<div class="phx-topic abstract-wrapper">Freight forwarders use a variety of strategies to stay ahead of their competitors, but perhaps the b</div>

Freight forwarders use a variety of strategies to stay ahead of their competitors, but perhaps the b

<div>Freight forwarders use a variety of strategies to stay ahead of their competitors, but perhaps the best strategy is simply to reduce transit time. A case study in how to accomplish that is offered by the Hong Kong-based forwarder U-Freight, which says it has secured up to a two-day edge over the competition when importing goods into one of the world's fastest-growing economies. U-Freight claims to be the first forwarder to establish a direct electronic data interchange link with customs authorities in Shanghai, a major market and transport hub for the newly admitted World Trade Organization member. Under new requirements,...

Freight forwarders use a variety of strategies to stay ahead of their competitors, but perhaps the best strategy is simply to reduce transit time. A case study in how to accomplish that is offered by the Hong Kong-based forwarder U-Freight, which says it has secured up to a two-day edge over the competition when importing goods into one of the world's fastest-growing economies. U-Freight claims to be the first forwarder to establish a direct electronic data interchange link with customs authorities in Shanghai, a major market and transport hub for the newly admitted World Trade Organization member. Under new requirements, forwarders that do not have a direct EDI link to customs must wait for the airline to submit the manifest and master air waybill information into the system. Only then can the forwarder begin the process of submitting the more detailed house air waybill data and other details from the manifest for imported airfreight shipments, a prerequisite for clearance. If the plane arrives after office hours, there's added delay. U-Freight said its link allows the filing of both the master air waybill and house air waybills, and allows customers to by-pass both the airline and the possibility of a flight landing after hours, gaining for them the two-day advantage.'This provides a real benefit for our customers,' said Anthony Fong, U-Freight's managing director. Its customers include Shanghai General Motors, Motorola and Acer. Having a direct EDI link to Chinese customs is not new for some transportation companies. Integrated carriers such as FedEx, UPS, DHL and TNT all say they already have direct EDI links with Shanghai customs. Martin Palmer, international customs affairs manager for TNT, said the four big integrators have been working on the Shanghai customs project since late 1998. That initiative went live on Oct. 23 during President Bush's visit to Shanghai for the Asia Pacific Economic Cooperation forum. Based at Shanghai's new international airport, the project is designed to simplify the customs process. Both UPS and FedEx say they have had direct EDI connections with Shanghai since 1994. The link enables FedEx to transmit all information electronically before the aircraft takes off for China, said FedEx spokeswoman Sandra Munoz. 'With a few exceptions, all shipments cleared via EDI are released immediately,' she said. 'If additional information is required, we're able to go back to the customer before the shipment leaves.' Other forwarders, such as Danzas AEI, say they also have EDI links to customs in Shanghai. Traditionally, however, a leased line has been used by all major forwarders to feed their house air waybill information into customs' system after the shipment arrived. Fong said that line is still in operation and used by several forwarders. He estimates U-Freight's link will provide an edge for the company for three to six months before other forwarders catch up. DHL said it also has EDI links in Beijing, Guangzhou and Shenzhen. 'It helps us a lot,' said Alan Wong, DHL's marketing manager in China. 'The customs officer can do the pre-clearance, and there is no need to see paperwork.' U-Freight's edge results from a new rule introduced by Shanghai customs requiring agents to submit house air waybill and manifest details on import airfreight shipments via EDI for clearance. Those forwarders that do not have a direct link have to wait for airlines to input the manifest and master air waybill details into the customs' system and also for COSTA, the Shanghai customs subsidiary, to feed the house air waybill details into the same system. Only then can the shipment clear customs. U-Freight, which was formed in 1968 by four partners in Hong Kong, decided in 1986 to build a niche market serving China because of the potential it saw there. 'When we set foot in there, we were not treated as local,' he said. 'We made a lot of mistakes and lost a lot of time and money. We had no advantage at all compared to any (other) foreign investors. The only advantage was we were able to speak Chinese,' he said, stating that the company has no connection to the Chinese government that might have helped it gain the EDI link. U-Freight has offices in 17 countries and employs approximately 1,100 people. It uses Chinese carriers such as Air China, China Eastern, China Cargo Airlines and foreign operators such as Japan Airlines, Air France and Korean Air to move its freight in and out of China.

Transport, Trade and Regulation News

GAINING AN EDGE IN CHINA

<div class="phx-topic abstract-wrapper">New carrier services improved connections between Hamburg and the Mediterranean, Middle East, Asia and India, while hinterland traffic has continued to develop.</div>

New carrier services improved connections between Hamburg and the Mediterranean, Middle East, Asia and India, while hinterland traffic has continued to develop.

