<div class="phx-topic abstract-wrapper">Vastera, Inc. on Tuesday said that Nestl? will use its technology to automate its export documentati</div>

Vastera, Inc. on Tuesday said that Nestl? will use its technology to automate its export documentati

<div>Vastera, Inc. on Tuesday said that Nestl? will use its technology to automate its export documentation processes and speed the delivery of products to market. Nestl? will use Vastera TradeSphere Exporter as part of its GLOBE (Global Business Excellence) project and will manage the complex shipping documentation and compliance issues associated with cross-border trade. Nestle will implement Vastera's technology in 2005 in Austria, Germany, and the United Kingdom. In addition, Nestl? has selected TradeSphere Transit &amp; Statistics as its automated system for speeding and securing the movement of goods within the European Union.Vastera's software solution helps companies comply with the...

Vastera, Inc. on Tuesday said that Nestl? will use its technology to automate its export documentation processes and speed the delivery of products to market. Nestl? will use Vastera TradeSphere Exporter as part of its GLOBE (Global Business Excellence) project and will manage the complex shipping documentation and compliance issues associated with cross-border trade. Nestle will implement Vastera's technology in 2005 in Austria, Germany, and the United Kingdom. In addition, Nestl? has selected TradeSphere Transit & Statistics as its automated system for speeding and securing the movement of goods within the European Union. Vastera's software solution helps companies comply with the EU's New Computerized Transit System, which is designed to provide better management and control of the electronic declarations, regulation and processes associated with intra-European trade.

Transport, Trade and Regulation News

Vastera to handle NestlŽ export docs

<div class="phx-topic abstract-wrapper">NVOs will enter 2025 hoping that their experience this year with carriers taking a get-tough approach to their business dealings was merely cyclical, a product of an unusual market following the Red Sea diversions and an early peak season.</div>

NVOs will enter 2025 hoping that their experience this year with carriers taking a get-tough approach to their business dealings was merely cyclical, a product of an unusual market following the Red Sea diversions and an early peak season.

