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style="--left-column-width:2fr;--right-column-width:1fr" class="DoubleColumnContainer_wrapper__OOLmD"><div class="DoubleColumnContainer_left__v2CWC"><div class="c-page-header"><div class="c-page-header__breadcrumbs"><div class="c-breadcrumbs"><div class="c-breadcrumbs__item"><a href="/" class="c-breadcrumbs__link"> Home </a></div><div class="c-breadcrumbs__item"><span class="material-symbols-outlined">chevron_right</span><a href="/supply-chain" class="c-breadcrumbs__link "> supply chain </a></div><div class="c-breadcrumbs__item"><span class="material-symbols-outlined">chevron_right</span><a href="/supply-chain/cool-cargo-news" class="c-breadcrumbs__link c-breadcrumbs__link--active "> cool cargo news </a></div></div></div><h1 class="Heading_heading__h8IMw Heading_bold__h_y9l Heading_dark__jmb5G" style="font-size:var(--font-size-jumbo-fluid)">Cool Cargo News</h1><div class="c-page-header__description"><span>A thorough cool cargoes news by Journal of Commerce. Learn about the latest trends in refrigerated cargo transportation, weight capacity, technology, and more.</span></div></div><h2 class="Heading_heading__h8IMw Heading_bold__h_y9l Heading_dark__jmb5G" style="font-size:var(--font-size-2)"><i>The latest Cool Cargo  News & Analysis</i></h2><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/tpm25-lineage-using-big-2024-ipo-to-launch-companys-next-moves-5956592" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5956524_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5956524_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5956524_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5956524_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5956524_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5956524_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5956524_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5956524_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5956524_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">TPM25: Lineage using big 2024 IPO to launch company’s next moves</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Laura Robb, Associate Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The largest cold chain storage company in the world is looking to maintain momentum through targeted acquisitions and diverse portfolio development, its co-founder told TPM25.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Supply chain</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/chilean-cherry-shippers-brace-for-insurance-battle-in-maersk-saltoro-case-5937405" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5937388_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5937388_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5937388_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5937388_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5937388_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5937388_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5937388_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5937388_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5937388_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Chilean cherry shippers brace for insurance battle in Maersk Saltoro case</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Richard Bright, Journal of Commerce analyst  | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The vessel, carrying 1,353 containers of Chilean cherries to China, suffered a main engine failure in the middle of the Pacific Ocean on Jan. 13, 17 days into what was supposed to be a 24-day voyage.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Maritime</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/msc-launches-new-visibility-technology-for-refrigerated-cargo-5935929" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5937370_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5937370_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5937370_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5937370_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5937370_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5937370_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5937370_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5937370_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5937370_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">MSC launches new visibility technology for refrigerated cargo</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Laura Robb, Associate Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The Geneva-based carrier said a network of 210,000 reefer containers and more than 500 vessels are already equipped with its new iReefer monitoring system.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Maritime</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container Shipping News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container lines</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/americold-adding-port-saint-john-warehouse-as-part-of-cpkc-alliance-5933184" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5933181_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5933181_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5933181_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5933181_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5933181_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5933181_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5933181_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5933181_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5933181_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Americold adding Port Saint John warehouse as part of CPKC alliance</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Michael Angell, Senior Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The planned development in Eastern Canada marks the latest stage in a nearly two-year-old partnership between the company and the Class I railroad.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Industrial Real Estate News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Port infrastructure</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">North American ports</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">North-American rail</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Intermodal providers</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/global-reefer-market-set-to-soar-amid-disruption-strong-demand-5923878" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5923888_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5923888_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5923888_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5923888_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5923888_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5923888_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5923888_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5923888_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5923888_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Global reefer market set to soar amid disruption, strong demand</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Richard Bright, Journal of Commerce analyst  | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The question is not whether the market will be strong in the first quarter, but rather how high rates will climb, writes analyst Richard Bright.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Maritime</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container Shipping News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Project cargo</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/reefer-cargo-bottlenecks-could-improve-after-us-scraps-warehousing-policy-5909049" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5909044_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5909044_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5909044_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5909044_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5909044_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5909044_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5909044_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5909044_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5909044_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Reefer cargo bottlenecks could improve after US scraps warehousing policy</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Laura Robb, Associate Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The end of a regulation that limited import house locations will allow more flexibility for warehousing options, making the cold chain network more efficient for food importers.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Supply chain</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Maritime</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/cpkc-americold-say-to-expand-cold-chain-partnership-into-mexico-5904275" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5904257_0.1.png?format=jpeg&w=640 640w, /images/phoenix/5904257_0.1.png?format=jpeg&w=750 750w, /images/phoenix/5904257_0.1.png?format=jpeg&w=828 828w, /images/phoenix/5904257_0.1.png?format=jpeg&w=1080 1080w, /images/phoenix/5904257_0.1.png?format=jpeg&w=1200 1200w, /images/phoenix/5904257_0.1.png?format=jpeg&w=1920 1920w, /images/phoenix/5904257_0.1.png?format=jpeg&w=2048 2048w, /images/phoenix/5904257_0.1.png?format=jpeg&w=3840 3840w" src="/images/phoenix/5904257_0.1.png?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">CPKC, Americold say to expand cold chain partnership into Mexico</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Laura Robb, Associate Editor and Ari Ashe, Senior Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The two companies, already building a temperature-controlled warehouse at the site of CPKC’s intermodal terminal in Kansas City, Missouri, are looking to replicate that business model south of the border.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Surface</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/ila-strike-leaves-us-reefer-importers-few-options-more-risks-5741807" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5741811_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5741811_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5741811_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5741811_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5741811_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5741811_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5741811_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5741811_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5741811_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">ILA strike leaves US reefer importers few options, more risks</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Laura Robb, Associate Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Refrigerated container shippers using US East and Gulf coast ports are tapping some non-unionized terminals, but they fear produce stuck on ships and in ports will spoil, and equipment will become scarcer if the strike lasts longer than a week.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Maritime</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Supply chain</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container Shipping News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Port News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">North American ports</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Marine terminals</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Longshore labor</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/breakbulk-reefer-segment-hanging-on-in-shrinking-market-5738520" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5738507_0.1.png?format=jpeg&w=640 640w, /images/phoenix/5738507_0.1.png?format=jpeg&w=750 750w, /images/phoenix/5738507_0.1.png?format=jpeg&w=828 828w, /images/phoenix/5738507_0.1.png?format=jpeg&w=1080 1080w, /images/phoenix/5738507_0.1.png?format=jpeg&w=1200 1200w, /images/phoenix/5738507_0.1.png?format=jpeg&w=1920 1920w, /images/phoenix/5738507_0.1.png?format=jpeg&w=2048 2048w, /images/phoenix/5738507_0.1.png?format=jpeg&w=3840 3840w" src="/images/phoenix/5738507_0.1.png?