Feature image

<div class="phx-topic">Germany’s Port of Hamburg has reported a 9.3% increase in first-half container volume as increasing trade with Asia and the Baltic states was supported by new services from reshuffled carrier alliances and a rise in calls by larger vessels. Europe’s third-busiest container port handled 4.2 million TEUs between January and June, with imports rising 11.6% year over year and exports up 6.9%. ”...[T]he Port of Hamburg is able to benefit to this extent from new liner services and the restructuring of the shipping companies,” Axel Mattern, CEO of Port of Hamburg Marketing, said in a statement Tuesday. New carrier services improved connections between Hamburg and the Mediterranean, Middle East, Asia and India. Mattern said on top of the new services, hinterland traffic has continued to develop, with transshipment traffic also recording a strong half-year performance. Stefan Verberckmoes, senior shipping analyst at Alphaliner, said the changes to carrier alliances, particularly the Gemini Cooperation between Maersk and Hapag-Lloyd as well as Mediterranean Shipping Co. (MSC) going it alone, were a contributing factor to Hamburg’s rise in throughput. “Maersk has partnered (with) a Hamburg-based carrier and...MSC is favoring Hamburg in its standalone network, whereas the former 2M (alliance) was mainly using Bremerhaven,” Verberckmoes told the Journal of Commerce Wednesday. Still, Hamburg remains far behind Europe’s largest container port of Rotterdam that handled 9 million TEUs in the first half, and second-place Antwerp-Bruges with 6.91 million TEUs. Hamburg’s growth in container throughput was primarily generated by trade with Asia, up 10.7% year over year to 1.8 million TEUs, and trade with Baltic Sea states that grew 20.8% to 734,000 TEUs. China led the Asian trade, with volume growing 10.5% in the first half to 1.2 million TEUs. Malaysia benefited from changes in transshipment routes with a 93.2% increase in volume to 169,000 TEUs, while India throughput was up 41.6% at 137,000 TEUs. Baltic countries saw a significant increase in container throughput, with Denmark up 36% at 98,000 TEUs, Finland 20.1% higher at 125,000 TEUs and Poland volume increasing 28.8% to 182,000 TEUs. Unlike its North Europe port rivals that were able to grow US trade, Hamburg reported a 19.3% decline in US volume to 275,000 TEUs that the port attributed to “upheavals caused by the US administration’s trade policy.” <h3>Megaship calls continue to rise </h3>Supporting the growth in volume was a rise in the size of ships calling at Hamburg in the first half. The number of calls by container ships with capacity for more than 10,000 TEUs rose 51.6% to 285, while calls by ships with capacities exceeding 24,000 TEUs was up 29.6 % at 127 vessels. Hamburg’s hinterland container transport increased 2.2% year over year to 2.6 million TEUs, half of which were moved by rail. Transhipment volume was up 23.8% at 1.6 million TEUs. Ports across Europe are facing significant infrastructure shortcomings that are being exposed by the growing trade volume with persistent bottlenecks impacting some of the region’s largest gateways. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="9a83258d-dd54-4110-815c-666405d1115d"></dynamic-object></div>Hamburg is not immune to the congestion, but much of the disruption is a result of inland rail transport woes caused by full closures and railway maintenance projects. Kuehne + Nagel’s visibility tool SeaExplorer is reporting rail delays are around 13 hours at HHLA’s Container Terminal Altenwerder (CTA) this week and six hours at Eurokombi rail terminals. CTA yard utilization is at a high 75% to 80%. Friedrich Stuhrmann, CCO at Hamburg Port Authority, outlined some of the measures the port was taking to improve handling as container volumes and ship sizes increased. Stuhrmann said in the results statement the port has widened ship-passing areas and has begun expanding ship-turning spaces to accommodate larger vessels calling at the port, “sending important signals to ensure that these developments continue in the future.” Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