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<div class="phx-topic">Non-vessel operating common carriers (NVOs) will look back on 2024 as a challenging year in two key respects: it was when carriers, seizing on an unexpectedly favorable market, got tough in demanding more spot cargo as a condition for granting contracts to NVOs’ customers, while putting further pressure on NVOs by closely monitoring their adherence to those contracts. <div class="wrapper-narrow float-right-element"><img src="/images/phoenix/5821197_0.1.jpg"></img></div>“In 2024, ocean carriers began tightening their grip on the market,” analyst Jon Monroe wrote on Nov. 19. “They became more selective with NVOCC contracts, making ‘named account’ deals, (i.e.) contracts reserved for large, high-volume customers, harder to secure.” NVOs will go into 2025 hoping that experience was merely cyclical, a product of an unusual market following the Red Sea diversions and an early peak season. For beneficial cargo owners (BCOs), the idea that NVOs are coming under pressure from carriers is relevant in terms of NVOs’ ability to access vessel space. Indeed, some BCOs have recently raised concerns to the Journal of Commerce about the presence in their NVO contracts of clauses absolving the NVO if space can’t be procured. Unfortunately, there is no guarantee the market will weaken in the New Year even as a glut of capacity threatens to weigh on the market. Some NVOs contacted by the Journal of Commerce believe a softening is likely next year -- and may already have begun. But others believe the stretch of good fortune for carriers -- seen in a fully deployed fleet and still-elevated spot rates -- hasn’t run its course and won’t until the Suez becomes a safe route again, whereupon capacity will pour back into the market. Maersk CEO Vincent Clerc suggested as such in a recent earnings call, <a href="https://www.joc.com/article/scrapping-slow-steaming-demand-will-limit-capacity-overhang-clerc-5785020">noting carriers have untapped levers to forestall overcapacity</a>. Maersk “highlighted that supply discipline in the form of slow steaming, blanked sailings and scrapping could emerge once the market returns to a normal level of profitability,” Parash Jain, HSBC’s global head of transport and logistics research and a TPM25 speaker, wrote on Nov. 1. <h3>Carriers’ evolving positions on NVO cargo </h3>For NVOs, as long as carriers are in control such that spot rates end up higher than contract rates, carriers will demand more spot market cargo, also called freight-all-kinds (FAK), as the price for granting NVOs’ contract, or named account rates (NAC), for their BCO customers. “The ratio between nominated account rates and FAK rates varies among different carriers. However, we are observing an increasing demand for a more balanced approach as we approach 2025,” meaning carriers seeking a larger share of FAK cargo from NVOs, said Marc Meier, global head of ocean freight at Toll Global Forwarding. Others see an already softening market reflected in carriers’ evolving positions relative to NVO cargo. “Carriers have taken such a policy each year during annual negotiations on NAC rates to request for at least 50-50 on NAC/FAK bookings, but when space is tighter, some even ask for 4 to 1 (FAK to NAC) to even 5 to 1 as happened in June-July of this year,” said Christian Sur, executive vice president for ocean freight/contract logistics at Unique Logistics International. “We are back to more 1 to 1 or even a better ratio to receive NAC space.” Others see it similarly, given that new tonnage deliveries will add 11% to existing capacity by the end of 2024 and another 6% next year, growth only minimally reduced by scrapping at least so far, according to S&amp;P Global Market Intelligence. “NVOCCs could find themselves in a more favorable position in 2025 as the market shifts and carriers face increased competition to fill excess vessel capacity,” Monroe wrote on Nov. 19. “With the surge of available capacity in the ocean freight market, carriers are likely to adopt more flexible and reasonable terms for NVOCCs in order to maintain their vessel utilization.” <h3>Carriers monitoring NVOs’ use of NAC rates </h3>Carriers’ NVO policies this year forced some NVOs to be more aggressive in scrounging up FAK cargo, often from the smaller end of the shipper market that is too small to secure contract rates. But while market cyclicality might make carriers hungry for NVO cargo, what will likely not change so fast is carriers’ increasingly sophisticated monitoring of NVOs’ use of named account rates, especially when spot rates exceed contract rates. That monitoring has disrupted longstanding practice under which NVOs – when contract rates fall below spot rates -- utilize named account rates to ship multiple shippers’ cargo, not just the shipper named in the account, thereby taking advantage of lower buy rates than were available on the open market. Not anymore, since carriers have developed technology and systems enabling them to closely monitor NVO named account volumes. When they see commodities or volumes shipped beyond what was agreed in an NAC contract, or the NVO not providing agreed-upon volumes in a given month, they intervene. In a soft market, carriers may pressure NVOs less, but won’t stop monitoring the volumes. That is something unlikely to change irrespective of where the market goes. Contact Peter Tirschwell at <a href="mailto:peter.tirschwell@spglobal.com">peter.tirschwell@spglobal.com</a>. </div>