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Breakbulk reefer segment hanging on in shrinking market</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Keith Wallis, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Container lines are contracting directly with perishables shippers, undercutting volume brokers, but the specialized reefer fleet is hanging on to niche markets as a handful of ports pivot toward dockside cold storage.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk ports</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/perfect-storm-pushes-market-toward-q4-reefer-equipment-shortages-5725644" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5725642_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5725642_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5725642_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5725642_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5725642_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5725642_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5725642_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5725642_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5725642_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">‘Perfect storm’ pushes market toward Q4 reefer equipment shortages</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Laura Robb, Associate Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Seasonal demand for reefer containers on the north-south trade lane, combined with a surge in Brazilian beef exports, could lead to equipment scarcity by the year’s end, market watchers say.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Maritime</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/new-cold-warehouse-in-maine-aims-to-lessen-dependence-on-boston-5715666" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5715663_0.1.jpg?format=jpeg&w=640 640w, /images/phoenix/5715663_0.1.jpg?format=jpeg&w=750 750w, /images/phoenix/5715663_0.1.jpg?format=jpeg&w=828 828w, /images/phoenix/5715663_0.1.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5715663_0.1.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5715663_0.1.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5715663_0.1.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5715663_0.1.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5715663_0.1.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">New cold warehouse in Maine aims to lessen dependence on Boston</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Michael Angell, Senior Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">A new warehouse due to open early next year in Portland for frozen and ambient-temperature cargoes could cut transportation costs for shippers now using out-of-state storage and ports.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container Shipping News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Industrial Real Estate News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Trans-Atlantic</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">North American ports</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/houston-gets-usda-approval-to-handle-cold-treated-produce-cargoes-5703146" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5703147_1.0.jpg?format=jpeg&w=640 640w, /images/phoenix/5703147_1.0.jpg?format=jpeg&w=750 750w, /images/phoenix/5703147_1.0.jpg?format=jpeg&w=828 828w, /images/phoenix/5703147_1.0.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5703147_1.0.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5703147_1.0.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5703147_1.0.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5703147_1.0.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5703147_1.0.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Houston gets USDA approval to handle cold-treated produce cargoes</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Michael Angell, Senior Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The certification that Houston can handle cargoes treated for pests while in transit means more fresh produce such as grapes and berries can move quickly through the port.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">North American ports</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container Shipping News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/cool-carriers-muscles-into-melon-trade-with-new-brazil-europe-contract-5192216" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5192217_1.0.jpg?format=jpeg&w=640 640w, /images/phoenix/5192217_1.0.jpg?format=jpeg&w=750 750w, /images/phoenix/5192217_1.0.jpg?format=jpeg&w=828 828w, /images/phoenix/5192217_1.0.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5192217_1.0.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5192217_1.0.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5192217_1.0.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5192217_1.0.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5192217_1.0.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Cool Carriers muscles into melon trade with new Brazil-Europe contract</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Richard Bright, Journal of Commerce analyst | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">While Cool is “cash rich,” it is under pressure to fill the newbuild capacity it already has as well as what is scheduled to be delivered, writes analyst Richard Bright.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Maritime</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/reefer-shippers-face-longer-booking-times-box-shortages-amid-port-congestion-5192138" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5192139_1.0.jpg?format=jpeg&w=640 640w, /images/phoenix/5192139_1.0.jpg?format=jpeg&w=750 750w, /images/phoenix/5192139_1.0.jpg?format=jpeg&w=828 828w, /images/phoenix/5192139_1.0.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5192139_1.0.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5192139_1.0.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5192139_1.0.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5192139_1.0.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5192139_1.0.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Reefer shippers face longer booking times, box shortages amid port congestion</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Keith Wallis, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Still, insurers said the difficulties have yet to materialize in a noticeable rise in claims for spoiled cold chain or perishable products.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Maritime</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">International ports</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/expedited-freight-specialist-targets-food-shippers-with-new-service-5199499" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5199551_1.0.png?format=jpeg&w=640 640w, /images/phoenix/5199551_1.0.png?format=jpeg&w=750 750w, /images/phoenix/5199551_1.0.png?format=jpeg&w=828 828w, /images/phoenix/5199551_1.0.png?format=jpeg&w=1080 1080w, /images/phoenix/5199551_1.0.png?format=jpeg&w=1200 1200w, /images/phoenix/5199551_1.0.png?format=jpeg&w=1920 1920w, /images/phoenix/5199551_1.0.png?format=jpeg&w=2048 2048w, /images/phoenix/5199551_1.0.png?format=jpeg&w=3840 3840w" src="/images/phoenix/5199551_1.0.png?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Expedited freight specialist targets food shippers with new service</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Eric Johnson, Senior Technology Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Candor Expedite’s new service is designed to let perishables shippers use lower-cost freight modes and reduce product spoilage.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Supply chain</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">LTL</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Truckload</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/lineage-logistics-links-us-canadian-cold-storage-networks-with-new-service-5219639" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5219682_1.0.jpg?format=jpeg&w=640 640w, /images/phoenix/5219682_1.0.jpg?format=jpeg&w=750 750w, /images/phoenix/5219682_1.0.jpg?format=jpeg&w=828 828w, /images/phoenix/5219682_1.0.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5219682_1.0.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5219682_1.0.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5219682_1.0.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5219682_1.0.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5219682_1.0.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Lineage Logistics links US, Canadian cold storage networks with new service</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">William B. Cassidy, Senior Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">A cross-border temperature-controlled truckload and LTL service will connect key facilities in the company’s North American cold chain distribution network.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Surface</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Trucking News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/north-carolina-port-expands-reefer-operations-with-cold-treatment-facility-5241310" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5241315_1.0.jpg?format=jpeg&w=640 640w, /images/phoenix/5241315_1.0.jpg?format=jpeg&w=750 750w, /images/phoenix/5241315_1.0.jpg?format=jpeg&w=828 828w, /images/phoenix/5241315_1.0.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5241315_1.0.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5241315_1.0.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5241315_1.0.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5241315_1.0.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5241315_1.0.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">North Carolina port expands reefer operations with cold treatment facility</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Teri Errico Griffis, Associate Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The facility sets up the Port of Wilmington to become a key point of entry for importers of refrigerated blueberries, grapes, apples, pears, citrus and a broad variety of organics.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">North American ports</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container Shipping News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Port infrastructure</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/panama-canal-woes-present-nightmare-for-latin-american-perishables-trade-analyst-5244885" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5244887_1.0.jpg?format=jpeg&w=640 640w, /images/phoenix/5244887_1.0.jpg?format=jpeg&w=750 750w, /images/phoenix/5244887_1.0.jpg?format=jpeg&w=828 828w, /images/phoenix/5244887_1.0.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5244887_1.0.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5244887_1.0.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5244887_1.0.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5244887_1.0.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5244887_1.0.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Panama Canal woes present nightmare for Latin American perishables trade: analyst</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Richard Bright, Journal of Commerce analyst | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The phased reduction in the number of transits coincides with peak banana exports from Ecuador and the start of the deciduous fruit season in the southern hemisphere.