Germany’s Port of Hamburg has reported a 9.3% increase in first-half container volume as increasing trade with Asia and the Baltic states was supported by new services from reshuffled carrier alliances and a rise in calls by larger vessels. Europe’s third-busiest container port handled 4.2 million TEUs between January and June, with imports rising 11.6% year over year and exports up 6.9%. ”...[T]he Port of Hamburg is able to benefit to this extent from new liner services and the restructuring of the shipping companies,” Axel Mattern, CEO of Port of Hamburg Marketing, said in a statement Tuesday. New carrier services improved connections between Hamburg and the Mediterranean, Middle East, Asia and India. Mattern said on top of the new services, hinterland traffic has continued to develop, with transshipment traffic also recording a strong half-year performance. Stefan Verberckmoes, senior shipping analyst at Alphaliner, said the changes to carrier alliances, particularly the Gemini Cooperation between Maersk and Hapag-Lloyd as well as Mediterranean Shipping Co. (MSC) going it alone, were a contributing factor to Hamburg’s rise in throughput. “Maersk has partnered (with) a Hamburg-based carrier and...MSC is favoring Hamburg in its standalone network, whereas the former 2M (alliance) was mainly using Bremerhaven,” Verberckmoes told the Journal of Commerce Wednesday. Still, Hamburg remains far behind Europe’s largest container port of Rotterdam that handled 9 million TEUs in the first half, and second-place Antwerp-Bruges with 6.91 million TEUs. Hamburg’s growth in container throughput was primarily generated by trade with Asia, up 10.7% year over year to 1.8 million TEUs, and trade with Baltic Sea states that grew 20.8% to 734,000 TEUs. China led the Asian trade, with volume growing 10.5% in the first half to 1.2 million TEUs. Malaysia benefited from changes in transshipment routes with a 93.2% increase in volume to 169,000 TEUs, while India throughput was up 41.6% at 137,000 TEUs. Baltic countries saw a significant increase in container throughput, with Denmark up 36% at 98,000 TEUs, Finland 20.1% higher at 125,000 TEUs and Poland volume increasing 28.8% to 182,000 TEUs. Unlike its North Europe port rivals that were able to grow US trade, Hamburg reported a 19.3% decline in US volume to 275,000 TEUs that the port attributed to “upheavals caused by the US administration’s trade policy.” Megaship calls continue to rise Supporting the growth in volume was a rise in the size of ships calling at Hamburg in the first half. The number of calls by container ships with capacity for more than 10,000 TEUs rose 51.6% to 285, while calls by ships with capacities exceeding 24,000 TEUs was up 29.6 % at 127 vessels. Hamburg’s hinterland container transport increased 2.2% year over year to 2.6 million TEUs, half of which were moved by rail. Transhipment volume was up 23.8% at 1.6 million TEUs. Ports across Europe are facing significant infrastructure shortcomings that are being exposed by the growing trade volume with persistent bottlenecks impacting some of the region’s largest gateways. Hamburg is not immune to the congestion, but much of the disruption is a result of inland rail transport woes caused by full closures and railway maintenance projects. Kuehne + Nagel’s visibility tool SeaExplorer is reporting rail delays are around 13 hours at HHLA’s Container Terminal Altenwerder (CTA) this week and six hours at Eurokombi rail terminals. CTA yard utilization is at a high 75% to 80%. Friedrich Stuhrmann, CCO at Hamburg Port Authority, outlined some of the measures the port was taking to improve handling as container volumes and ship sizes increased. Stuhrmann said in the results statement the port has widened ship-passing areas and has begun expanding ship-turning spaces to accommodate larger vessels calling at the port, “sending important signals to ensure that these developments continue in the future.” Contact Greg Knowler at greg.knowler@spglobal.com .

Port News

International ports

Maritime

Sharp rise in Hamburg first-half volume driven by growth in Asian, Baltic trade

<div class="phx-topic abstract-wrapper">The focus on incorporating returns technology for retailers is driven by data showing that the cost for them to acquire new customers far exceeds the cost of retaining existing customers.</div>

The focus on incorporating returns technology for retailers is driven by data showing that the cost for them to acquire new customers far exceeds the cost of retaining existing customers.

<div class="phx-topic">Blue Yonder’s acquisition of returns management platform Optoro continues a string of acquisitions by supply chain providers since 2023 to help retailers manage and offset the cost of online and in-store returns. Interest in returns management solutions is growing as third-party logistics providers (3PLs) and supply chain management software vendors extend their end-to-end solutions to include returns and other reverse logistics tools. For retailers, capabilities such as streamlining returns processes, understanding why items are returned, and automating front-end processes to allow customers to manage their returns through returns portals are helping to extend customer loyalty to the retailer. The focus on incorporating returns technology for retailers is driven by data showing that the cost for them to acquire new customers far exceeds the cost of retaining existing customers. According to the consulting firm Bain &amp; Company, companies that excel in customer experience retention see 10% to 15% more revenue and 25% to 30% higher profit margins. “With e-commerce sales continuing to grow, retailers need to be prepared when it comes to returns, which were projected to hit $890 billion last year, representing 16.9% of annual retail sales and is more than double the return rate from 2019,” Tim Robinson, Blue Yonder’s corporate vice president of returns, said in a statement Tuesday announcing the Optoro deal. Optoro is a returns management system (RMS) for retailers and third-party logistics providers (3PLs) to manage and optimize the returns process. Optoro’s platform includes a returns portal for retailers’ or 3PL customers to initiate returns, returns processing software, and secondary market channels for reselling returned items. Blue Yonder’s acquisition of Optoro is its second returns management acquisition in recent years, having acquired UK-based Doddle in 2023. Doddle offers self-service return kiosks and pick-up, drop-off (PUDO) networks. “With the addition of Optoro, Blue Yonder will be able to provide more expanded capabilities that address the complexities of the returns lifecycle,” Jordan K. Speer, research director at IDC Retail Insights, said in the statement. “This move not only opens new opportunities to enhance operational efficiency, but also aligns with the growing demand for sustainable practices.” <h3>Returns feed into customer experience </h3>According to a 2024 report from the National Retail Federation (NRF) in collaboration with returns provider Happy Returns, 67% of consumers said a negative returns experience would discourage them from shopping with a retailer again. Earlier this year, DHL Supply Chain acquired Inmar Supply Chain to not only offer returns capabilities, but also offer product remarketing, recall management and supply chain performance analytics. Accenture and UPS also acquired returns management companies in 2023. Accenture acquired OnProcessing, a provider of after-sales solutions, including reverse logistics and warranty management, for manufacturers and retailers. UPS, an early investor in Optoro, was rumored for years to be interested in acquiring the company, but instead acquired Happy Returns in late 2023. Happy Returns initially focused on offering “returns bars” in shopping malls before the pandemic. But as foot traffic at shopping malls slowed, the company shifted its focus toward enabling box-free, label-free returns at participating locations, including The UPS Store and other retailers. Contact Cathy Morrow Roberson at <a href="mailto:cathy.morrowroberso@spglobal.com">cathy.morrowroberso@spglobal.com.</a></div>