Non-vessel operating common carriers (NVOs) will look back on 2024 as a challenging year in two key respects: it was when carriers, seizing on an unexpectedly favorable market, got tough in demanding more spot cargo as a condition for granting contracts to NVOs’ customers, while putting further pressure on NVOs by closely monitoring their adherence to those contracts. “In 2024, ocean carriers began tightening their grip on the market,” analyst Jon Monroe wrote on Nov. 19. “They became more selective with NVOCC contracts, making ‘named account’ deals, (i.e.) contracts reserved for large, high-volume customers, harder to secure.” NVOs will go into 2025 hoping that experience was merely cyclical, a product of an unusual market following the Red Sea diversions and an early peak season. For beneficial cargo owners (BCOs), the idea that NVOs are coming under pressure from carriers is relevant in terms of NVOs’ ability to access vessel space. Indeed, some BCOs have recently raised concerns to the Journal of Commerce about the presence in their NVO contracts of clauses absolving the NVO if space can’t be procured. Unfortunately, there is no guarantee the market will weaken in the New Year even as a glut of capacity threatens to weigh on the market. Some NVOs contacted by the Journal of Commerce believe a softening is likely next year -- and may already have begun. But others believe the stretch of good fortune for carriers -- seen in a fully deployed fleet and still-elevated spot rates -- hasn’t run its course and won’t until the Suez becomes a safe route again, whereupon capacity will pour back into the market. Maersk CEO Vincent Clerc suggested as such in a recent earnings call, noting carriers have untapped levers to forestall overcapacity . Maersk “highlighted that supply discipline in the form of slow steaming, blanked sailings and scrapping could emerge once the market returns to a normal level of profitability,” Parash Jain, HSBC’s global head of transport and logistics research and a TPM25 speaker, wrote on Nov. 1. Carriers’ evolving positions on NVO cargo For NVOs, as long as carriers are in control such that spot rates end up higher than contract rates, carriers will demand more spot market cargo, also called freight-all-kinds (FAK), as the price for granting NVOs’ contract, or named account rates (NAC), for their BCO customers. “The ratio between nominated account rates and FAK rates varies among different carriers. However, we are observing an increasing demand for a more balanced approach as we approach 2025,” meaning carriers seeking a larger share of FAK cargo from NVOs, said Marc Meier, global head of ocean freight at Toll Global Forwarding. Others see an already softening market reflected in carriers’ evolving positions relative to NVO cargo. “Carriers have taken such a policy each year during annual negotiations on NAC rates to request for at least 50-50 on NAC/FAK bookings, but when space is tighter, some even ask for 4 to 1 (FAK to NAC) to even 5 to 1 as happened in June-July of this year,” said Christian Sur, executive vice president for ocean freight/contract logistics at Unique Logistics International. “We are back to more 1 to 1 or even a better ratio to receive NAC space.” Others see it similarly, given that new tonnage deliveries will add 11% to existing capacity by the end of 2024 and another 6% next year, growth only minimally reduced by scrapping at least so far, according to S&P Global Market Intelligence. “NVOCCs could find themselves in a more favorable position in 2025 as the market shifts and carriers face increased competition to fill excess vessel capacity,” Monroe wrote on Nov. 19. “With the surge of available capacity in the ocean freight market, carriers are likely to adopt more flexible and reasonable terms for NVOCCs in order to maintain their vessel utilization.” Carriers monitoring NVOs’ use of NAC rates Carriers’ NVO policies this year forced some NVOs to be more aggressive in scrounging up FAK cargo, often from the smaller end of the shipper market that is too small to secure contract rates. But while market cyclicality might make carriers hungry for NVO cargo, what will likely not change so fast is carriers’ increasingly sophisticated monitoring of NVOs’ use of named account rates, especially when spot rates exceed contract rates. That monitoring has disrupted longstanding practice under which NVOs – when contract rates fall below spot rates -- utilize named account rates to ship multiple shippers’ cargo, not just the shipper named in the account, thereby taking advantage of lower buy rates than were available on the open market. Not anymore, since carriers have developed technology and systems enabling them to closely monitor NVO named account volumes. When they see commodities or volumes shipped beyond what was agreed in an NAC contract, or the NVO not providing agreed-upon volumes in a given month, they intervene. In a soft market, carriers may pressure NVOs less, but won’t stop monitoring the volumes. That is something unlikely to change irrespective of where the market goes. Contact Peter Tirschwell at peter.tirschwell@spglobal.com .

Container lines

Forwarding

Maritime

NVOs eager to get past carriers’ tight grip on unexpectedly favorable market

<div class="phx-topic abstract-wrapper">MPV operators are hopeful the incoming Trump administration will build on Biden’s support for nuclear power generation, which would boost cargo volumes.</div>

MPV operators are hopeful the incoming Trump administration will build on Biden’s support for nuclear power generation, which would boost cargo volumes.

