissions reported under the scope of the system, with penalties levied for noncompliance. The ETS covers CO2 emissions of journeys starting and ending in the EU and the intra-Europe trade. Voyages that start and end at ports in the EU will be required to pay for 100% of emissions, with journeys either starting or ending in the EU required to pay for 50% of emissions. Carriers will pay for 40% of emissions in 2024, 70% in 2025 and 100% from 2026 onwards. “This regulation’s costs will roughly increase by 75% from this year to next, depending on the price of emission allowances,” Hapag-Lloyd said. FuelEU Maritime is part of the EU’s Green Deal environmental policy that has set an intermediate green objective of cutting at least 55% of GHG emissions by 2030, also known as “Fit for 55.” From Jan. 1, ships trading in the European Union or European Economic Area (EEA) will need to reduce the annual average GHG intensity of energy used on board by 2% relative to a 2020 baseline, increasing gradually every five years to 80% by 2050. The regulation will apply to 100% of energy used on voyages and port calls within the EU or EEA and 50% of voyages into and out of the bloc. Vessels will be hit with a penalty of €2,400 per metric ton of fuel that fails to meet the initial 2% target in 2025. “To achieve this target, we must use fuels with a lower emission footprint than traditional marine fuel, such as biofuels, within EU waters,” Hapag-Lloyd noted in the advisory. Several carriers offer services operating on biofuel, and although they are priced at premium levels, the lower emissions allow carriers to exempt shippers from ETS surcharges. Contact Greg Knowler at greg.knowler@spglobal.com .

Tightening Europe decarbonization measures will raise shipper costs: carriers

<div class="phx-topic abstract-wrapper">Average spot rate levels on the Asia to Europe trade lanes have continued to increase through November as an early start to the Lunar New Year pushes up bookings, forwarders say.</div>

Average spot rate levels on the Asia to Europe trade lanes have continued to increase through November as an early start to the Lunar New Year pushes up bookings, forwarders say.

<div class="phx-topic">Rate levels on the Asia to North Europe and Mediterranean ocean trades spiked this week ahead of significant rate increases to be rolled out on Dec. 1, but remain far below the pricing levels sought after by carriers. Ocean carriers are moving to capitalize on demand ahead of an early Lunar New Year and strengthen their negotiating positions in annual contract talks, according to forwarders. If the Dec. 1 freight-all-kinds (FAK) increases are successful, average spot rates on both Asia to North Europe and Asia-Mediterranean trade routes will increase more than 30% compared to current prices. Carriers have set Asia-North Europe FAKs at $6,300 per FEU and Asia to East and West Mediterranean rates at between $6,400-$6,600 per FEU. Markus Panhauser, CEO of the Germany and Switzerland units at DHL Global Forwarding, said the Asia-Europe rate increases set for Dec. 1 were the result of “very strong bookings” during November and December. “Several blank sailings in December are fueling the space constraints, but the main reason is the high booking volume by all industry sectors,” Panhauser told the Journal of Commerce. “We see very strong bookings for January as well, therefore we believe the short-term market will see further rate increases.” Other forwarders, however, had a different view of the market. “We see the booking forecasts being fairly soft with no indication that the increases will stick,” said Marc Meier, managing director for Europe, Middle East and Africa/air and sea logistics at Dachser. However, Meier noted that some carriers could be expecting disruption around the launch of the new <a href="https://www.joc.com/article/gemini-says-will-use-london-gateway-for-shared-network-vessel-calls-5819415">Gemini Cooperation alliance between Maersk and Hapag-Lloyd</a> in February. Gemini will operate a hub-and-spoke network, while at the same time Mediterranean Shipping Co. (MSC) will <a href="https://www.joc.com/article/decentralized-sourcing-plays-into-mscs-point-to-point-plans-ceo-5745884">launch a standalone network</a>, with blank sailings, vessel delays and the carriers reshuffling fleets as they prepare for the changes. <h3>No sign of discounted rates </h3>The ocean freight head for a global forwarder also highlighted the restructured carrier alliances as potentially influencing rate levels, but said so far there was no evidence of discounted rates being offered to fill ships. "The Gemini Cooperation between Maersk and Hapag-Lloyd will need to meet their loading targets before they launch in February and MSC will have to fill all its ships, yet the carriers are still able to raise rates,” the source said. “Still, it is giving them a good platform to take into the 2025 annual contracts on Asia-Europe.” The forwarder said the current high rate levels were leading to difficult discussions with carriers over the 2025 fixed-rate agreements, with customers balking at the high prices. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="5ef8f3e3-3eaf-40c5-8991-7f3dcf9d47ec"></dynamic-object></div>Average Asia-North Europe rates this week rose to $4,700 per FEU while Asia-Mediterranean rates hit $4,900 per FEU, both routes rising $620 compared to the previous week, according to Platts, a sister company of the Journal of Commerce within S&amp;P Global. "The outlook for Europe is not great and some of our customers are taking a wait-and-see approach in the hope that rates come down,” the global forwarder said, adding that he was surprised the carriers were able to push up rates as they prepared for the revised vessel-sharing agreements. Contact Greg Knowler at <a href="mailto: greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>.</div>