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk carriers</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/seaboard-marine-includes-wilmington-in-new-central-america-service-5244923" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5244926_1.0.jpg?format=jpeg&w=640 640w, /images/phoenix/5244926_1.0.jpg?format=jpeg&w=750 750w, /images/phoenix/5244926_1.0.jpg?format=jpeg&w=828 828w, /images/phoenix/5244926_1.0.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5244926_1.0.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5244926_1.0.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5244926_1.0.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5244926_1.0.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5244926_1.0.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Seaboard Marine includes Wilmington in new Central America service</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Teri Errico Griffis, Associate Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The direct service that kicks off at the end of the month will add further options to transport apparel, textiles, poultry, pork and agricultural products between Central America and the US East Coast.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">North American ports</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container Shipping News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/ports-america-cn-launch-gulfport-intermodal-service-targeting-perishables-5215411" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5215419_1.0.jpg?format=jpeg&w=640 640w, /images/phoenix/5215419_1.0.jpg?format=jpeg&w=750 750w, /images/phoenix/5215419_1.0.jpg?format=jpeg&w=828 828w, /images/phoenix/5215419_1.0.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5215419_1.0.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5215419_1.0.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5215419_1.0.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5215419_1.0.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5215419_1.0.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Ports America, CN launch Gulfport intermodal service targeting perishables</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Teri Errico Griffis, Associate Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The new north-south service will begin next week with trial runs transporting perishable goods out of Latin America to Chicago.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Rail News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">North-American rail</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Intermodal providers</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/seatrade-plays-service-card-in-latest-container-ship-order-analyst-5234447" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5234448_1.0.jpg?format=jpeg&w=640 640w, /images/phoenix/5234448_1.0.jpg?format=jpeg&w=750 750w, /images/phoenix/5234448_1.0.jpg?format=jpeg&w=828 828w, /images/phoenix/5234448_1.0.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5234448_1.0.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5234448_1.0.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5234448_1.0.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5234448_1.0.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5234448_1.0.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Seatrade plays service card in latest container ship order: analyst</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Richard Bright, Journal of Commerce analyst | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The Benelux-based reefer owner/operator says its fast, dedicated and direct model trumps the transshipments, transit times and indirect costs of the major carriers.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container Shipping News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/new-zim-service-takes-advantage-of-savannahs-expanding-cold-storage-network-5245116" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5245119_1.0.jpg?format=jpeg&w=640 640w, /images/phoenix/5245119_1.0.jpg?format=jpeg&w=750 750w, /images/phoenix/5245119_1.0.jpg?format=jpeg&w=828 828w, /images/phoenix/5245119_1.0.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5245119_1.0.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5245119_1.0.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5245119_1.0.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5245119_1.0.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5245119_1.0.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">New ZIM service takes advantage of Savannah’s expanding cold storage network</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Teri Errico Griffis, Associate Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Savannah attracted the new service due to its growing third-party logistics network and proximity to East Coast and Midwest markets, allowing for quicker and fresher imports.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">North American ports</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container Shipping News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container lines</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/us-cold-storage-supply-struggling-with-costs-aging-facilities-amid-high-demand-5220740" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5220742_1.0.jpg?format=jpeg&w=640 640w, /images/phoenix/5220742_1.0.jpg?format=jpeg&w=750 750w, /images/phoenix/5220742_1.0.jpg?format=jpeg&w=828 828w, /images/phoenix/5220742_1.0.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5220742_1.0.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5220742_1.0.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5220742_1.0.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5220742_1.0.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5220742_1.0.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">US cold storage supply struggling with costs, aging facilities amid high demand</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Teri Errico Griffis, Associate Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Investors aren’t lining up to sink money into aging facilities, given that warehouses built in the last 20 to 40 years require nearly 50% more energy consumption and double the maintenance costs than newbuilds.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Industrial Real Estate News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">North American ports</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/ceva-expands-india-footprint-with-contract-logistics-takeover-5245209" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5245212_1.0.jpg?format=jpeg&w=640 640w, /images/phoenix/5245212_1.0.jpg?format=jpeg&w=750 750w, /images/phoenix/5245212_1.0.jpg?format=jpeg&w=828 828w, /images/phoenix/5245212_1.0.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5245212_1.0.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5245212_1.0.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5245212_1.0.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5245212_1.0.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5245212_1.0.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">CEVA expands India footprint with contract logistics takeover</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Greg Knowler, Senior Editor Europe | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The CMA CGM subsidiary’s latest acquisition will significantly increase its presence in South Asia that is growing in importance as supply chain routes shift across the region.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Supply chain</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Last Mile News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Industrial Real Estate News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Forwarding</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/emerging-from-pandemic-fog-global-reefer-market-reverts-to-type-5221147" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5221160_1.0.jpg?format=jpeg&w=640 640w, /images/phoenix/5221160_1.0.jpg?format=jpeg&w=750 750w, /images/phoenix/5221160_1.0.jpg?format=jpeg&w=828 828w, /images/phoenix/5221160_1.0.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5221160_1.0.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5221160_1.0.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5221160_1.0.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5221160_1.0.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5221160_1.0.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Emerging from pandemic fog, global reefer market reverts to type</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Richard Bright, Journal of Commerce analyst | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">If the reefer mode can tough out the rest of 2023, next year should be better for operators largely because there will be more cargo, and therefore demand will be stronger, writes analyst Richard Bright.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Supply chain</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk carriers</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/hungry-domestic-market-driving-us-southeast-cold-storage-development-5226716" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5226732_1.0.jpg?format=jpeg&w=640 640w, /images/phoenix/5226732_1.0.jpg?format=jpeg&w=750 750w, /images/phoenix/5226732_1.0.jpg?format=jpeg&w=828 828w, /images/phoenix/5226732_1.0.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5226732_1.0.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5226732_1.0.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5226732_1.0.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5226732_1.0.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5226732_1.0.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Hungry domestic market driving US Southeast cold storage development</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Teri Errico Griffis, Associate Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Refrigerated warehousing construction is “exploding” in the US Southeast, as one port executive put it, thanks to a growing population and increased demand for imported produce and other food products.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container Shipping News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">North American ports</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/increased-vessel-capacity-reliability-key-to-2023-reefer-rebound-5221989" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5222011_1.0.jpg?format=jpeg&w=640 640w, /images/phoenix/5222011_1.0.jpg?format=jpeg&w=750 750w, /images/phoenix/5222011_1.0.jpg?format=jpeg&w=828 828w, /images/phoenix/5222011_1.0.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5222011_1.0.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5222011_1.0.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5222011_1.0.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5222011_1.0.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5222011_1.0.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Increased vessel capacity, reliability key to 2023 reefer rebound</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Michael Angell, Senior Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Refrigerated container trade was muted in 2022 due to high costs and poor service, but ocean carriers appear keen to serve those markets in 2023 now that dry cargo rates have returned to pre-pandemic levels.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container Shipping News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">North American ports</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/new-imo-rules-force-global-reefer-fleet-to-confront-uncertain-future-5234691" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5234693_1.0.jpg?format=jpeg&w=640 640w, /images/phoenix/5234693_1.0.jpg?format=jpeg&w=750 750w, /images/phoenix/5234693_1.0.jpg?format=jpeg&w=828 828w, /images/phoenix/5234693_1.0.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5234693_1.0.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5234693_1.0.