<div class="phx-topic">A commitment to meeting climate goals even as energy demand escalates is supercharging the outlook for nuclear power as a clean and reliable energy source. A plan to triple the US’ current net nuclear power generation capacity of about 97 gigawatts (GW) by 2050, including building 200 GW of new net capacity, was announced by the Biden administration on Nov. 12. Capacity gains will come from new power plants, upgrades to existing reactors, and reactivated retired reactors. Nuclear projects are a promising source of future cargo for the heavy-lift and multipurpose vessel (MPV) sector.Nuclear power generation enjoys broad bipartisan support, according to the Nuclear Energy Institute, and the first Trump administration supported nuclear power. However, whether the new Trump administration will continue its support is hard to call, as Trump has expressed both support of small modular reactors (SMRs) and skepticism about the sector more broadly, according to power industry publication Utility Dive. While this ambiguity makes the immediate US outlook for the sector difficult to forecast, there is no doubt that new manufacturing, AI and high-performance computing data centers, which need reliable energy 24/7, have the potential to increase total power demand in the US by as much as 20% through 2034 alone, according to a September report from the Department of Energy’s (DOE’s) Office of Nuclear Energy.“Nuclear is one of the few options that can reliably deliver [clean energy] at this scale,” the report said.The data centers necessary to power AI gobble up enormous amounts of electrical power, much of which is currently generated by coal and oil, according to Mason Lester, principal research analyst at S&amp;P Global Commodity Insights. S&amp;P Global is the parent company of the Journal of Commerce.The DOE is providing substantial funding for extending and restarting existing nuclear operations and supporting the development of advanced nuclear or SMRs. Both developments would boost project cargo logistics demand.Managing transport related to refurbishing existing nuclear reactors is not unusual in project logistics, but it is likely to increase in importance as the emphasis shifts from retiring reactors to continuing or even restarting operations. The existing stock of reactors is aging, and many will need significant refurbishment during the 2030s if the goal is to extend their life to 80 years, Lester said.<h3>Heavy funding for SMR startups</h3>Technology giant Microsoft plans to eventually buy power from what is now a retired unit of Constellation Energy’s nuclear facility at Three Mile Island in Pennsylvania. Bringing the facility back to life could cost as much as $1.6 billion, according to Politico subsidiary E&amp;E News.In addition, government and private investors are pouring massive amounts of funding at SMR startups. Amazon, for example, is investing $500 million in several development projects, and the DOE has awarded advanced nuclear power developer TerraPower almost $2 billion for the Natrium SMR project. Bill Gates, a co-founder of TerraPower, has also invested some $1 billion in the company, according to reports from E&amp;E News. Four SMRs are currently in development at the Darlington site in Ontario, Canada, but will not be online until at least 2028, or “more likely 2030,” Lester said. These are test projects, with developers “tweaking as they go,” he explained.The eventual goal is to modularize SMRs, which require the same components as traditional nuclear reactors but on a smaller scale, Lester added.Whether this flush of nuclear enthusiasm will hold depends on whether SMRs can be built quickly and efficiently, Lester said.“There is a lot of money being thrown at nuclear design companies who have never built a reactor but have a design on paper,” he said. If pilot projects are successful, utilities and other power consumers will be deeply interested, “but it’s a matter of getting these first three or four going in North America.”Contact Janet Nodar at <a href="mailto:janet.nodar@spglobal.com">janet.nodar@spglobal.com</a>.</div>