Rate levels on the Asia to North Europe and Mediterranean ocean trades spiked this week ahead of significant rate increases to be rolled out on Dec. 1, but remain far below the pricing levels sought after by carriers. Ocean carriers are moving to capitalize on demand ahead of an early Lunar New Year and strengthen their negotiating positions in annual contract talks, according to forwarders. If the Dec. 1 freight-all-kinds (FAK) increases are successful, average spot rates on both Asia to North Europe and Asia-Mediterranean trade routes will increase more than 30% compared to current prices. Carriers have set Asia-North Europe FAKs at $6,300 per FEU and Asia to East and West Mediterranean rates at between $6,400-$6,600 per FEU. Markus Panhauser, CEO of the Germany and Switzerland units at DHL Global Forwarding, said the Asia-Europe rate increases set for Dec. 1 were the result of “very strong bookings” during November and December. “Several blank sailings in December are fueling the space constraints, but the main reason is the high booking volume by all industry sectors,” Panhauser told the Journal of Commerce. “We see very strong bookings for January as well, therefore we believe the short-term market will see further rate increases.” Other forwarders, however, had a different view of the market. “We see the booking forecasts being fairly soft with no indication that the increases will stick,” said Marc Meier, managing director for Europe, Middle East and Africa/air and sea logistics at Dachser. However, Meier noted that some carriers could be expecting disruption around the launch of the new Gemini Cooperation alliance between Maersk and Hapag-Lloyd in February. Gemini will operate a hub-and-spoke network, while at the same time Mediterranean Shipping Co. (MSC) will launch a standalone network , with blank sailings, vessel delays and the carriers reshuffling fleets as they prepare for the changes. No sign of discounted rates The ocean freight head for a global forwarder also highlighted the restructured carrier alliances as potentially influencing rate levels, but said so far there was no evidence of discounted rates being offered to fill ships. "The Gemini Cooperation between Maersk and Hapag-Lloyd will need to meet their loading targets before they launch in February and MSC will have to fill all its ships, yet the carriers are still able to raise rates,” the source said. “Still, it is giving them a good platform to take into the 2025 annual contracts on Asia-Europe.” The forwarder said the current high rate levels were leading to difficult discussions with carriers over the 2025 fixed-rate agreements, with customers balking at the high prices. Average Asia-North Europe rates this week rose to $4,700 per FEU while Asia-Mediterranean rates hit $4,900 per FEU, both routes rising $620 compared to the previous week, according to Platts, a sister company of the Journal of Commerce within S&P Global. "The outlook for Europe is not great and some of our customers are taking a wait-and-see approach in the hope that rates come down,” the global forwarder said, adding that he was surprised the carriers were able to push up rates as they prepared for the revised vessel-sharing agreements. Contact Greg Knowler at greg.knowler@spglobal.com .

Asia-Europe ocean rates up sharply ahead of carriers' Dec. 1 price hikes

<div class="phx-topic abstract-wrapper">The move effectively allows both sides to avoid having to agree to a deal brokered by Ottawa, as had been ordered by the country’s labor minister. </div>

The move effectively allows both sides to avoid having to agree to a deal brokered by Ottawa, as had been ordered by the country’s labor minister.