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5234693_1.0.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5234693_1.0.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5234693_1.0.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">New IMO rules force global reefer fleet to confront uncertain future</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Richard Bright, JOC analyst | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The specialized reefer fleet has proven to be remarkably resilient in the face of various challenges, but now it must deal with the latest threat in the form of new IMO environmental regulations.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Maritime</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/savannah-aims-for-more-cold-chain-cargo-with-new-reefer-racks-5217322" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5217328_1.0.jpg?format=jpeg&w=640 640w, /images/phoenix/5217328_1.0.jpg?format=jpeg&w=750 750w, /images/phoenix/5217328_1.0.jpg?format=jpeg&w=828 828w, /images/phoenix/5217328_1.0.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5217328_1.0.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5217328_1.0.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5217328_1.0.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5217328_1.0.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5217328_1.0.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Savannah aims for more cold-chain cargo with new reefer racks</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Michael Angell, Senior Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The Port of Savannah says plans for additional reefer rack capacity will add to its market share for cold chain imports coming into the US Southeast and Gulf Coast.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">North American ports</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container Shipping News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/commodity-semiconductor-crunch-threatens-reefer-capacity-5243128" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5243131_1.0.jpg?format=jpeg&w=640 640w, /images/phoenix/5243131_1.0.jpg?format=jpeg&w=750 750w, /images/phoenix/5243131_1.0.jpg?format=jpeg&w=828 828w, /images/phoenix/5243131_1.0.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5243131_1.0.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5243131_1.0.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5243131_1.0.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5243131_1.0.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5243131_1.0.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Commodity, semiconductor crunch threatens reefer capacity </h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Gregory W. Tuthill, chief commercial officer, SeaCube Containers | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The strong likelihood of continued growth in the reefer trade creates questions about supply meeting demand given recent world events and the potential upstream production dependencies linked to raw material sourcing.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/lineage-buys-cold-storage-near-east-gulf-coast-ports-5219191" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5219197_1.0.jpg?format=jpeg&w=640 640w, /images/phoenix/5219197_1.0.jpg?format=jpeg&w=750 750w, /images/phoenix/5219197_1.0.jpg?format=jpeg&w=828 828w, /images/phoenix/5219197_1.0.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5219197_1.0.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5219197_1.0.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5219197_1.0.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5219197_1.0.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5219197_1.0.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Lineage buys cold storage near East, Gulf coast ports</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Michael Angell, Senior Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Lineage Logistics is acquiring MTC Logistics, a cold storage operator with warehouses at the ports of Baltimore, Wilmington, Delaware, and Mobile.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Industrial Real Estate News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/new-funding-acquisition-signal-growing-digital-forwarder-competition-5248956" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5248957_1.0.jpg?format=jpeg&w=640 640w, /images/phoenix/5248957_1.0.jpg?format=jpeg&w=750 750w, /images/phoenix/5248957_1.0.jpg?format=jpeg&w=828 828w, /images/phoenix/5248957_1.0.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5248957_1.0.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5248957_1.0.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5248957_1.0.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5248957_1.0.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5248957_1.0.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">New funding, acquisition signal growing digital forwarder competition</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Eric Johnson, Senior Technology Editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Shypple has acquired a perishables competitor that it says will expand its geographic presence in Latin America and Asia, while giving it a leg up on other digital forwarders.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Logistics Technology News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/new-devices-increased-interoperability-drive-reefer-tracking-improvements-5250679" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5250680_1.0.jpg?format=jpeg&w=640 640w, /images/phoenix/5250680_1.0.jpg?format=jpeg&w=750 750w, /images/phoenix/5250680_1.0.jpg?format=jpeg&w=828 828w, /images/phoenix/5250680_1.0.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5250680_1.0.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5250680_1.0.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5250680_1.0.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5250680_1.0.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5250680_1.0.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">New devices, increased interoperability drive reefer tracking improvements</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Lara L. Sowinski, Cool Cargoes editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Shippers are increasingly able to gain visibility into in-transit freight, even for time- and/or temperature--sensitive cargo being carried in specialized refrigerated containers, courtesy of new technology.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/reefer-shippers-facing-higher-rates-equipment-constraints-beyond-2021-5250687" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5250688_1.0.jpg?format=jpeg&w=640 640w, /images/phoenix/5250688_1.0.jpg?format=jpeg&w=750 750w, /images/phoenix/5250688_1.0.jpg?format=jpeg&w=828 828w, /images/phoenix/5250688_1.0.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5250688_1.0.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5250688_1.0.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5250688_1.0.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5250688_1.0.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5250688_1.0.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Reefer shippers facing higher rates, equipment constraints beyond 2021</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Lara L. Sowinski, Cool Cargoes editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Sustained strong import volumes from Asia and tight capacity have forced perishable food importers and exporters to compete with dry goods shippers for space and equipment.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/covid-19-testing-delays-chinese-imports-of-us-perishables-5250659" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5250660_1.0.jpg?format=jpeg&w=640 640w, /images/phoenix/5250660_1.0.jpg?format=jpeg&w=750 750w, /images/phoenix/5250660_1.0.jpg?format=jpeg&w=828 828w, /images/phoenix/5250660_1.0.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5250660_1.0.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5250660_1.0.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5250660_1.0.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5250660_1.0.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5250660_1.0.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">COVID-19 testing delays Chinese imports of US perishables</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Lara L. Sowinski | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">US seafood exporters are among the hardest hit by stricter COVID-19 testing requirements in China that some shippers have decried as non-tariff trade barriers.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/vaccine-demand-to-stress-but-not-soak-up-capacity-say-transport-executives-5251152" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5251153_1.0.jpg?format=jpeg&w=640 640w, /images/phoenix/5251153_1.0.jpg?format=jpeg&w=750 750w, /images/phoenix/5251153_1.0.jpg?format=jpeg&w=828 828w, /images/phoenix/5251153_1.0.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5251153_1.0.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5251153_1.0.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5251153_1.0.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5251153_1.0.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5251153_1.0.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Vaccine demand to stress but not soak up capacity, say transport executives</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">William B. Cassidy, Senior Editor, and Cathy Morrow Roberson, Senior Contributor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">There’s debate about how much of a knock-on effect COVID-19 vaccine distribution could have on other types of cargoes, but US shippers are cautioned to plan for some disruption.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Air Cargo</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Trucking News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Air Cargo Carriers News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/reefer-market-resiliency-defies-broader-covid-19-impact-5251408" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5251409_1.0.jpg?format=jpeg&w=640 640w, /images/phoenix/5251409_1.0.jpg?format=jpeg&w=750 750w, /images/phoenix/5251409_1.0.jpg?format=jpeg&w=828 828w, /images/phoenix/5251409_1.0.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5251409_1.0.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5251409_1.0.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5251409_1.0.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5251409_1.0.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5251409_1.0.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Reefer market resiliency defies broader COVID-19 impact</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Lara L. Sowinski, Cool Cargoes editor | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The pandemic has increased food insecurity in many countries, while some buyers ordering more inventory to hedge against potential supply chain disruptions and bottlenecks.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/indian-cold-chain-players-gear-up-for-covid-19-vaccine-challenges-5193403" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5193420_1.0.jpg?format=jpeg&w=640 640w, /images/phoenix/5193420_1.0.jpg?format=jpeg&w=750 750w, /images/phoenix/5193420_1.0.jpg?format=jpeg&w=828 828w, /images/phoenix/5193420_1.0.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5193420_1.0.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5193420_1.0.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5193420_1.0.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5193420_1.0.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5193420_1.0.