A commitment to meeting climate goals even as energy demand escalates is supercharging the outlook for nuclear power as a clean and reliable energy source. A plan to triple the US’ current net nuclear power generation capacity of about 97 gigawatts (GW) by 2050, including building 200 GW of new net capacity, was announced by the Biden administration on Nov. 12. Capacity gains will come from new power plants, upgrades to existing reactors, and reactivated retired reactors. Nuclear projects are a promising source of future cargo for the heavy-lift and multipurpose vessel (MPV) sector. Nuclear power generation enjoys broad bipartisan support, according to the Nuclear Energy Institute, and the first Trump administration supported nuclear power. However, whether the new Trump administration will continue its support is hard to call, as Trump has expressed both support of small modular reactors (SMRs) and skepticism about the sector more broadly, according to power industry publication Utility Dive. While this ambiguity makes the immediate US outlook for the sector difficult to forecast, there is no doubt that new manufacturing, AI and high-performance computing data centers, which need reliable energy 24/7, have the potential to increase total power demand in the US by as much as 20% through 2034 alone, according to a September report from the Department of Energy’s (DOE’s) Office of Nuclear Energy. “Nuclear is one of the few options that can reliably deliver [clean energy] at this scale,” the report said. The data centers necessary to power AI gobble up enormous amounts of electrical power, much of which is currently generated by coal and oil, according to Mason Lester, principal research analyst at S&P Global Commodity Insights. S&P Global is the parent company of the Journal of Commerce. The DOE is providing substantial funding for extending and restarting existing nuclear operations and supporting the development of advanced nuclear or SMRs. Both developments would boost project cargo logistics demand. Managing transport related to refurbishing existing nuclear reactors is not unusual in project logistics, but it is likely to increase in importance as the emphasis shifts from retiring reactors to continuing or even restarting operations. The existing stock of reactors is aging, and many will need significant refurbishment during the 2030s if the goal is to extend their life to 80 years, Lester said. Heavy funding for SMR startups Technology giant Microsoft plans to eventually buy power from what is now a retired unit of Constellation Energy’s nuclear facility at Three Mile Island in Pennsylvania. Bringing the facility back to life could cost as much as $1.6 billion, according to Politico subsidiary E&E News. In addition, government and private investors are pouring massive amounts of funding at SMR startups. Amazon, for example, is investing $500 million in several development projects, and the DOE has awarded advanced nuclear power developer TerraPower almost $2 billion for the Natrium SMR project. Bill Gates, a co-founder of TerraPower, has also invested some $1 billion in the company, according to reports from E&E News. Four SMRs are currently in development at the Darlington site in Ontario, Canada, but will not be online until at least 2028, or “more likely 2030,” Lester said. These are test projects, with developers “tweaking as they go,” he explained. The eventual goal is to modularize SMRs, which require the same components as traditional nuclear reactors but on a smaller scale, Lester added. Whether this flush of nuclear enthusiasm will hold depends on whether SMRs can be built quickly and efficiently, Lester said. “There is a lot of money being thrown at nuclear design companies who have never built a reactor but have a design on paper,” he said. If pilot projects are successful, utilities and other power consumers will be deeply interested, “but it’s a matter of getting these first three or four going in North America.” Contact Janet Nodar at janet.nodar@spglobal.com .

Breakbulk carriers

Energy projects

Project cargo

Breakbulk News

Uncertain nuclear outlook in US clouds demand picture for MPV sector

<div class="phx-topic abstract-wrapper">GenLogs, founded by an ex-counterterrorism expert, is offering shippers and brokers a way to track lost trailers and trucks as cargo theft booms in the US. </div>

GenLogs, founded by an ex-counterterrorism expert, is offering shippers and brokers a way to track lost trailers and trucks as cargo theft booms in the US.