<div class="phx-topic">Maritime employers at the Port of Montreal will try yet again to reach a deal with dockworkers on a new contract with a mediator’s help, heading off a government-brokered deal that aims to end the coast-to-coast strife hitting Canada’s major ports. The Maritime Employers Association (MEA) said in a statement Monday that it and the Canadian Union of Public Employees (CUPE) Local 375 mutually agreed to engage in a 90-day mediation process in a bid to come to terms on <a href="https://www.joc.com/article/canadian-shippers-urge-ottawa-to-act-as-montreal-port-talks-hit-impasse-5241393">a new collective bargaining agreement covering 1,300 longshore workers at the port</a>. The MEA said the process will be led by Gilles Charland, “an experienced mediator with a good knowledge of the industry.” The decision to engage with a mediator comes after <a href="">Labor Minister Steve MacKinnon ordered the MEA to end a lockout of Local 375</a> stemming from <a href="https://www.joc.com/article/bc-montreal-ports-set-to-reopen-under-orders-from-canadas-labor-chief-5792214">its ongoing work stoppages</a>. The mediation process means both sides won’t have to submit to a government-appointed arbitrator, also ordered by MacKinnon. Whether mediation succeeds is far from certain, however. The MEA said last month that it has engaged in 35 mediation meetings with Local 375 since mid-2023, with no resolution. Montreal’s port effectively reopened on Nov. 16 following MacKinnon’s back-to-work order. MacKinnon’s order also covered the ports in British Columbia where longshore foremen have been in protracted contract talks with maritime employers over a new contract and work rules following a semi-automation project at a Vancouver-area marine terminal. Local 514 of the International Longshore and Warehouse Union, the foremen’s union, said <a href="https://www.joc.com/article/bc-ports-to-reopen-but-longshore-union-plans-challenge-to-back-to-work-order-5810473">it plans to challenge the constitutionality of MacKinnon’s request</a>. Yet its members also followed the return-to-work order, allowing the ports of Vancouver and Prince Rupert to reopen. Contact Michael Angell at <a href="mailto:michael.angell@spglobal.com">michael.angell@spglobal.com</a>. </div>

Maritime employers at the Port of Montreal will try yet again to reach a deal with dockworkers on a new contract with a mediator’s help, heading off a government-brokered deal that aims to end the coast-to-coast strife hitting Canada’s major ports. The Maritime Employers Association (MEA) said in a statement Monday that it and the Canadian Union of Public Employees (CUPE) Local 375 mutually agreed to engage in a 90-day mediation process in a bid to come to terms on a new collective bargaining agreement covering 1,300 longshore workers at the port . The MEA said the process will be led by Gilles Charland, “an experienced mediator with a good knowledge of the industry.” The decision to engage with a mediator comes after Labor Minister Steve MacKinnon ordered the MEA to end a lockout of Local 375 stemming from its ongoing work stoppages . The mediation process means both sides won’t have to submit to a government-appointed arbitrator, also ordered by MacKinnon. Whether mediation succeeds is far from certain, however. The MEA said last month that it has engaged in 35 mediation meetings with Local 375 since mid-2023, with no resolution. Montreal’s port effectively reopened on Nov. 16 following MacKinnon’s back-to-work order. MacKinnon’s order also covered the ports in British Columbia where longshore foremen have been in protracted contract talks with maritime employers over a new contract and work rules following a semi-automation project at a Vancouver-area marine terminal. Local 514 of the International Longshore and Warehouse Union, the foremen’s union, said it plans to challenge the constitutionality of MacKinnon’s request . Yet its members also followed the return-to-work order, allowing the ports of Vancouver and Prince Rupert to reopen. Contact Michael Angell at michael.angell@spglobal.com .

Montreal port employers, union agree to mediation in talks for new contract

<div class="phx-topic abstract-wrapper">The use cases for sensor-enabled container fleets could expand if shipping lines see such hardware as a legitimate tool to combat the threat of illicit goods movement. </div>

The use cases for sensor-enabled container fleets could expand if shipping lines see such hardware as a legitimate tool to combat the threat of illicit goods movement.