Blue Yonder’s acquisition of returns management platform Optoro continues a string of acquisitions by supply chain providers since 2023 to help retailers manage and offset the cost of online and in-store returns. Interest in returns management solutions is growing as third-party logistics providers (3PLs) and supply chain management software vendors extend their end-to-end solutions to include returns and other reverse logistics tools. For retailers, capabilities such as streamlining returns processes, understanding why items are returned, and automating front-end processes to allow customers to manage their returns through returns portals are helping to extend customer loyalty to the retailer. The focus on incorporating returns technology for retailers is driven by data showing that the cost for them to acquire new customers far exceeds the cost of retaining existing customers. According to the consulting firm Bain & Company, companies that excel in customer experience retention see 10% to 15% more revenue and 25% to 30% higher profit margins. “With e-commerce sales continuing to grow, retailers need to be prepared when it comes to returns, which were projected to hit $890 billion last year, representing 16.9% of annual retail sales and is more than double the return rate from 2019,” Tim Robinson, Blue Yonder’s corporate vice president of returns, said in a statement Tuesday announcing the Optoro deal. Optoro is a returns management system (RMS) for retailers and third-party logistics providers (3PLs) to manage and optimize the returns process. Optoro’s platform includes a returns portal for retailers’ or 3PL customers to initiate returns, returns processing software, and secondary market channels for reselling returned items. Blue Yonder’s acquisition of Optoro is its second returns management acquisition in recent years, having acquired UK-based Doddle in 2023. Doddle offers self-service return kiosks and pick-up, drop-off (PUDO) networks. “With the addition of Optoro, Blue Yonder will be able to provide more expanded capabilities that address the complexities of the returns lifecycle,” Jordan K. Speer, research director at IDC Retail Insights, said in the statement. “This move not only opens new opportunities to enhance operational efficiency, but also aligns with the growing demand for sustainable practices.” Returns feed into customer experience According to a 2024 report from the National Retail Federation (NRF) in collaboration with returns provider Happy Returns, 67% of consumers said a negative returns experience would discourage them from shopping with a retailer again. Earlier this year, DHL Supply Chain acquired Inmar Supply Chain to not only offer returns capabilities, but also offer product remarketing, recall management and supply chain performance analytics. Accenture and UPS also acquired returns management companies in 2023. Accenture acquired OnProcessing, a provider of after-sales solutions, including reverse logistics and warranty management, for manufacturers and retailers. UPS, an early investor in Optoro, was rumored for years to be interested in acquiring the company, but instead acquired Happy Returns in late 2023. Happy Returns initially focused on offering “returns bars” in shopping malls before the pandemic. But as foot traffic at shopping malls slowed, the company shifted its focus toward enabling box-free, label-free returns at participating locations, including The UPS Store and other retailers. Contact Cathy Morrow Roberson at cathy.morrowroberso@spglobal.com.

Logistics Technology News

Supply chain

Blue Yonder’s ‘returns’ tech acquisition highlights growing demand from retailers

<div class="phx-topic abstract-wrapper">The development of the war-damaged Latakia International Container Terminal, which handles 95% of Syria’s containerized trade, is aimed at increasing the port’s handling capacity to 1 million TEUs. </div>

The development of the war-damaged Latakia International Container Terminal, which handles 95% of Syria’s containerized trade, is aimed at increasing the port’s handling capacity to 1 million TEUs.

<div class="phx-topic">CMA CGM is committing an additional €200 million ($232 million) to the development of Syria’s largest container port of Latakia as the carrier launches the second phase of its expansion project at the war-damaged Mediterranean hub. Following a meeting in Damascus with Syrian leaders, CMA CGM chairman and CEO Rodolphe Saadé decided to accelerate the second part of the project, the carrier said in a statement Wednesday. “This new phase will directly complement the initial phase of €30 million investment that is undergoing and represents a strategic commitment of €200 million in the near future,” the statement noted. Under a renewed 30-year concession agreement signed May 1, CMA CGM will continue to manage and redevelop Syria’s Latakia International Container Terminal (LICT) that was damaged by air strikes during the Syrian civil war. LICT plays a vital role in the economic connectivity of the region, handling around 95% of Syria’s containerized imports and exports. With its links by road and rail to Damascus in northern Syria and as a key transit point to Iraq, Jordan, Turkey and the Persian Gulf, the port is a key logistics hub in the Eastern Mediterranean. The €200 million investment will be used to expand LICT to a handling capacity of 1 million TEUs. The funds will also go to modernizing and digitizing port operations, including advanced cargo handling systems and integrated logistics platforms; upgrading infrastructure to allow access to ships with a 16-meter draft; connecting rail and road links to support increasing volume; and launching and operating dry ports throughout Syria. CMA CGM is expanding investment in container terminals to diversify revenue and exert greater control over its supply chains. In July, the carrier announced <a href="https://www.joc.com/article/hmm-cma-cgm-to-expand-key-mediterranean-transshipment-hub-6036824">a €150 million ($177 million) investment in TTI Algeciras</a>, in which CMA CGM holds a 49.9% stake. Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com.</a></div>