<div class="phx-topic">A software vendor in the US truckload industry that provides sales and compliance products to freight brokers and carriers on Wednesday said it is offering a free tracking service to combat cargo theft. The company, Virginia-based GenLogs, said shippers, brokers and carriers can use GenLogs’ growing network of roadside cameras to help locate a missing asset. The company’s core product is designed to help carriers and freight brokers improve their ability to source capacity, find shipper business and vet carriers. As part of the vetting process, the company helps customers manage carrier compliance. GenLogs CEO Ryan Joyce told the Journal of Commerce that the company is currently helping its customers recover approximately 25 assets per week. Those assets include trailers, flatbeds and even entire trucks. “It’s a low lift for us to add a new asset on our alert system,” he said of the new free service for non-customers. North American cargo theft rose nearly 50% year over year in the first half of 2024, according to Overhaul, a global supply chain risk management and intelligence firm. Shippers, carriers or brokers can access the service by sending an identifier — such as a trailer number — by email to GenLogs’ investigation team (<a href="mailto:investigations@genlogs.io">investigations@genlogs.io</a>) or through the company’s “Find My Asset” page on its website. GenLogs will investigate its last known location and set an alert to track it, Joyce said. ”Our goal is to remove the bad actors from the industry so that all the good guys can flourish,” Joyce said. GenLogs operates a nationwide network of roadside sensors that passively collect data on every passing truck and equipment pairing. The static sensors, on the sides of interstates, filter out private vehicles and only collect data on vehicles, not drivers, Joyce added. He said the company plans to have its sensors established every one hundred miles on every interstate nationwide in 2025 so that every long-haul shipment is visible at least twice along its journey. Joyce, who had a career in government counterintelligence before founding GenLogs, said the company is taking a similar approach to root out cargo theft. “Our goal is not to merely disrupt criminal networks, but rather completely dismantle them,” he said. Contact Eric Johnson at <a href="mailto:eric.johnson@spglobal.com">eric.johnson@spglobal.com</a>. </div>

A software vendor in the US truckload industry that provides sales and compliance products to freight brokers and carriers on Wednesday said it is offering a free tracking service to combat cargo theft. The company, Virginia-based GenLogs, said shippers, brokers and carriers can use GenLogs’ growing network of roadside cameras to help locate a missing asset. The company’s core product is designed to help carriers and freight brokers improve their ability to source capacity, find shipper business and vet carriers. As part of the vetting process, the company helps customers manage carrier compliance. GenLogs CEO Ryan Joyce told the Journal of Commerce that the company is currently helping its customers recover approximately 25 assets per week. Those assets include trailers, flatbeds and even entire trucks. “It’s a low lift for us to add a new asset on our alert system,” he said of the new free service for non-customers. North American cargo theft rose nearly 50% year over year in the first half of 2024, according to Overhaul, a global supply chain risk management and intelligence firm. Shippers, carriers or brokers can access the service by sending an identifier — such as a trailer number — by email to GenLogs’ investigation team ( investigations@genlogs.io ) or through the company’s “Find My Asset” page on its website. GenLogs will investigate its last known location and set an alert to track it, Joyce said. ”Our goal is to remove the bad actors from the industry so that all the good guys can flourish,” Joyce said. GenLogs operates a nationwide network of roadside sensors that passively collect data on every passing truck and equipment pairing. The static sensors, on the sides of interstates, filter out private vehicles and only collect data on vehicles, not drivers, Joyce added. He said the company plans to have its sensors established every one hundred miles on every interstate nationwide in 2025 so that every long-haul shipment is visible at least twice along its journey. Joyce, who had a career in government counterintelligence before founding GenLogs, said the company is taking a similar approach to root out cargo theft. “Our goal is not to merely disrupt criminal networks, but rather completely dismantle them,” he said. Contact Eric Johnson at eric.johnson@spglobal.com .

Logistics Technology News

Truck brokers

Truckload

Startup technology vendor takes aim at cargo theft with free tracking service

<div class="phx-topic abstract-wrapper">The company has the largest ground transportation fleet in Asia, with more than 86,000 trucks and 100,000 first- and last-mile delivery vehicles. </div>

The company has the largest ground transportation fleet in Asia, with more than 86,000 trucks and 100,000 first- and last-mile delivery vehicles.