<div class="phx-topic">Providers of hardware and software that allow shipping lines to equip dry containers with sensor technology have partnered in a new alliance to combat drug smugglers using container shipping to transport cocaine from South America to Europe and North America. The alliance includes providers Traxens, Nexxiot, Hoopo, Orbcomm and GlobeTracker, all of whom already supply shipping lines with internet of things (IoT) devices installed on dry or reefer containers. “This alliance aims to ensure interoperability of our solutions, enabling stakeholders such as customs, [beneficial cargo owners], and shipping lines to deploy tools immediately in the fight against smuggling and container contamination,” Traxens CEO Cedric Rosemont told the Journal of Commerce. Sensors from Nexxiot and Orbcomm are being implemented in Hapag-Lloyd’s entire dry container fleet, while Zim Integrated Shipping Services has committed to a similar initiative with Hoopo. GlobeTracker has a number of shipping line customers for its reefer tracking hardware and Traxens provides the devices that underpin Mediterranean Shipping Co.’s on-demand service for shippers. The alliance has built upon MSC’s deployment of Traxens’ products to combat illicit trade, Rosemont said. Interoperability between smart container device providers has been a key initiative, especially as different shipping lines partner with various device makers. Another provider, Sony, was chosen by Ocean Network Express (ONE) to equip its entire dry box fleet. In a white paper released this month, the alliance described how containers are increasingly being used to transport cocaine from ports in Colombia, Ecuador, Peru, Chile, Brazil and Panama through key gateways in Europe, often via transshipment in West Africa. The paper also highlighted the different methods and legitimate trades used to hide illegal drugs in containers. The banana trade, for instance, is often used as a vehicle for such illicit shipments. “The goods affected by the contamination are usually the top exports from the relevant countries,” the white paper said. “For example, Ecuador ships 338,000 containers of bananas each year. In 2022, 60% of the seizures made in Ecuadorian ports were made in banana shipments, and 70% of the banana shipments inspected contained cocaine.” The most popular technique, the white paper said, involves traffickers opening a stuffed container by breaking the container seal, throwing bags of cocaine inside and putting a replica seal in place, with port workers often bribed or forced to participate while the container is waiting to be loaded. <h3>‘Full fleet’ coverage </h3>The discussion around more container lines equipping their dry box fleets has largely been centered around the impact of carriers better managing their assets or of serving the needs of shippers with high-value goods. But additional reasons for doing so involve existing security concerns such as smuggling or the threat of future regulations, according to a November report on smart container adoption by the consultant Roland Berger “Certain carriers have invested in a fleet of smart containers to combat drug trafficking, achieving notable success,” the report said. “As governments intensify efforts to combat smuggling and terrorism, it is likely that future regulations, especially in regions with heightened security concerns, will mandate the use of smart containers to ensure the safety and security of goods in transit.” Key to the progression of smart container adoption is a shift that the Berger report described as going from an “equipment-on-demand” model to a “full fleet coverage” model. When the industry reaches a critical mass around dry boxes is a source of debate. The Digital Container Shipping Association (DCSA), a nonprofit consortium founded by shipping lines to develop industry standards, has issued guidelines for interoperable smart container tracking that shipping lines can adopt. The DCSA has also worked with many of the smart container device makers to ensure shippers and forwarders can use their products in an interoperable manner. According to shipping consultant Drewry, almost 5 million dry units will be equipped with telematics by 2028, up from approximately 2 million by the end of 2024. “A single large carrier changing its smart container strategy could significantly impact the numbers,” Ferenc Pasztor, head of ports and specialized shipping research at Drewry, said in the Berger report. “The same is true regarding the physical constraints of installing devices in such high numbers." Rosemont said smart containers have already proved their efficacy in highlighting smuggling rings. “Since 2022, smart containers have been instrumental in seizing over 30 tons of illicit drugs,” he said. “With expanded deployments and increased collaboration across the industry, these results could grow exponentially.” Contact Eric Johnson at <a href="mailto:eric.johnson@spglobal.com">eric.johnson@spglobal.com</a>. </div>

Providers of hardware and software that allow shipping lines to equip dry containers with sensor technology have partnered in a new alliance to combat drug smugglers using container shipping to transport cocaine from South America to Europe and North America. The alliance includes providers Traxens, Nexxiot, Hoopo, Orbcomm and GlobeTracker, all of whom already supply shipping lines with internet of things (IoT) devices installed on dry or reefer containers. “This alliance aims to ensure interoperability of our solutions, enabling stakeholders such as customs, [beneficial cargo owners], and shipping lines to deploy tools immediately in the fight against smuggling and container contamination,” Traxens CEO Cedric Rosemont told the Journal of Commerce. Sensors from Nexxiot and Orbcomm are being implemented in Hapag-Lloyd’s entire dry container fleet, while Zim Integrated Shipping Services has committed to a similar initiative with Hoopo. GlobeTracker has a number of shipping line customers for its reefer tracking hardware and Traxens provides the devices that underpin Mediterranean Shipping Co.’s on-demand service for shippers. The alliance has built upon MSC’s deployment of Traxens’ products to combat illicit trade, Rosemont said. Interoperability between smart container device providers has been a key initiative, especially as different shipping lines partner with various device makers. Another provider, Sony, was chosen by Ocean Network Express (ONE) to equip its entire dry box fleet. In a white paper released this month, the alliance described how containers are increasingly being used to transport cocaine from ports in Colombia, Ecuador, Peru, Chile, Brazil and Panama through key gateways in Europe, often via transshipment in West Africa. The paper also highlighted the different methods and legitimate trades used to hide illegal drugs in containers. The banana trade, for instance, is often used as a vehicle for such illicit shipments. “The goods affected by the contamination are usually the top exports from the relevant countries,” the white paper said. “For example, Ecuador ships 338,000 containers of bananas each year. In 2022, 60% of the seizures made in Ecuadorian ports were made in banana shipments, and 70% of the banana shipments inspected contained cocaine.” The most popular technique, the white paper said, involves traffickers opening a stuffed container by breaking the container seal, throwing bags of cocaine inside and putting a replica seal in place, with port workers often bribed or forced to participate while the container is waiting to be loaded. ‘Full fleet’ coverage The discussion around more container lines equipping their dry box fleets has largely been centered around the impact of carriers better managing their assets or of serving the needs of shippers with high-value goods. But additional reasons for doing so involve existing security concerns such as smuggling or the threat of future regulations, according to a November report on smart container adoption by the consultant Roland Berger “Certain carriers have invested in a fleet of smart containers to combat drug trafficking, achieving notable success,” the report said. “As governments intensify efforts to combat smuggling and terrorism, it is likely that future regulations, especially in regions with heightened security concerns, will mandate the use of smart containers to ensure the safety and security of goods in transit.” Key to the progression of smart container adoption is a shift that the Berger report described as going from an “equipment-on-demand” model to a “full fleet coverage” model. When the industry reaches a critical mass around dry boxes is a source of debate. The Digital Container Shipping Association (DCSA), a nonprofit consortium founded by shipping lines to develop industry standards, has issued guidelines for interoperable smart container tracking that shipping lines can adopt. The DCSA has also worked with many of the smart container device makers to ensure shippers and forwarders can use their products in an interoperable manner. According to shipping consultant Drewry, almost 5 million dry units will be equipped with telematics by 2028, up from approximately 2 million by the end of 2024. “A single large carrier changing its smart container strategy could significantly impact the numbers,” Ferenc Pasztor, head of ports and specialized shipping research at Drewry, said in the Berger report. “The same is true regarding the physical constraints of installing devices in such high numbers." Rosemont said smart containers have already proved their efficacy in highlighting smuggling rings. “Since 2022, smart containers have been instrumental in seizing over 30 tons of illicit drugs,” he said. “With expanded deployments and increased collaboration across the industry, these results could grow exponentially.” Contact Eric Johnson at eric.johnson@spglobal.com .