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Indian cold chain players gear up for COVID-19 vaccine challenges</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Bency Mathew, Special India Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Sensing potential scalability factors, a handful of Indian domestic cold chain solutions providers have already trained their sights on what could be a tough, but lucrative, market for them.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/foodservice-cold-storage-sectors-find-new-opportunities-during-pandemic-5196644" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5196651_1.0.jpg?format=jpeg&w=640 640w, /images/phoenix/5196651_1.0.jpg?format=jpeg&w=750 750w, /images/phoenix/5196651_1.0.jpg?format=jpeg&w=828 828w, /images/phoenix/5196651_1.0.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5196651_1.0.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5196651_1.0.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5196651_1.0.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5196651_1.0.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5196651_1.0.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Foodservice, cold storage sectors find new opportunities during pandemic</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Lara L. Sowinski | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">While much of the wholesale and institutional food business remains depressed, foodservice distributors are finding new opportunities to add value to the food supply chain, such as helping restaurant customers open pop-up shops and online marketplaces.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/covid-19-forces-shippers-service-providers-to-redesign-food-supply-chains-5196715" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" sizes="100vw" srcSet="/images/phoenix/5196722_1.0.jpg?format=jpeg&w=640 640w, /images/phoenix/5196722_1.0.jpg?format=jpeg&w=750 750w, /images/phoenix/5196722_1.0.jpg?format=jpeg&w=828 828w, /images/phoenix/5196722_1.0.jpg?format=jpeg&w=1080 1080w, /images/phoenix/5196722_1.0.jpg?format=jpeg&w=1200 1200w, /images/phoenix/5196722_1.0.jpg?format=jpeg&w=1920 1920w, /images/phoenix/5196722_1.0.jpg?format=jpeg&w=2048 2048w, /images/phoenix/5196722_1.0.jpg?format=jpeg&w=3840 3840w" src="/images/phoenix/5196722_1.0.jpg?format=jpeg&w=3840"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">COVID-19 forces shippers, service providers to redesign food supply chains</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Lara L. 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Learn about the latest trends in refrigerated cargo transportation, weight capacity, technology, and more.","topics":[],"breadcrumbs":[{"Id":"4","Name":"Supply chain","Menu":true,"ParentId":null,"Redirects":[{"Path":"/supply-chain","__typename":"Redirect"}],"Position":4,"__typename":"TaxonomyDictionary","Children":[{"Id":"17","Name":"Logistics Technology News","Menu":true,"ParentId":"4","Redirects":[{"Path":"/supply-chain/logistics-technology-news","__typename":"Redirect"}],"Position":15,"__typename":"TaxonomyDictionary","Children":[]},{"Id":"20","Name":"Industrial Real Estate News","Menu":true,"ParentId":"4","Redirects":[{"Path":"/supply-chain/industrial-real-estate-news","__typename":"Redirect"}],"Position":16,"__typename":"TaxonomyDictionary","Children":[]},{"Id":"16","Name":"Transport, Trade and Regulation News","Menu":true,"ParentId":"4","Redirects":[{"Path":"/supply-chain/transport-trade-and-regulation-news","__typename":"Redirect"}],"Position":17,"__typename":"TaxonomyDictionary","Children":[]},{"Id":"19","Name":"Last Mile News","Menu":true,"ParentId":"4","Redirects":[{"Path":"/supply-chain/last-mile-news","__typename":"Redirect"}],"Position":18,"__typename":"TaxonomyDictionary","Children":[]},{"Id":"18","Name":"Cool Cargo News","Menu":true,"ParentId":"4","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"Position":19,"__typename":"TaxonomyDictionary","Children":[]}]},{"Id":"18","Name":"Cool Cargo News","Menu":true,"ParentId":"4","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"Position":19,"__typename":"TaxonomyDictionary","Children":[]}],"firstSection":[{"Id":"5956592_JournalOfCommerce","Attachments":[{"FileName":"5951879_0.1.jpg","FileType":"Nondownloadable","Title":null,"__typename":"Attachment"},{"FileName":"5956524_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eLong Beach, California — Cold storage leader Lineage Logistics is looking to build on the biggest initial public offering (IPO) of 2024 through new acquisitions and potential joint ventures in growth markets such as South America, its co-founder said Tuesday. \u003c/p\u003e\u003cp\u003eAdam Forste told the \u003ci\u003eJournal of Commerce\u003c/i\u003e’s TPM25 conference that the company has long leaned on acquisitions as a key approach to growth, citing more than 120 companies acquired since Lineage was conceived as a single warehouse in 2008. Forste said Lineage, which aims to offer end-to-end cold chain solutions, has even developed an acquisition playbook to streamline integration, including a dedicated integration team led by Lineage CEO Greg Lehmkuhl. \u003c/p\u003e\u003cdiv class=\"wrapper-narrow float-right-element\"\u003e\u003cimg src=\"/images/phoenix/5951879_0.1.jpg\"\u003e\u003c/img\u003e\u003c/div\u003e\u003cp\u003eAs the largest cold chain storage company in the world, Lineage has more than 3 billion square feet of capacity across North America, Europe and Asia. Now Lineage — which raised more than $4.4 billion in its IPO last year — is looking at agile partnership models and structures to tackle growth opportunities in growing markets such as the Middle East, South America, India, Africa and Southeast Asia without distracting from Lineage’s core business. \u003c/p\u003e\u003cp\u003e“What works in central South America may not be the right format in a place like India,” Forste said. \u003c/p\u003e\u003cp\u003ePartnerships with local players have allowed Michigan-based Lineage to explore emerging markets, while continuing to bolster its existing business in established markets, said Forste. Lineage has managed to crack into the South American market using their partnership approach, which has been “incredibly successful,” he said. \u003c/p\u003e\u003cp\u003e“We raised third-party capital for that business,” Forste said, referring to Lineage’s existing South American partnership. “We support them with technology and advice. But in three short years, they’ve grown that business to 75 warehouses in other countries in that market.” \u003c/p\u003e\u003cp\u003eAdditionally, Forste said Lineage aims to balance its acquisitions with development of new facilities — stressing the importance of acquiring companies that are in alignment with Lineage and offer the right growth opportunities, with high value put on both portfolio diversification and operational efficiency. \u003c/p\u003e\u003cp\u003e“If you could aggregate and get diversity of commodity, customer and geography — we could insulate it and effectively reduce the risk [for] our own company and lower our cost of capital,” said Forste. “And that proved out to be true over a lot of different cycles.” \u003c/p\u003e\u003cp\u003eStill, there are cold chain challenges on the horizon, Forste said. Inflation, tariffs and supply chain disruptions could impact the market, but he believes Lineage’s targeted expansions offer an advantage to customers. \u003c/p\u003e\u003cp\u003e“We really think of ourselves as trying [to prioritize] the most important projects for our customers’ growth with the very best [returns] for our shareholders,” Forste said. “In any given market, that could be more acquisitions, it could be more developments. Right now, we’re seeing a blend of both.” \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Laura Robb at \u003c/i\u003e\u003ca href=\"mailto:Laura.Robb@spglobal.com\"\u003e\u003ci\u003elaura.robb@spglobal.com\u003c/i\u003e\u003c/a\u003e\u003ci\u003e.\u003c/i\u003e  \u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Adam Forste said Lineage has acquired more than 120 companies since 2008. Photo credit: CaughtintheMoment.com.","__typename":"Metadata"},"ModDate":"1741192335690","Taxonomy":{"MainCategory":[{"Id":"4","Name":"Supply chain","Redirects":[{"Path":"/supply-chain","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Laura Robb, Associate Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1741188974000","TitlePlainText":"TPM25: Lineage using big 2024 IPO to launch company’s next moves","Published":true,"Redirects":[{"Path":"/article/tpm25-lineage-using-big-2024-ipo-to-launch-companys-next-moves-5956592","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe largest cold chain storage company in the world is looking to maintain momentum through targeted acquisitions and diverse portfolio development, its co-founder told TPM25.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The largest cold chain storage company in the world is looking to maintain momentum through targeted acquisitions and diverse portfolio development, its co-founder told TPM25.","__typename":"Document"},{"Id":"5937405_JournalOfCommerce","Attachments":[{"FileName":"5937362_0.1.jpg","FileType":"Nondownloadable","Title":null,"__typename":"Attachment"},{"FileName":"5937388_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eGiven the scale of the potential claim on the MV \u003ci\u003eMaersk Saltoro\u003c/i\u003e, protection and indemnity (P\u0026amp;I) clubs may in the future be reluctant to insure ocean carriers with such a volume of high-value, highly perishable — and therefore high-risk — items on board. \u003c/p\u003e\u003cdiv class=\"wrapper-narrow float-right-element\"\u003e\u003cimg src=\"/images/phoenix/5937362_0.1.jpg\"\u003e\u003c/img\u003e\u003c/div\u003e\u003cp\u003eThe outcome of the \u003ci\u003eMaersk Saltoro \u003c/i\u003esaga may be a watershed moment for the global trade in perishables. The vessel, one of this season’s record 30 Chile-to-China “Cherry Express” vessels, is carrying 1,353 containers (24,000 metric tons) of Chilean cherries, berries and nectarines from the Port of San Antonio to the Port of Nansha. The vessel suffered a main engine failure in the middle of the Pacific Ocean on Jan. 13, 17 days into what was supposed to be a 24-day voyage. After drifting in and around Micronesia for two weeks, the vessel resumed its voyage, albeit at a stately 7.5 knots, only for the engine to fail for a second time. \u003c/p\u003e\u003cp\u003eIn a best-case scenario, the earliest the vessel will arrive in Nansha is approximately six to seven weeks after its departure. As a result of the delay, the cherries will not arrive in time to exploit the historically lucrative Chinese market before and during the two-week-long Lunar New Year celebrations, which this year started on Jan. 29. Instead, they will be sold at a significant discount to the price they would have achieved, partly because the cargo missed the market but mostly because of suspicions about the fruit’s shelf life. \u003c/p\u003e\u003cp\u003eThis prognosis assumes that even after such a long voyage, the fruit will retain its structural integrity. Maersk has stated that the vessel has enough diesel to power the auxiliary engines, ensuring the reefer containers will be able to maintain temperature. Cherries are non-climacteric and do not ripen once they are severed from the plant that serves as their growth source. There have been sufficient advances in the field of controlled and/or modified atmosphere packaging to prolong the shelf life of even the most sensitive of perishable products. A now normal 24-day trans-Pacific voyage for cherries was unthinkable as recently as five years ago. Previously, Chilean fruit destined for China was shipped to the US West Coast and then airfreighted. \u003c/p\u003e\u003cp\u003eIf it costs an average of $1.80 per kilogram to pack the fruit, the per-container cost and freight (C\u0026amp;F) to Nansha for the cherries is in the region of $46,000. The total cost of the cherry containers on the vessel will therefore be in the region of $60 million. However, shippers will argue that had the cherries arrived on time, the total value may be three to four times greater. It has the potential to become the largest ever reefer cargo-related claim and may have