CMA CGM is committing an additional €200 million ($232 million) to the development of Syria’s largest container port of Latakia as the carrier launches the second phase of its expansion project at the war-damaged Mediterranean hub. Following a meeting in Damascus with Syrian leaders, CMA CGM chairman and CEO Rodolphe Saadé decided to accelerate the second part of the project, the carrier said in a statement Wednesday. “This new phase will directly complement the initial phase of €30 million investment that is undergoing and represents a strategic commitment of €200 million in the near future,” the statement noted. Under a renewed 30-year concession agreement signed May 1, CMA CGM will continue to manage and redevelop Syria’s Latakia International Container Terminal (LICT) that was damaged by air strikes during the Syrian civil war. LICT plays a vital role in the economic connectivity of the region, handling around 95% of Syria’s containerized imports and exports. With its links by road and rail to Damascus in northern Syria and as a key transit point to Iraq, Jordan, Turkey and the Persian Gulf, the port is a key logistics hub in the Eastern Mediterranean. The €200 million investment will be used to expand LICT to a handling capacity of 1 million TEUs. The funds will also go to modernizing and digitizing port operations, including advanced cargo handling systems and integrated logistics platforms; upgrading infrastructure to allow access to ships with a 16-meter draft; connecting rail and road links to support increasing volume; and launching and operating dry ports throughout Syria. CMA CGM is expanding investment in container terminals to diversify revenue and exert greater control over its supply chains. In July, the carrier announced a €150 million ($177 million) investment in TTI Algeciras , in which CMA CGM holds a 49.9% stake. Contact Greg Knowler at greg.knowler@spglobal.com.

Container Shipping News

Marine terminals

CMA CGM accelerates $232 million Syrian Med port expansion project

<div class="phx-topic abstract-wrapper">The data visibility company has long partnered with transportation management system providers to get broader access to shippers, but will now compete alongside those partners.</div>

The data visibility company has long partnered with transportation management system providers to get broader access to shippers, but will now compete alongside those partners.

<div class="phx-topic">project44 on Tuesday released a transportation management system (TMS) product intended to fill regional and modal gaps for its shipper customers. The announcement comes as project44, long a leading provider of transportation visibility data, is evolving its position to more directly target transportation execution and inventory management. It’s part of a strategic shift to grab a larger share of technology investment from the world’s largest companies, the category of potential customers project44 is targeting, CEO Jett McCandless told the Journal of Commerce Tuesday. The new TMS can be an option for companies without a TMS or be used as a layer for enterprises with existing TMSs. “They leave their traditional TMS setup in divisions and [geographies] where it works and add p44’s TMS in the gaps that exist,” McCandless said. project44’s TMS offering represents a shift in sales approach after years of partnering with TMS vendors to spread its reach among shippers. McCandless said project44 will still partner with those TMS vendors, many of which use project44 visibility data. “We co-sell deals,” he said. “We have several in motion at the moment. And we’ve recently closed several. The biggest TMSs that service the [global 2000] shippers have more products than just TMS.” He added that it’s unusual for large shippers to have one TMS set up for all divisions in all geographies. “The p44 TMC can complement the existing TMS and fill in the gap if their existing TMS is not there,” he said. The TMS sits within a broader product suite that project44 calls its “Decision Intelligence Platform” composed of TMS, visibility, yard management and last-mile management. <h3>Product evolution </h3>Over the last year, project44 has gradually morphed its product and sales pitch around that platform, leaning heavily into the use of automation and AI agents that help shippers connect its visibility data with transportation and inventory management actions that can be undertaken in the platform. In that sense, the release of the TMS was more semantic, as project44 has been enabling transportation management decisions for months for its customers if they chose to use it. In particular, the TMS handles core functions such as rate management and booking across modes, carrier selection, procurement, purchase order management and invoice settlement. For ocean freight specifically, the company noted that shippers get native access to port-to-door rate quotes, estimated times of arrival, predictive sailing schedules, and port-level operational insights. “The integration of advanced technology streamlines our processes and increases customer satisfaction, provides essential performance data and measurement, and creates a culture of collaboration and innovation,” Hans Moorlag, director of North America logistics at Suntory Spirits, said in a statement. Contact Eric Johnson at <a href="mailto://eric.johnson@spglobal.com">eric.johnson@spglobal.com</a>. </div>