Smart container vendors create alliance to tackle drug smuggling threat

<div class="phx-topic abstract-wrapper">The $390 million deal for Cowan will boost Schneider’s dedicated trucking segment to 8,400 tractors, representing 70% of its total fleet.</div>

The $390 million deal for Cowan will boost Schneider’s dedicated trucking segment to 8,400 tractors, representing 70% of its total fleet.

<div class="phx-topic">Schneider National said Monday it will acquire Cowan Systems for $390 million in cash, cementing its foothold among shippers with distribution centers along the Interstate 95 corridor on the US East Coast. It’s Schneider’s third deal since 2022 to bolster its dedicated truckload business. Wisconsin-based Schneider will now own 8,400 tractors in dedicated trucking, representing 70% of the company’s total fleet. “This acquisition aligns with Schneider’s long-term vision to have customer-centric dedicated solutions as the cornerstone of its truckload segment,” CEO Mark Rourke said in a statement. “By complementing our organic dedicated growth success with transactions like this, we are broadening our presence to provide greater value to our customers.” The deal catapults Schneider closer to the largest dedicated carriers in the US, consisting of J.B. Hunt Transport Systems, Knight-Swift Transportation Holdings, Landstar System, Ryder Supply Chain, Penske Logistics and Werner Enterprises. Schneider has made other transactions to bolster its dedicated division, acquiring <a href="https://www.joc.com/article/acquisition-expands-schneiders-dedicated-truck-capacity-5196056">Midwest Logistics in 2022</a> and <a href="https://www.joc.com/article/schneider-goes-deeper-into-dedicated-trucking-with-mm-acquisition-5234490">M&amp;M Transport in 2023</a>. <h3>Lure of dedicated trucking </h3>Many trucking companies believe <a href="https://www.joc.com/article/us-truckload-carriers-see-upside-in-sharpened-focus-on-dedicated-shippers-5214830">dedicated trucking is attractive</a> because it can grow quickly when shippers struggle to book for-hire trucking, providing a safety net to guarantee a truck and a driver. Dedicated truckload contracts also tend to be at least three-year deals, getting carriers and shippers out of the arduous process of launching, responding and administering annual bids. There is also lower turnover in dedicated trucking because a driver tends to cover the same route week after week while serving the same shipper over and over, bringing familiarity at the dock. Schneider said Cowan will retain its name and operate as a wholly owned subsidiary. Cowan’s dedicated trucking business will likely be integrated into the Schneider Dedicated unit, while Cowan Logistics will likely integrate with Schneider Logistics. Cowan also has a port drayage division consisting mainly of agents and owner-operators serving the Port of Baltimore and the Port of New York and New Jersey. That business will likely integrate with Schneider’s port drayage services division. Schneider said the deal is expected to close before the end of the year and immediately contribute to its quarterly profits. The Cowan name is familiar to many shippers on the East Coast. Located near Baltimore, the company was founded in 1924 by William T. Cowan, hauling less-than truckload (LTL) freight in the Mid-Atlantic region. His son, Joe Cowan, rebranded the company from W.T. Cowan to Cowan Systems in 1994. Since then, it has grown to be one of the largest freight transportation and logistics companies on the East Coast. Cowan’s dedicated division serves industrial and retail shippers in major Northeast distribution markets such as the Lehigh Valley in Pennsylvania and the I-95 corridor in New Jersey. Schneider was also family-owned, founded by the late Al and Don Schneider in 1935 before becoming a publicly traded company in 2017. Contact Ari Ashe at <a href="mailto:ari.ashe@spglobal.com">ari.ashe@spglobal.com</a></div>