consequences and/or implications for the shipment of large volumes of high-value perishable products on container ships. \u003c/p\u003e\u003ch3\u003eOn the surface, a ‘slam dunk’ against Maersk \u003c/h3\u003e\u003cp\u003eMaersk has acknowledged that timing is an issue and has directed concerned shippers to its Barbuss team of experts that specialize in handling claims related to maritime incidents. Superficially, it’s a slam dunk claim against the carrier, but this is where it could get complicated. According to Fester \u0026amp; Co., one of the leading brokers in the placement and risk transfer of cargo insurance in the global insurance market, particularly for perishable cargo, any damage to cargo is covered by insurance. \u003c/p\u003e\u003cp\u003eHowever, at first glance, there may not be any perceptible damage. The surveyors at the port will report on what they see and should make a value judgement on the state of the fruit. If they do not, Maersk can legitimately apologize to shippers for the delay — and sail on. There is nothing on the bill of lading that states that the carrier is responsible for the arrival date of the vessel. Most significantly, the majority of insurance policies no longer cover losses caused by delay. \u003c/p\u003e\u003cp\u003eIf there is no evident damage to the fruit, the most that shippers can expect is a claim against Maersk for the loss of potential earnings caused by the vessel’s delay. This will be hard to calculate and therefore contentious. Most importantly, it could take years for Maersk’s insurers to settle. \u003c/p\u003e\u003ch3\u003eMaersk could have a claim against shipper \u003c/h3\u003e\u003cp\u003eHowever, what is worse is that there may yet be an additional, even more serious obstacle to a satisfactory resolution, which relates to payment of the freight. If, as is likely, the cherries on the vessel are to be sold on consignment, it is the receivers who are responsible for settling the freight. However, typically it is the Chilean shippers who negotiate freight rates with the carriers. Here’s the kicker: Knowing that the fruit will at best have limited shelf-life and at worst be a total write-off, the receivers may refuse to accept the containers consigned to them. The freight will therefore go unpaid. In that instance, Maersk will have no choice but to take responsibility for the container and its contents, which will likely have to be dumped. Under these circumstances, the situation will be reversed; Maersk will have a claim against the individual shipper that booked the container. \u003c/p\u003e\u003cp\u003eFester says that there is clearly a very large overall loss event on the horizon. \u003c/p\u003e\u003cp\u003e“The insurance industry is alarmed and has activated various recourse experts to get an accurate overview of the situation. The technical situation of the ship, the causes and the quality of the goods play an important role. Corresponding liability claims have been formulated,” the firm said in a statement. “... In addition, there are likely to be massive fluctuations in market prices.” \u003c/p\u003e\u003cp\u003eThe company added that, “In recent years, delay losses and market price fluctuations could not be placed on the insurance market, or only with very severe sub-limits. It can therefore be assumed that the insurance industry will only compensate for a small part of a possible total. Again, we must first get an independent overview of the extent and the actual impact before we speculate.” \u003c/p\u003e\u003cp\u003eIt could get even worse for shippers if the owner of the vessel declares “general average.” The law of general average is a principle of maritime law whereby all stakeholders in a sea venture proportionately share any losses resulting from a voluntary sacrifice of part of the ship or cargo to save the whole in an emergency. In the \u003ci\u003eMaersk Saltoro\u003c/i\u003e case, this may result in shippers receiving an invoice to cover total vessel losses instead of a sum from an insurance company. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Richard Bright at \u003c/i\u003e\u003ca href=\"mailto:richard.bright@spitfireuk.net\"\u003e\u003ci\u003erichard.bright@spitfireuk.net\u003c/i\u003e\u003c/a\u003e.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Richard Bright, Journal of Commerce analyst ","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"The Maersk Saltoro, carrying a load of Chilean cherries, was due to arrive at the Chinese port of Nansha (pictured) prior to Lunar New Year celebrations. Photo credit: plavi011 / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1738685834773","Taxonomy":{"MainCategory":[{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1738681516000","TitlePlainText":"Chilean cherry shippers brace for insurance battle in Maersk Saltoro case","Published":true,"Redirects":[{"Path":"/article/chilean-cherry-shippers-brace-for-insurance-battle-in-maersk-saltoro-case-5937405","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe vessel, carrying 1,353 containers of Chilean cherries to China, suffered a main engine failure in the middle of the Pacific Ocean on Jan. 13, 17 days into what was supposed to be a 24-day voyage.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The vessel, carrying 1,353 containers of Chilean cherries to China, suffered a main engine failure in the middle of the Pacific Ocean on Jan. 13, 17 days into what was supposed to be a 24-day voyage.","__typename":"Document"},{"Id":"5935929_JournalOfCommerce","Attachments":[{"FileName":"5937370_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eMediterranean Shipping Co. said Monday it is advancing its perishable cargo offerings by launching iReefer, a monitoring system that offers shippers real-time updates on their refrigerated cargo, including location and temperature. \u003c/p\u003e\u003cp\u003eThe Geneva-based carrier said in a statement a network of 210,000 reefer containers and more than 500 vessels are equipped with the new technology. MSC, which moves more than 1 million reefer containers annually, aims to equip its entire fleet of containers and vessels with the technology “in the coming years.” \u003c/p\u003e\u003cp\u003e“iReefer is designed with customers in mind,” Giuseppe Prudente, MSC’s chief logistics officer, said in the statement. “We fully understand their need to closely monitor and control cargo, to facilitate planning and ensure products are delivered in pristine condition.”  \u003c/p\u003e\u003cp\u003eMSC’s iReefer will allow shippers live monitoring and temperature control of their perishable cargo, reducing costs by preventing cargo spoilage, damage and insurance claims. The improved visibility will also enhance container security and regulatory compliance, the carrier said. \u003c/p\u003e\u003cp\u003eThe free version of the program, iReefer Essential, is already accessible online via myMSC, the company’s proprietary e-business platform. It includes an overview of a shipper’s current and historic reefer shipments with MSC, as well as a container journey log and graphs. \u003c/p\u003e\u003cp\u003eThe second and third tiers, iReefer Pro and iReefer Ultimate, will launch on March 1 and include enhanced data offerings. iReefer Pro will include downloadable data on cargo, while iReefer Ultimate — an option for customers with significant reefer volumes — connects directly to shippers’ internal programs. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Laura Robb at \u003c/i\u003e\u003ca href=\"mailto:Laura.Robb@spglobal.com. \"\u003e\u003ci\u003elaura.robb@spglobal.com\u003c/i\u003e\u003c/a\u003e\u003ci\u003e.\u003c/i\u003e  \u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"MSC has outfitted more than 210,000 reefer containers and 500 vessels with the new iReefer technology. Photo credit: Karolis Kavolelis / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1739300115257","Taxonomy":{"MainCategory":[{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"9","Name":"Container Shipping News","Redirects":[{"Path":"/maritime/container-shipping-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"34","Name":"Container lines","Redirects":[{"Path":"/maritime/container-shipping-news/container-lines","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Laura Robb, Associate Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1738603814000","TitlePlainText":"MSC launches new visibility technology for refrigerated cargo","Published":true,"Redirects":[{"Path":"/article/msc-launches-new-visibility-technology-for-refrigerated-cargo-5935929","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe Geneva-based carrier said a network of 210,000 reefer containers and more than 500 vessels are already equipped with its new iReefer monitoring system.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The Geneva-based carrier said a network of 210,000 reefer containers and more than 500 vessels are already equipped with its new iReefer monitoring system.","__typename":"Document"},{"Id":"5933184_JournalOfCommerce","Attachments":[{"FileName":"5933181_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eAmericold Realty Trust plans to build a cold-storage warehouse near Port Saint John in New Brunswick, Canada, its first import-export hub under its ongoing partnership with Canadian Pacific Kansas City (CPKC) to expand intermodal reefer throughout North America. \u003c/p\u003e\u003cp\u003eAmericold said Tuesday it plans to spend between US$75 million and $80 million on a warehouse that can handle up to 22,000 pallets, approximating 300,000 square feet of space. The company said the warehouse will handle refrigerated cargoes between the DP World container terminal at Port St. John and CPKC. \u003c/p\u003e\u003cp\u003eAfter the merger that created the first Class I railroad spanning the United States, Mexico and Canada, CPKC added \u003ca href=\"https://www.joc.com/article/cpkc-adds-new-reefer-containers-to-mexico-us-service-5216882\"\u003e1,000 temperature-controlled intermodal containers\u003c/a\u003e and launched an \u003ca href=\"https://www.joc.com/article/mexico-intermodal-market-heats-cpkc-deals_20230425.html\"\u003eintermodal reefer service between central Mexico and Chicago\u003c/a\u003e. \u003c/p\u003e\u003cp\u003eAmericold became part of that service in June 2023 with plans to build \u003ca href=\"https://www.joc.com/article/cpkc-americold-team-up-on-temperature-controlled-intermodal-warehouses-5221164\"\u003ea cold-storage warehouse in Kansas City\u003c/a\u003e along the CPKC route. Ocean carrier Hapag-Lloyd also entered into an agreement with CPKC for reefer capacity between the \u003ca href=\"https://www.joc.com/article/cpkc-inks-deal-with-hapag-lloyd-to-boost-mexico-intermodal-play-5216590\"\u003eUS and Mexico’s Lazaro Cardenas port\u003c/a\u003e. Americold has also signaled interest in building \u003ca href=\"https://www.joc.com/article/cpkc-americold-say-to-expand-cold-chain-partnership-into-mexico-5904275\"\u003ecold-storage capacity in Mexico\u003c/a\u003e. \u003c/p\u003e\u003cp\u003eAmericold also entered a partnership with DP World in November 2022. The Port Saint John warehouse will be Americold’s third in Canada, joining other facilities in Halifax and Calgary.\u003c/p\u003e\u003cp\u003ePort Saint John primarily serves trans-Atlantic and North-South services. Those include Hapag-Lloyd’s standalone Caribbean Express, Mediterranean Canada, and Atlantic Loop 5 export service. Mediterranean Shipping Co.’s Canada Gulf service and CMA CGM’s Caribbean service also call the port. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Michael Angell at \u003c/i\u003e\u003ca href=\"mailto:michael.angell@spglobal.com\"\u003e\u003ci\u003emichael.angell@spglobal.com\u003c/i\u003e\u003c/a\u003e.