<div class="phx-topic">SF Holdings, China's largest express and integrated logistics company, launched an initial public offering in Hong Kong Tuesday that seeks to raise up to $793 million to finance organic growth and third-party investment. Fund manager Oaktree Capital Management, merchant bank Morgan Stanley International and smart phone maker Xiaomi are among the 10 cornerstone investors that have signed up to $200 million worth of shares. SF Holdings, seen as China's equivalent of FedEx, has earmarked about 45%, or $357 million, of the net proceeds for international growth. That includes $290 million for expansion in Southeast Asia and investment activities including buyouts and joint ventures, plus $36 million to enlarge its airfreight network and upgrade warehouse and logistics facilities in North America and Europe. A further $255 million will be used to strengthen and optimize its logistics network in China. That comes as SF is keen to build on the regional footprint it gained in Asia when it <a href="https://www.joc.com/article/sf-holdings-extends-trans-pacific-reach-with-kerry-logistics-stake-5250759">acquired a majority stake in Hong Kong’s Kerry Logistics in 2021</a>. SF, which is already listed in Shenzhen, has a fleet of 99 cargo aircraft that accounted for 32% of China’s air cargo capacity in the first half of this year, according to US consulting firm Frost &amp; Sullivan. It also has the largest ground transportation fleet in Asia with more than 86,000 trucks and 100,000 first- and last-mile delivery vehicles. The company reported a 15% increase in net profit, to $665 million, in the first six months of the year. The public share offer closes on Nov. 22, with trading in the shares expected on Nov. 27. Contact Keith Wallis at <a href="mailto:keithwallis@hotmail.com">keithwallis@hotmail.com</a>. </div>

SF Holdings, China's largest express and integrated logistics company, launched an initial public offering in Hong Kong Tuesday that seeks to raise up to $793 million to finance organic growth and third-party investment. Fund manager Oaktree Capital Management, merchant bank Morgan Stanley International and smart phone maker Xiaomi are among the 10 cornerstone investors that have signed up to $200 million worth of shares. SF Holdings, seen as China's equivalent of FedEx, has earmarked about 45%, or $357 million, of the net proceeds for international growth. That includes $290 million for expansion in Southeast Asia and investment activities including buyouts and joint ventures, plus $36 million to enlarge its airfreight network and upgrade warehouse and logistics facilities in North America and Europe. A further $255 million will be used to strengthen and optimize its logistics network in China. That comes as SF is keen to build on the regional footprint it gained in Asia when it acquired a majority stake in Hong Kong’s Kerry Logistics in 2021 . SF, which is already listed in Shenzhen, has a fleet of 99 cargo aircraft that accounted for 32% of China’s air cargo capacity in the first half of this year, according to US consulting firm Frost & Sullivan. It also has the largest ground transportation fleet in Asia with more than 86,000 trucks and 100,000 first- and last-mile delivery vehicles. The company reported a 15% increase in net profit, to $665 million, in the first six months of the year. The public share offer closes on Nov. 22, with trading in the shares expected on Nov. 27. Contact Keith Wallis at keithwallis@hotmail.com .

Surface

Air Cargo

Supply chain

China logistics giant SF Holding launches $793 million Hong Kong IPO

<div class="phx-topic abstract-wrapper">Sean Duffy is the incoming administration’s pick for transportation secretary, with much of his prior legislative focus on issues related to trucking. </div>

Sean Duffy is the incoming administration’s pick for transportation secretary, with much of his prior legislative focus on issues related to trucking.