Schneider National said Monday it will acquire Cowan Systems for $390 million in cash, cementing its foothold among shippers with distribution centers along the Interstate 95 corridor on the US East Coast. It’s Schneider’s third deal since 2022 to bolster its dedicated truckload business. Wisconsin-based Schneider will now own 8,400 tractors in dedicated trucking, representing 70% of the company’s total fleet. “This acquisition aligns with Schneider’s long-term vision to have customer-centric dedicated solutions as the cornerstone of its truckload segment,” CEO Mark Rourke said in a statement. “By complementing our organic dedicated growth success with transactions like this, we are broadening our presence to provide greater value to our customers.” The deal catapults Schneider closer to the largest dedicated carriers in the US, consisting of J.B. Hunt Transport Systems, Knight-Swift Transportation Holdings, Landstar System, Ryder Supply Chain, Penske Logistics and Werner Enterprises. Schneider has made other transactions to bolster its dedicated division, acquiring Midwest Logistics in 2022 and M&M Transport in 2023 . Lure of dedicated trucking Many trucking companies believe dedicated trucking is attractive because it can grow quickly when shippers struggle to book for-hire trucking, providing a safety net to guarantee a truck and a driver. Dedicated truckload contracts also tend to be at least three-year deals, getting carriers and shippers out of the arduous process of launching, responding and administering annual bids. There is also lower turnover in dedicated trucking because a driver tends to cover the same route week after week while serving the same shipper over and over, bringing familiarity at the dock. Schneider said Cowan will retain its name and operate as a wholly owned subsidiary. Cowan’s dedicated trucking business will likely be integrated into the Schneider Dedicated unit, while Cowan Logistics will likely integrate with Schneider Logistics. Cowan also has a port drayage division consisting mainly of agents and owner-operators serving the Port of Baltimore and the Port of New York and New Jersey. That business will likely integrate with Schneider’s port drayage services division. Schneider said the deal is expected to close before the end of the year and immediately contribute to its quarterly profits. The Cowan name is familiar to many shippers on the East Coast. Located near Baltimore, the company was founded in 1924 by William T. Cowan, hauling less-than truckload (LTL) freight in the Mid-Atlantic region. His son, Joe Cowan, rebranded the company from W.T. Cowan to Cowan Systems in 1994. Since then, it has grown to be one of the largest freight transportation and logistics companies on the East Coast. Cowan’s dedicated division serves industrial and retail shippers in major Northeast distribution markets such as the Lehigh Valley in Pennsylvania and the I-95 corridor in New Jersey. Schneider was also family-owned, founded by the late Al and Don Schneider in 1935 before becoming a publicly traded company in 2017. Contact Ari Ashe at ari.ashe@spglobal.com