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"CPKC has been building an intermodal reefer network throughout North America that includes both Americold and Hapag-Lloyd. Photo credit: Canadian Pacific Kansas City.","__typename":"Metadata"},"ModDate":"1738191675270","Taxonomy":{"MainCategory":[{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"20","Name":"Industrial Real Estate News","Redirects":[{"Path":"/supply-chain/industrial-real-estate-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"40","Name":"Port infrastructure","Redirects":[{"Path":"/maritime/port-news/port-infrastructure","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"42","Name":"North American ports","Redirects":[{"Path":"/maritime/port-news/north-american-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"51","Name":"North-American rail","Redirects":[{"Path":"/surface/rail-news/north-american-rail","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"53","Name":"Intermodal providers","Redirects":[{"Path":"/surface/rail-news/intermodal-providers","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Michael Angell, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1738180928000","TitlePlainText":"Americold adding Port Saint John warehouse as part of CPKC alliance","Published":true,"Redirects":[{"Path":"/article/americold-adding-port-saint-john-warehouse-as-part-of-cpkc-alliance-5933184","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe planned development in Eastern Canada marks the latest stage in a nearly two-year-old partnership between the company and the Class I railroad.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The planned development in Eastern Canada marks the latest stage in a nearly two-year-old partnership between the company and the Class I railroad.","__typename":"Document"},{"Id":"5923878_JournalOfCommerce","Attachments":[{"FileName":"5923843_0.1.jpg","FileType":"Nondownloadable","Title":null,"__typename":"Attachment"},{"FileName":"5923888_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eWhile a projection for the short-term developmental trends of the global reefer charter market is relatively straightforward, it is becoming increasingly difficult to forecast a medium-term trend. \u003c/p\u003e\u003cdiv class=\"wrapper-narrow float-right-element\"\u003e\u003cimg src=\"/images/phoenix/5923843_0.1.jpg\"\u003e\u003c/img\u003e\u003c/div\u003e\u003cp\u003eThat is because even though there is broad consensus and plenty of supporting evidence that the global volume of perishable and other temperature-sensitive goods will continue to rise, a forecast for the reefer market is no longer contingent on the traditional supply and demand levers for reefer cargo. Instead, there are other variables, often entirely unrelated to the trade in perishable goods, that now determine the state of the reefer market, particularly for containers. This in itself is important because the pricing of reefer containers is the most critical variable in determining the strength of the specialized reefer charter market. \u003c/p\u003e\u003cp\u003eIn terms of market share, the specialized reefer holds less than 3% of global reefer capacity. Consequently, the mode is a price taker. That it holds an estimated 15% to 18% share of globally transported perishable goods is a testament partly to its greater efficiency and partly because there is a degree of demand inelasticity for the mode. That is to say in some trades and for specific reasons, cargo has legitimate commercial reasons to prefer the specialized alternative and is prepared to pay a premium for the privilege. \u003c/p\u003e\u003cp\u003eHowever, while it may occupy an ever-shrinking niche and have some resistance to the shift in competitive reefer rates offered by the carriers because of this demand inelasticity, the mode is unsurprisingly not entirely immune to the behavior of the container market. What complicates matters is that in contrast to the logical manner in which specialized reefer rates are determined, how the carriers price reefer is something of a mystery. Rates often seem arbitrary and/or bear little relation to commercial or reefer market reality. This is not only because the list of direct and indirect reefer rate-determining variables for the carriers is long, but also because container shipping is vulnerable to “Black Swan,” “Grey Rhino,” “White Elephant” and “Black Jellyfish” events. \u003c/p\u003e\u003cp\u003eThe other major factor, or variable, is the competition among carriers in general and on specific trade lanes in particular. The latter is more important: The more service strings offered on a certain voyage, the greater the competition. This maintains pressure on individual carriers and keeps the cost to ship cargo realistic. However, the same is true vice-versa — the fewer the services, the lower the competition. This is why in the short-term, cargo (both reefer and general) is right to fear the growing consolidation of the container shipping industry. In the medium-to-long term, the disappearance of the specialized alternative will further rationalize options, at least for reefer cargo. \u003c/p\u003e\u003ch3\u003eFeeding on disruption \u003c/h3\u003e\u003cp\u003eWhat then of the reefer? It is not extreme to suggest that the specialized mode feeds on disruptions in the reefer container supply chain and well beyond. For example, during the COVID-19 pandemic, demand for the specialized reefer mode soared — not because of an increase in the trade in perishable products, but because the carriers were using their equipment as non-operational reefers (NORs) to transport better-paying general cargo, thereby creating a reefer capacity shortage. Meanwhile, the Russian invasion of Ukraine led to the abandonment of all containerized services, bar those from Mediterranean Shipping Co. This has led to the absorption of more specialized reefer capacity of which Cool Carriers continues to be the major beneficiary. \u003c/p\u003e\u003cp\u003eSince October 2023, when the Houthi rebels in Yemen first attacked commercial vessels, the carriers have been forced to divert away from Suez and sail around the Cape of Good Hope. This had added time and expense to east-west carrier services. It has also, therefore, tied up more dry vans and reefer containers for longer, creating localized shortages where demand is strong. As an example, the combination of inventory shortages and the start to the Chilean cherry season saw container lines temporarily blank some reefer services out of Ecuador at the end of October. It also led to all the carriers announcing indefinite and hefty peak season surcharges (PSSs) for reefer exports from the West Coast of South America. \u003c/p\u003e\u003cp\u003eMeanwhile, in the first quarter of the year, just the threat of a container port strike in the US has benefitted the specialized mode. Cargo had already factored in the potential for a strike: The combination of a shortage of equipment, high reefer container rates and concerns about the consequences of a stoppage led to a surge in interest for specialized reefer capacity among Peruvian table grape shippers in December and the launch of Seatrade’s Andes Express Service. \u003c/p\u003e\u003cp\u003eThere are other reasons to suggest that the first quarter of 2025 will see strong demand for reefer capacity. The most significant is the return of Seatrade tonnage to Chile. Last season, which was complicated by the Panama Canal transit restrictions and slot reservation difficulties, no Seatrade vessel was employed in the Chilean trade to the US East Coast. This season, Seatrade is planning 11 to 15 sailings. \u003c/p\u003e\u003cp\u003eThe question, therefore, is not whether the market will be strong in the first quarter — it is how high rates will climb. Given that such a large proportion of the reefer fleet is fixed into liner schedules and Contracts of Affreightment (COAs), operators are not going to reap the full benefit. However, if it is true that the principal cause for the shortage of reefer equipment is the increase in Chilean cherry and Peruvian grape and blueberry volumes, the short- to medium-term future for the mode is actually quite secure. \u003c/p\u003e\u003cp\u003eIf the carriers cannot service the extraordinary peak in demand from the West Coast of South America (WCSA) in December and January without sacrificing custom in other trade lanes, the reefer mode can justify its existence and retain its relevance. More importantly, it might just occur to the carriers that a genuine inability to cover all the bases on the WCSA in December through March could have a positive collateral impact on their contract rates for reefer globally for the full 12 months. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Richard Bright at \u003c/i\u003e\u003ca href=\"mailto:richard.bright@spitfireuk.net\"\u003e\u003ci\u003erichard.bright@spitfireuk.net\u003c/i\u003e\u003c/a\u003e.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Richard Bright, Journal of Commerce analyst ","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"The return of Seatrade tonnage to Chile is a significant development in the global reefer trade in the first quarter. Photo credit: Angel DiBilio / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1738161197610","Taxonomy":{"MainCategory":[{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"9","Name":"Container Shipping News","Redirects":[{"Path":"/maritime/container-shipping-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"33","Name":"Project cargo","Redirects":[{"Path":"/maritime/breakbulk-news/project-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1737050840000","TitlePlainText":"Global reefer market set to soar amid disruption, strong demand","Published":true,"Redirects":[{"Path":"/article/global-reefer-market-set-to-soar-amid-disruption-strong-demand-5923878","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe question is not whether the market will be strong in the first quarter, but rather how high rates will climb, writes analyst Richard Bright. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The question is not whether the market will be strong in the first quarter, but rather how high rates will climb, writes analyst Richard Bright.","__typename":"Document"}],"secondSection":[{"Id":"5909049_JournalOfCommerce","Attachments":[{"FileName":"5909044_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eUS food importers say the end of a federal policy linked to warehousing will allow them to nab refrigerated storage space more than 50 miles from a port, helping to reduce the risk of spoiled products and allowing containers to be moved out of marine terminals faster. \u003c/p\u003e\u003cp\u003eFreight forwarders say elimination of the regulation, which was originally adopted to address delays caused by reefer containers being left at port terminals, will be especially helpful in preventing inspection delays during seasonal volume influxes of temperature-controlled fruit and vegetable cargoes.\u003c/p\u003e\u003cp\u003eFood importers, in general, expect to see increased efficiency in their cold chains after the US Food Safety Inspection Service (FSIS) withdrew the policy limiting warehousing options. FSIS is part of the US Department of Agriculture (USDA). \u003c/p\u003e\u003cp\u003eThe regulation, which required import houses (I-House) be located within 50 miles of a shipment’s port of entry, was terminated Dec. 13. An I-House designation allows a warehouse to serve as a holding area for imports waiting to be inspected by FSIS, a stage where some food importers face delays. \u003c/p\u003e\u003cp\u003eSince the policy change, FSIS has said it will consider, on a case-by-case basis, the addition of I-Houses outside of a 50-mile radius, while considering the availability of inspection personnel, expected volumes and operating hours.\u003c/p\u003e\u003cp\u003e“We welcome this common-sense ruling, which will help our members not only drive operational efficiencies but also better meet growing customer needs for import services,” Sara Stickler, president and CEO of the Global Cold Chain Alliance, said. “An arbitrary restriction on where an inspection facility must be located leads to unnecessary inefficiencies.” \u003c/p\u003e\u003ch3\u003eWarehousing limitations, labor shortages\u003c/h3\u003e\u003cp\u003eDespite the progress expected by ending the warehouse rule, Eric Brown, president at JTP Transportation and a chair member of the Meat Import Council, said the temperature-controlled food import industry is still facing a major efficiency problem and that solving the warehouse issue may only amplify the impacts of a labor shortage. \u003c/p\u003e\u003cp\u003e“We now have twice the amount of beef coming into the country with only half as many USDA inspectors that we had in the past,” Brown told the \u003ci\u003eJournal of Commerce.