<div class="phx-topic">The incoming Trump administration has announced former congressman and television host Sean Duffy as its pick for Secretary of Transportation. Duffy, during his nine years in Congress, showed an interest in issues affecting the trucking industry while taking aim at traffic delays caused by railroads. President-elect Donald Trump revealed the nomination late Monday, saying that Duffy, 53, “will prioritize excellence, competence, competitiveness and beauty when rebuilding America’s highways, tunnels, bridges and airports.” “He will ensure our ports and dams serve our economy without compromising our national security,” Trump added in a statement. Duffy represented Wisconsin in Congress from 2011 to 2019. After he resigned, he worked as a host on Fox Business. Duffy introduced two bills directly related to transportation in 2015, neither of which advanced. One bill aimed to reduce Department of Transportation (DOT) highway limitations on logging trucks. Another bill would have allowed the DOT to levy a $10,000 per hour civil penalty on railroad carriers when a shift change blocks traffic at a vehicle crossing. He also co-sponsored legislation that would have waived hours-of-service requirements for railroad workers when they have to clear trains blocking traffic. Duffy co-sponsored legislation that would have set up apprentice programs for truck drivers under age 21 and supported a bill that would have delayed the 2018 implementation of electronic logging devices across the trucking industry as well as another that would have given motor carriers more leeway in drug testing for drivers. Duffy also supported the FAST Act, which then-President Barack Obama signed into law in 2016. It reauthorized a gasoline tax and added other user fees to pay for maintenance on the nation’s roads. The American Trucking Associations said in a statement Monday that Duffy “was focused on issues facing our industry and supported pro-trucking policies to strengthen the supply and our ability to keep the nation’s goods moving safely and efficiently.” On the maritime front, Duffy co-sponsored bills that would have required the Harbor Maintenance Trust Fund, which provides funds for maintenance dredging at ports, to spend the entirety of its tax receipts in each fiscal year. He also supported the Maritime Border Security Review Act, which would require the Department of Homeland Security to report on what measures ports need to undertake to reduce flows of illegal drugs and other criminal activity. In his final term in Congress, Duffy also sponsored legislation that would have given then-President Trump more power to impose reciprocal tariffs on international trading partners. Contact Michael Angell at <a href="mailto:michael.angell@spglobal.com ">michael.angell@spglobal.com</a>.</div>

The incoming Trump administration has announced former congressman and television host Sean Duffy as its pick for Secretary of Transportation. Duffy, during his nine years in Congress, showed an interest in issues affecting the trucking industry while taking aim at traffic delays caused by railroads. President-elect Donald Trump revealed the nomination late Monday, saying that Duffy, 53, “will prioritize excellence, competence, competitiveness and beauty when rebuilding America’s highways, tunnels, bridges and airports.” “He will ensure our ports and dams serve our economy without compromising our national security,” Trump added in a statement. Duffy represented Wisconsin in Congress from 2011 to 2019. After he resigned, he worked as a host on Fox Business. Duffy introduced two bills directly related to transportation in 2015, neither of which advanced. One bill aimed to reduce Department of Transportation (DOT) highway limitations on logging trucks. Another bill would have allowed the DOT to levy a $10,000 per hour civil penalty on railroad carriers when a shift change blocks traffic at a vehicle crossing. He also co-sponsored legislation that would have waived hours-of-service requirements for railroad workers when they have to clear trains blocking traffic. Duffy co-sponsored legislation that would have set up apprentice programs for truck drivers under age 21 and supported a bill that would have delayed the 2018 implementation of electronic logging devices across the trucking industry as well as another that would have given motor carriers more leeway in drug testing for drivers. Duffy also supported the FAST Act, which then-President Barack Obama signed into law in 2016. It reauthorized a gasoline tax and added other user fees to pay for maintenance on the nation’s roads. The American Trucking Associations said in a statement Monday that Duffy “was focused on issues facing our industry and supported pro-trucking policies to strengthen the supply and our ability to keep the nation’s goods moving safely and efficiently.” On the maritime front, Duffy co-sponsored bills that would have required the Harbor Maintenance Trust Fund, which provides funds for maintenance dredging at ports, to spend the entirety of its tax receipts in each fiscal year. He also supported the Maritime Border Security Review Act, which would require the Department of Homeland Security to report on what measures ports need to undertake to reduce flows of illegal drugs and other criminal activity. In his final term in Congress, Duffy also sponsored legislation that would have given then-President Trump more power to impose reciprocal tariffs on international trading partners. Contact Michael Angell at michael.angell@spglobal.com .

Trucking News

Former congressman, TV host gets Trump’s nod to lead DOT

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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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