project44 on Tuesday released a transportation management system (TMS) product intended to fill regional and modal gaps for its shipper customers. The announcement comes as project44, long a leading provider of transportation visibility data, is evolving its position to more directly target transportation execution and inventory management. It’s part of a strategic shift to grab a larger share of technology investment from the world’s largest companies, the category of potential customers project44 is targeting, CEO Jett McCandless told the Journal of Commerce Tuesday. The new TMS can be an option for companies without a TMS or be used as a layer for enterprises with existing TMSs. “They leave their traditional TMS setup in divisions and [geographies] where it works and add p44’s TMS in the gaps that exist,” McCandless said. project44’s TMS offering represents a shift in sales approach after years of partnering with TMS vendors to spread its reach among shippers. McCandless said project44 will still partner with those TMS vendors, many of which use project44 visibility data. “We co-sell deals,” he said. “We have several in motion at the moment. And we’ve recently closed several. The biggest TMSs that service the [global 2000] shippers have more products than just TMS.” He added that it’s unusual for large shippers to have one TMS set up for all divisions in all geographies. “The p44 TMC can complement the existing TMS and fill in the gap if their existing TMS is not there,” he said. The TMS sits within a broader product suite that project44 calls its “Decision Intelligence Platform” composed of TMS, visibility, yard management and last-mile management. Product evolution Over the last year, project44 has gradually morphed its product and sales pitch around that platform, leaning heavily into the use of automation and AI agents that help shippers connect its visibility data with transportation and inventory management actions that can be undertaken in the platform. In that sense, the release of the TMS was more semantic, as project44 has been enabling transportation management decisions for months for its customers if they chose to use it. In particular, the TMS handles core functions such as rate management and booking across modes, carrier selection, procurement, purchase order management and invoice settlement. For ocean freight specifically, the company noted that shippers get native access to port-to-door rate quotes, estimated times of arrival, predictive sailing schedules, and port-level operational insights. “The integration of advanced technology streamlines our processes and increases customer satisfaction, provides essential performance data and measurement, and creates a culture of collaboration and innovation,” Hans Moorlag, director of North America logistics at Suntory Spirits, said in a statement. Contact Eric Johnson at eric.johnson@spglobal.com .

project44 wades into TMS market to fill modal, geographic gaps

<div class="phx-topic abstract-wrapper">A sense of uncertainty — if not alarm — about future demand and tariff levels on China has slowed, and even paralyzed, some orders from small and medium-sized importers, four veteran forwarders told the Journal of Commerce.</div>

A sense of uncertainty — if not alarm — about future demand and tariff levels on China has slowed, and even paralyzed, some orders from small and medium-sized importers, four veteran forwarders told the Journal of Commerce.

<div class="phx-topic">The true toll of US tariffs on China is just beginning to be felt on the trans-Pacific. Months of frontloading that drove an earlier peak season have come to an end, and US retailers are pulling back on ordering for the rest of the year in the face of a slowing US economy and higher tariff costs. Shippers and consignees are also racking up stiffer demurrage and storage bills because demand uncertainty is slowing their pickup of containers from marine terminals. <div class="wrapper-narrow float-right-element"><img src="/images/phoenix/6065756_0.1.jpg"></img></div>A sense of uncertainty — if not alarm — about future demand and tariff levels on China has slowed, and even paralyzed, some orders from small and medium-sized importers, four veteran forwarders told the Journal of Commerce. While China bookings haven’t cratered as they did in April when the Trump administration temporarily raised the US tariff level to 145%, forwarders warn of a renewed weakness in the market caused by more than just the end of peak season. Laden volumes from Asia to the US in July surged to a six-month high as shippers moved product ahead of August tariff deadlines. And while US imports are forecast to be up 5.8% year over year in August, <a href="https://www.joc.com/article/us-retailers-project-big-year-over-year-import-declines-to-close-out-2025-6060323">according to the latest Global Port Tracker (GPT)</a>, the rest of the year looks dismal. Volumes from September through December are expected to be down at least 20% year over year each month. Granted, volumes were elevated last year due to the threat of a labor strike on the East and Gulf coasts, but the current malaise is more than just tough 2024 comparisons. Small importers in particular are finding it harder to eat higher tariff costs, hampering orders as they try to push price increases onto consumers or back onto suppliers. <h3>Importers passing prices to consumers </h3>An index measuring the likelihood of US small business owners to increase prices hit its highest level in July since March 2024, according to the National Federation of Independent Businesses. A US Census Bureau survey of all US businesses, excluding farms, came to a similar conclusion, with 34% of respondents in late July saying they would increase prices over the next six months. Two weeks earlier, that figure was 29%. Even Home Depot, the second-largest US importer as measured by volume in 2024, is having to increase prices modestly. The company told investors Tuesday that while it had pledged in May not to increase prices due to tariffs, the tariff levels have since increased. August tends to be a strong year for inbound volumes, but not this year, said one executive for a forwarder that serves big box importers and a top online retailer. Because of tariff uncertainty, the seasonality of the inbound trade “is out the window,” the source said. “We’re feeling the pinch,” he said. “I think we’ve got a couple rough months ahead.” <h3>Demurrage levels on the rise </h3>Customers importing lower-value goods have even begun abandoning containers as the cost of the tariffs outweighs what the items can be sold for. Even those who tapped bonded warehouse space face the prospect of no more reprieves in tariffs — and a hefty storage bill, the forwarder source said. Other customers are shifting toward origin-controlled cargo, in which the seller bears all shipping and customs costs until it delivers the goods to the buyer, he said. Rising demurrage levels at major US ports also speak to increased deterioration in the trans-Pacific market. Demurrage levels have been rising all year but spiked in July to an average of 8.1 days, up from 3.8 days in January, according to data from transportation management visibility software vendor GoComet. While shipper customers of GoComet say erratic vessel reliability is playing a role in higher demurrage bills, tariff uncertainty is the main driver. Beneficial cargo owners (BCOs) “are either rushing orders to get ahead of tariffs or, more critically, canceling orders while cargo is already on the water,” said Chitransh Sahai, CEO of GoComet. “This leaves them with containers at the destination that have to be held or rerouted, which directly results in demurrage.” Part of that uncertainty is that some importers aren’t confident that the 55% tariff rate agreed upon between the US and China in an initial framework of a trade deal won’t be adjusted again when the since-extended tariff truce expires Nov. 10, said another forwarder source, who predominantly serves Chinese exporters. That has led to dribs and drabs of replenishment. “Customers are doing crazy types of operations to sustain their businesses,” he said. “Some customers have [even] stopped ocean shipping and have gone to small parcel.” Contact Mark Szakonyi at <a href="mailto:mark.szakonyi@spglobal.com">mark.szakonyi@spglobal.com</a>.</div>