Schneider bolsters US East Coast business by acquiring Cowan Systems

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The world of LTL is slow to embrace change. Business anachronisms permeate current supply chain processes. These vestiges of the way things used to work define the LTL freight transportation procurement process of many modern shippers.David Knuth, logistics specialist at IEWC, a global supplier of cable and wire based in Wisconsin, is happy to have modernized the RFP process, automating the entire LTL bidding procedure with Bid$ense, SMC³’s automated truckload and LTL freight transportation sourcing solution. But when prompted, he can still recall what once was.In his previous job, a large part of his duties were consumed by creating an intermodal bid package for carriers. In a spreadsheet, Knuth detailed the company’s volumes lane by lane, taking care to delete any errant keystrokes or misleading data. He would then email out the information to each carrier, taking time to respond to detailed technical questions about the spreadsheet data. Finally, he had to compile all the results, create an algorithm that would compare the carriers on each lane, and award the business.“It was a huge undertaking. It took about four months to do,” Knuth said of the old process. “It was almost a full-time job for that part of the year, every year.”In his new job at IEWC, he sat down with Bid$ense on day one and was amazed at the capabilities. Knuth had never before used a bid tool. SMC³’s latest versions of Bid$ense automate the process even further, taking truckload and LTL RFPs entirely online. The tool draws on RFP best-practices protocols to streamline the bidding communication process, enabling bidding carriers to respond accurately and promptly to shipper requests. The solution also does all the distribution work automatically, electronically submitting shipper bid data to carriers based on their actual service capabilities and performance records. Carriers are alerted with timely prompts for RFP deliverables, so shippers aren’t waiting by the phone for responses.Another benefit of automating the process is the data-cleansing assistance. When Knuth sent spreadsheets to carriers, data errors might cloud the bidding process; he might have to resend data or simply accept a price that did not truly reflect the costs of doing business. Data cleansing is incredibly beneficial, he said.The spreadsheet technique also made bidding analysis an onerous task. Since Bid$ense automates and streamlines the entire RFP process, intensive examination is now simple. SMC³ knows that each bid has more than one best outcome. With uniform responses from each carrier, shippers can quickly rank results and create an unlimited quantity of what-if scenarios to make the optimal procurement decision.Jesse Burnett of Central Garden &amp; Pet experiences many of the same benefits. Founded in 1980, Central Garden &amp; Pet has spent the last three decades growing from a small garden supply company to a provider of a range of products from dog chews and bird seed to soil supplements and natural insecticides. For much of its life, the company shipped these disparate goods via LTL and truckload carriers to retailers throughout the country, relying on each business unit to negotiate directly with their freight transportation providers. This arrangement worked fairly well for a small company, but as Central Garden &amp; Pet expanded, leadership decided to consolidate decision making.Burnett helped centralize the transportation decision making in 2015 with SMC³’s Bid$ense. Before Bid$ense, every business unit operated independently as far as negotiating with carriers.“There were a lot of different things just floating around,” he said. “We didn’t have master agreements in place; no national pricing at all. The pricing from carriers was just all over the place, depending on where you were.”The transformations he saw with Bid$ense were immediate. Burnett has been using the tool about every other year since its implementation at the company. Central Garden and Pet’s $19.6 million 2019 LTL bid saved the company just more than 9 percent when compared to its historical average. For Burnett, though, bid automation extends far beyond savings.“We knew that we weren’t getting the best pricing offer from our carriers just because nothing was centralized,” he continued. “We knew that if we combined everything from all these business units and paired it with one corporate offering, then it would drive some cost benefit with it.”When the company initially decided to centralize bid procurement, executives researched a number of different methodologies and technologies. In the end, though, Burnett found that Bid$ense was both widespread and well known, and that his carrier partners already knew how to use the application. Burnett also highlighted the data-cleansing process as a major benefit, saying the rigorous process ensures that carriers always return the best price.“It definitely has helped drive savings,” he said. “Any time you go out there and you drive that competitiveness with the carriers and they know they’re in a bid environment, it seems to sharpen their pencils.”Transportation procurement is an integral part of the modern supply chain. With Bid$ense, shippers can develop a strategic implementation plan that saves them time and money, but also helps them create strong relationships with their carrier partners. These carriers appreciate the solution’s data-cleansing process; when carriers receive a complete shipment history and future volume forecast, they don’t have to guess on pricing. Carriers that receive more data from shippers get a complete picture of that shipper’s freight, allowing them to accurately plan instead of simply preparing for the worst-case scenario. Clean data presented through an automated system can lead to both bigger shipment savings and a lasting partnership between carrier and customer.Whether customers are looking to streamline over-the-road transportation bidding by automating the RFP process or create an entirely new, centralized sourcing process, Bid$ense has the analytical horsepower to get the job done.SMC³ 2020 Customer Case Study

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Shippers save money, time with automated transportation bidding tools