The true toll of US tariffs on China is just beginning to be felt on the trans-Pacific. Months of frontloading that drove an earlier peak season have come to an end, and US retailers are pulling back on ordering for the rest of the year in the face of a slowing US economy and higher tariff costs. Shippers and consignees are also racking up stiffer demurrage and storage bills because demand uncertainty is slowing their pickup of containers from marine terminals. A sense of uncertainty — if not alarm — about future demand and tariff levels on China has slowed, and even paralyzed, some orders from small and medium-sized importers, four veteran forwarders told the Journal of Commerce. While China bookings haven’t cratered as they did in April when the Trump administration temporarily raised the US tariff level to 145%, forwarders warn of a renewed weakness in the market caused by more than just the end of peak season. Laden volumes from Asia to the US in July surged to a six-month high as shippers moved product ahead of August tariff deadlines. And while US imports are forecast to be up 5.8% year over year in August, according to the latest Global Port Tracker (GPT) , the rest of the year looks dismal. Volumes from September through December are expected to be down at least 20% year over year each month. Granted, volumes were elevated last year due to the threat of a labor strike on the East and Gulf coasts, but the current malaise is more than just tough 2024 comparisons. Small importers in particular are finding it harder to eat higher tariff costs, hampering orders as they try to push price increases onto consumers or back onto suppliers. Importers passing prices to consumers An index measuring the likelihood of US small business owners to increase prices hit its highest level in July since March 2024, according to the National Federation of Independent Businesses. A US Census Bureau survey of all US businesses, excluding farms, came to a similar conclusion, with 34% of respondents in late July saying they would increase prices over the next six months. Two weeks earlier, that figure was 29%. Even Home Depot, the second-largest US importer as measured by volume in 2024, is having to increase prices modestly. The company told investors Tuesday that while it had pledged in May not to increase prices due to tariffs, the tariff levels have since increased. August tends to be a strong year for inbound volumes, but not this year, said one executive for a forwarder that serves big box importers and a top online retailer. Because of tariff uncertainty, the seasonality of the inbound trade “is out the window,” the source said. “We’re feeling the pinch,” he said. “I think we’ve got a couple rough months ahead.” Demurrage levels on the rise Customers importing lower-value goods have even begun abandoning containers as the cost of the tariffs outweighs what the items can be sold for. Even those who tapped bonded warehouse space face the prospect of no more reprieves in tariffs — and a hefty storage bill, the forwarder source said. Other customers are shifting toward origin-controlled cargo, in which the seller bears all shipping and customs costs until it delivers the goods to the buyer, he said. Rising demurrage levels at major US ports also speak to increased deterioration in the trans-Pacific market. Demurrage levels have been rising all year but spiked in July to an average of 8.1 days, up from 3.8 days in January, according to data from transportation management visibility software vendor GoComet. While shipper customers of GoComet say erratic vessel reliability is playing a role in higher demurrage bills, tariff uncertainty is the main driver. Beneficial cargo owners (BCOs) “are either rushing orders to get ahead of tariffs or, more critically, canceling orders while cargo is already on the water,” said Chitransh Sahai, CEO of GoComet. “This leaves them with containers at the destination that have to be held or rerouted, which directly results in demurrage.” Part of that uncertainty is that some importers aren’t confident that the 55% tariff rate agreed upon between the US and China in an initial framework of a trade deal won’t be adjusted again when the since-extended tariff truce expires Nov. 10, said another forwarder source, who predominantly serves Chinese exporters. That has led to dribs and drabs of replenishment. “Customers are doing crazy types of operations to sustain their businesses,” he said. “Some customers have [even] stopped ocean shipping and have gone to small parcel.” Contact Mark Szakonyi at mark.szakonyi@spglobal.com .

Trans-Pacific

Toll of US tariffs begins to emerge on unsettled trans-Pacific

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At SSA Marine Mexico, we firmly believe that business development must go hand in hand with social and environmental well-being. Our vision is not solely focused on operating efficiently, but also on creating a meaningful and positive impact in the communities where we are present. Since 1995, we have reaffirmed this commitment through tangible actions that reflect our core values of responsibility, solidarity, and sustainability. <span class="joc_admin__inline-image joc_admin__inline-image-aspect-ratio-3_2 joc_admin__inline-image-position-left joc_admin__inline-image-size-medium" data-figure-size="medium" data-figure-position="left" data-figure-aspect-ratio="3:2"><img src="/content-assets/1752584535914_Photo%201.jpg" alt="" class="joc_admin__inline-image-inherit"> A Year of Major Achievements Over the past year, we allocated more than $107,000 USD to the implementation of 60 social and environmental projects, positively impacting over 7,800 people across various regions of Mexico. Each initiative was designed with a holistic approach, addressing key areas that contribute to long-term community development. Education: Laying the Foundation for the Future Education is one of the most powerful tools to promote social mobility and equitable development. At SSA Marine Mexico, we support academic initiatives that inspire and empower the next generation of leaders. One of our most impactful partnerships was with the University of Colima, where we sponsored the “Reto Camp” program. This initiative encourages university students to develop innovative solutions in the fields of sustainability, logistics, and port operations, offering them mentorship, tools, and real-world challenges to solve. In addition, we donated microscopes, school supplies, and educational materials to institutions in underserved communities, helping to improve the learning environment and provide students with the resources they need to succeed. Health and Sports: Promoting Wellness We believe that healthy communities are strong communities. We have supported several local sporting events and provided direct assistance to talented athletes, enabling them to pursue their passions and represent their regions with pride. Beyond sports, we also strengthened our collaboration with critical emergency response organizations such as the Mexican Red Cross and Civil Protection. Our contributions helped enhance their readiness and capabilities in times of crisis, ensuring better outcomes for those affected by emergencies. Supporting Vulnerable Groups: Reaching Those Who Need It Most A core part of our social responsibility efforts is directed toward supporting vulnerable populations. We have contributed to a range of initiatives focused on children, migrants, and at-risk families. These efforts included donations to orphanages and shelters, as well as support for the National Institute of Migration and grassroots organizations dedicated to protecting and empowering people facing adversity. By standing with those in need, we reinforce our commitment to inclusion and social justice, values that are central to our identity as a responsible company. <span class="joc_admin__inline-image joc_admin__inline-image-aspect-ratio-3_2 joc_admin__inline-image-position-left joc_admin__inline-image-size-medium" data-figure-size="medium" data-figure-position="left" data-figure-aspect-ratio="3:2"><img src="/content-assets/1752584944645_Photo%202.png" alt="" class="joc_admin__inline-image-inherit">Culture: Strengthening Community Identity Cultural identity is a key element in building resilient and united communities. At SSA Marine Mexico, we actively participate in the organization and sponsorship of cultural events that celebrate local traditions and foster civic pride. Working alongside port authorities and municipal governments, we helped bring music, art, and heritage to the forefront, creating spaces for community engagement and intercultural dialogue. Environment: Investing in the Planet Our commitment to sustainability goes beyond operations—it’s a philosophy that drives every decision we make. We have partnered with environmental institutions to carry out reforestation campaigns, beach cleanups, and conservation efforts. In collaboration with the Institute for the Environment, we supported initiatives aimed at decarbonization, biodiversity protection, and environmental education. By involving our employees and local volunteers in these actions, we also foster a culture of environmental stewardship throughout our organization and our surrounding communities. Innovation for a Sustainable Future Sustainability is not just about doing good—it’s also about doing things better. In 2024, we invested $22 million USD in the acquisition of 11 state-of-the-art E-RTG cranes. These electric rubber-tired gantry cranes represent a significant technological advancement in port equipment. Seven of them are already operating on clean electric energy, resulting in a reduction of nearly 4,000 tons of CO₂ emissions and improving operational efficiency by 7%. The remaining four cranes are fully compatible with future electrification, underscoring our long-term strategy to modernize our operations in an environmentally responsible way. This investment is part of a broader innovation roadmap that includes digitalization, automation, and cleaner energy sources—all designed to ensure that our ports continue to grow without compromising the health of our planet. Building a Better Tomorrow, Together At SSA Marine Mexico, we understand that sustainability is a shared and ongoing responsibility. True impact requires collaboration across sectors, long-term vision, and unwavering commitment. That is why we continue to work hand-in-hand with local authorities, non-profit organizations, universities, and our own employees to create solutions that are both scalable and sustainable. Our journey is far from over. In the years ahead, we will continue to deepen our community engagement, explore cleaner technologies, and strengthen the social fabric of the regions where we operate. Each initiative, no matter the size, is a step toward building a future where business success goes hand-in-hand with human and environmental prosperity. We are proud of what we have achieved in 2024, but we are even more excited about what lies ahead. SSA Marine Mexico — Moving the World, Caring for People and Planet. LINK: https://www.ssamarine.mx/

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