SSA Marine Mexico has made significant strides in modernizing its infrastructure at the Port of Manzanillo, investing $15 million to enhance operational efficiency and sustainability at its facilities. This move is part of the company's broader strategy to remain at the forefront of the shipping and logistics industry. •	Strengthening Sustainability with Advanced Technology <figure class="joc_admin__inline-image-position-left joc_admin__inline-image-size-medium" data-figure-size="medium" data-figure-position="left"><img src="/content-assets/1730488295264_Cranes%20arrival%20to%20TEC%20I.png" alt="Cranes arrival to TEC I" class="joc_admin__inline-image-inherit"></figure> In July, SSA Marine Mexico added seven state-of-the-art E-RTG (Electric Rubber-Tired Gantry) cranes to its fleet, valued at $14 million. These advanced cranes were distributed across its two terminals: four cranes were assigned to the Multipurpose Terminal, and three to the Specialized Container Terminal I. What sets these cranes apart is their dual-operation capability, allowing them to function either on electric power or diesel fuel. This innovation plays a critical role in reducing the environmental impact of operations, contributing to a 7% increase in energy efficiency. This efficiency improvement is equivalent to eliminating nearly 4,000 tons of CO2 emissions annually, underscoring SSA Marine Mexico's commitment to sustainability. Through this acquisition, SSA Marine Mexico not only enhances its cargo-handling capabilities but also reinforces its leadership in integrating cutting-edge, eco-friendly technology in the maritime industry. The company continues to push the boundaries of efficiency and sustainability, ensuring long-term value for both its customers and the environment. •	Upgraded Facilities to Meet Growing Demand <figure class="joc_admin__inline-image-position-left joc_admin__inline-image-size-medium" data-figure-size="medium" data-figure-position="left"><img src="/content-assets/1730488350634_Multipurpose%20terminal.png" alt="Multipurpose Terminal" class="joc_admin__inline-image-inherit"></figure> In addition to the new cranes, SSA Marine Mexico has completed crucial modernization and repair work across its Multipurpose Terminal and Specialized Facility at the Port of Manzanillo. This $1 million investment targeted critical infrastructure enhancements, focusing on both structural integrity and operational functionality. Key improvements included leveling approximately 12,000 square meters in the dock area, along with the removal of outdated concrete curbs and asphalt layers. The upgraded space now features high-resistance pavers designed to optimize water drainage and prevent pooling, ensuring safer and more efficient operations. Moreover, the Specialized Facility saw significant upgrades, including the leveling of key warehouse areas to facilitate smoother cargo handling processes. These infrastructure improvements directly enhance the handling of TEUS (Twenty-foot Equivalent Unit containers), further demonstrating SSA Marine Mexico's unwavering commitment to continuous modernization, operational safety, and efficiency. With these initiatives, SSA Marine Mexico is well-positioned to meet the growing demands of the global shipping industry while setting new standards in sustainable port operations. LINK:<a href="https://www.ssamarine.mx/ssa-ing/index" rel="noreferrer" class="joc_admin__link"> https://www.ssamarine.mx/ssa-ing/index</a>

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SSA Marine Mexico Modernizes Facilities with $15 Million Investment 

If there’s one immutable truth in the world of logistics, it’s this: LTL is an inherently complex form of transportation. Tariffs, rates, DIM weights, transit times — it’s enough to confuse even seasoned logistics professionals. The solution to this knowledge gap has historically been on-the-job training or university supply chain education, but for a variety of reasons there is now a pressing need for third-party, remote LTL training that prepares logistics workers for transportation success. Global Scope Can Overlook Local Intricacies In the past, professionals looking to move into a supply chain career learned about the basics of supply chain from universities. However, many of these college supply chain programs are now global in scope, focusing on worldwide supply chain management instead of the intricacies of specialized domestic transportation. And even these programs, which used to be widespread, are becoming less common. LTL is not an industry of broad-brush strokes; supply chain professionals really need a pointillistic understanding of the logistics of LTL in order to excel in the industry. Accelerating Need for Dedicated LTL Education This lack of specified training put the onus on employers to prepare new hires with the LTL knowledge needed to do their jobs. Dedicated LTL study is a necessity, not a luxury. At the same time, changes in LTL and the broader supply chain world are accelerating. The reliance on e-commerce has ballooned since the start of the pandemic, and last-mile LTL shipments and related e-commerce strains on the supply chain won’t diminish once social distancing abates. That genie isn’t going back into the bottle. So supply chain employers need logistics workers that are fully versed in all aspects of the industry, ready to solve unique shipping and delivery problems based on their extensive supply chain knowledge But why care about LTL? It’s been reported that some shippers in today’s world are no longer concerned with what mode is used to ship their goods. A Multimodal Approach Ensures On-Time Delivery This mode agnosticism means supply chain stakeholders have to be well versed in all modes of transportation. As unforeseen weather events and other disruptions, such as protests, become more common, savvy logistics employees will need to be armed with familiarity of all modes, not just the most popular, to ensure that freight is delivered on time, without damage, and in the most financially expedient way possible. Offerings like SMC³’s LTL online education courses cover a wide range of topics from LTL basics and operations to more advanced concepts like pricing analytics and transportation law. The company also has plans to continually refresh content, adding new expert presenters and taking the feedback of students to make the courses even better as time goes on. Learn more about&nbsp;<a href="https://logisticstrainingcenter.com/smc3-courses/" rel="noreferrer" class="joc_admin__link">SMC³’s LTL Online Education program</a>&nbsp;and view the 2021 hybrid schedule, featuring live industry experts,&nbsp;<a href="https://www.smc3.com/onlinelearning2021/" rel="noreferrer" class="joc_admin__link">here.</a>

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