\u003c/i\u003e “Inspecting the cargo quickly [drives the] inefficiency of the warehouses.” \u003c/p\u003e\u003cp\u003eFSIS acknowledged in the Dec. 13 notice that network expansions will be limited by inspection staffing capabilities, saying it would like to provide more flexibility to import businesses, but it must be “balanced against the agency’s existing inspection resources.”\u003c/p\u003e\u003cp\u003e“They have got to increase the number of people they have for sure,” Bill Duggan, North American advisor at reefer market consultant Eskesen Advisory told the\u003ci\u003e Journal of Commerce\u003c/i\u003e. “Whether or not they have the budget for that, I don’t know.”\u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Laura Robb at \u003c/i\u003e\u003ca href=\"mailto:Laura.Robb@spglobal.com\"\u003e\u003ci\u003elaura.robb@spglobal.com\u003c/i\u003e\u003c/a\u003e\u003ci\u003e.\u003c/i\u003e \u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"A now-ended rule required US import houses be located less than 50 miles from the port of entry, limiting food shipment inspection efficiency. Photo credit: Chizhevskaya Ekaterina / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1734640159117","Taxonomy":{"MainCategory":[{"Id":"4","Name":"Supply chain","Redirects":[{"Path":"/supply-chain","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Laura Robb, Associate Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1734635834000","TitlePlainText":"Reefer cargo bottlenecks could improve after US scraps warehousing policy","Published":true,"Redirects":[{"Path":"/article/reefer-cargo-bottlenecks-could-improve-after-us-scraps-warehousing-policy-5909049","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe end of a regulation that limited import house locations will allow more flexibility for warehousing options, making the cold chain network more efficient for food importers.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The end of a regulation that limited import house locations will allow more flexibility for warehousing options, making the cold chain network more efficient for food importers.","__typename":"Document"},{"Id":"5904275_JournalOfCommerce","Attachments":[{"FileName":"5904257_0.1.png","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eCanadian Pacific Kansas City (CPKC) and warehousing provider Americold said Thursday they are looking for ways to expand their existing partnership into Mexico, a move that would provide an alternative to trucks for shippers moving temperature-controlled freight between Mexico and the US.\u003c/p\u003e\u003cp\u003e“We are excited to build on our successful strategic collaboration with Americold with new facilities in Mexico as we leverage the ... reach of our North American network to support the cold storage supply chain,” CPKC CEO Keith Creel said in a statement.\u003c/p\u003e\u003cp\u003eNo details of any potential developments in Mexico were disclosed.\u003c/p\u003e\u003cp\u003eCPKC and Americold in February announced they would partner on a $127 million, 335,000-square-foot temperature-controlled facility in Kansas City, Missouri, adjacent to the Class I railroad’s intermodal terminal there. The facility is due to open in mid-2025, supporting importers and exporters of temperature-sensitive food shipped between Mexico and the US.\u003c/p\u003e\u003cp\u003eNow the two companies are looking to replicate that model south of the border, where CPKC operates terminals in Monterrey, San Luis Potosi, and Toluca.\u003c/p\u003e\u003cp\u003e“Exploring opportunities in Mexico is a natural continuation of this collaboration as we look at ways we can attack inefficiencies in the current cold chain,” Americold CEO George Chappelle said in the statement.\u003c/p\u003e\u003cp\u003eCo-locating a temperature-controlled facility at the site of an existing intermodal terminal provides a few distinct advantages that might be attractive to shippers. Given the truck weight limits in the US and Mexico, an average temperature-controlled truck can handle about 40,000-45,000 lbs. of cargo, while a container using the CPKC-Americold option can handle between 50,000 and 60,000 lbs. of cargo, according to Ted Prince, CEO of Tri-Cities Intermodal, a reefer intermodal provider.\u003c/p\u003e\u003cp\u003eWith a greater payload fitting inside the container, CPKC will be able to haul the same amount of cargo as trucking using fewer containers, thus potentially lowering costs for a shipper.\u003c/p\u003e\u003cp\u003eThe potential new facilities in Mexico come after CPKC last year expanded its cold chain equipment assets by adding 1,000 new 53-foot refrigerated intermodal containers to its network. The equipment will increase business on \u003ca href=\"https://www.joc.com/article/cpkc-adds-new-reefer-containers-to-mexico-us-service-5216882\"\u003eCPKC’s Mexico Midwest Express (MMX) intermodal service\u003c/a\u003e — North America’s first single-line rail service for cold chain cargo between Mexico and Chicago, which stops in Kansas City. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Laura Robb at \u003c/i\u003e\u003ca href=\"mailto:laura.robb@spglobal.com\"\u003e\u003ci\u003elaura.robb@spglobal.com\u003c/i\u003e\u003c/a\u003e\u003ci\u003e.\u003c/i\u003e \u003c/p\u003e\u003cp\u003e\u003ci\u003eSenior Editor Ari Ashe contributed to this report.\u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Americold operates 239 temperature-controlled warehouses throughout North America, Europe, Asia-Pacific and South America. Photo credit: Americold.","__typename":"Metadata"},"ModDate":"1734032056263","Taxonomy":{"MainCategory":[{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"2","Name":"Surface","Redirects":[{"Path":"/surface","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Laura Robb, Associate Editor","__typename":"ConnectAuthorsValues"},{"Value":"Ari Ashe, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1734029834000","TitlePlainText":"CPKC, Americold say to expand cold chain partnership into Mexico","Published":true,"Redirects":[{"Path":"/article/cpkc-americold-say-to-expand-cold-chain-partnership-into-mexico-5904275","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe two companies, already building a temperature-controlled warehouse at the site of CPKC’s intermodal terminal in Kansas City, Missouri, are looking to replicate that business model south of the border. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The two companies, already building a temperature-controlled warehouse at the site of CPKC’s intermodal terminal in Kansas City, Missouri, are looking to replicate that business model south of the border.","__typename":"Document"},{"Id":"5741807_JournalOfCommerce","Attachments":[{"FileName":"5741811_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eRefrigerated (reefer) container shippers using US East and Gulf coast ports are worried that if the International Longshoremen’s Association’s (ILA’s) strike continues for another week, they’ll be faced with equipment shortages and spoiling perishables, some of which are in their peak season. \u003c/p\u003e\u003cp\u003eAs the strike continues to affect several major US gateways for reefer cargo, such as Philadelphia and Wilmington, Del., the refrigerated container market is particularly at risk. Some shippers can still move goods via north-south services calling on non-unionized terminals, such as Seaboard in Miami, Gulf Stream in Houston, Penn in Philadelphia and Gloucester Terminal in New Jersey. \u003c/p\u003e\u003cp\u003eShifting South American exports to the West Coast remains a less-appealing option given the siloed nature of intermodal transit in South America and existing time constraints. \u003c/p\u003e\u003cp\u003eGiven the time-sensitive nature of the cargo and the growing queue of ships outside East and Gulf coast ports, the reefer market will reach its breaking point if the strike lasts more than a week, said Eric Brown, president at JTP Transportation and chair member of the Meat Import Council of America. \u003c/p\u003e\u003cp\u003eThe uncertainty around delivery dates and reefer equipment availability comes during the peak season for shipments of mangoes from South America, which Brown said are particularly vulnerable. \u003c/p\u003e\u003cp\u003e“We’re right at the start of [Brazil’s] mango season, but the mangoes are aging,” he said. “When they come in, [importers are] going to want everything immediately, which is a nice idea, but they’re going to jam up the warehouses [and] the ports. The industry only has a certain number of wheels to put all these containers on, and warehouses only have so much manpower.” \u003c/p\u003e\u003cp\u003eStill, mangoes are just one refrigerated commodity that shippers will be desperate to move when work resumes. Other fruits, such as grapes, blueberries and cherries generally land in the US in December and January. Ports that handle significant reefer volumes could be especially pressed when work resumes as shippers work to get their shipments off the boats and on to the shelves before their products expire. \u003c/p\u003e\u003cp\u003eBrown said reefer containers that are reliant on gensets — i.e., diesel-powered generators — rather than plug-in electricity are at greater risk of spoilage because some gensets turn off after just a few days without intervention. \u003c/p\u003e\u003cp\u003eEdison Escobar, director at cold-chain specialist Lineage Logistics, said Lineage \u003ca href=\"https://www.joc.com/article/truckers-pre-pull-imports-as-strike-set-to-close-east-gulf-coast-ports-5738656\"\u003epre-pulled as many of its customers’ containers as possible\u003c/a\u003e before marine terminals closed due to the strike. However, he said it’s likely some reefers remain inaccessible because they weren’t released in time or there was no truck available, in addition to those stuck on vessels outside the ports. \u003c/p\u003e\u003cp\u003e“The lack of monitoring is a big concern,” Escobar told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. “Once we start pulling containers again, will there have been temperature deviations or spoilage? That’s a big unknown.”   \u003c/p\u003e\u003ch3\u003eLimited options \u003c/h3\u003e\u003cp\u003eIn the meantime, some shippers are utilizing terminals not affected by the strike to offload their reefer containers, such as Dole Ocean Cargo Express’ Gulfport, Miss., facility; Seaboard Marine’s terminal in Freeport, Texas; Crowley Maritime’s terminals in the Port of Jacksonville and Port Everglades; and the PSA Penn Terminal in Philadelphia, which serves the trans-Atlantic reefer trade.  \u003c/p\u003e\u003cp\u003eBut other major container gateways for cold-chain shipments including Philadelphia and Wilmington, Del. remain closed, and that will affect the independent distributors such as Fyffes and One Banana, according to Bill Duggan, a principal at cold-chain consulting firm Eskesen Advisory. \u003c/p\u003e\u003cp\u003eBrown said however long the ILA strike lasts, navigating the path to normal operations once it is over will be complex, especially for specialty cargo such as reefers, and the market reaction will take time to materialize. \u003c/p\u003e\u003cp\u003eIf ILA-served ports are slow to clear out the cargo when work resumes, vessel congestion could create a cascading logjam effect. Conversely, if the work is done too rapidly, there could be a surge in empty equipment tied up on the water, disrupting reefer positioning. \u003c/p\u003e\u003cp\u003eDuggan said carriers need to start staging empty reefer containers in South America by December to handle the peak season, but for now, there appear to be no major container imbalances and cold-chain storage capacity is available.  \u003c/p\u003e\u003cp\u003eThe resumption of operations could also bring additional costs for shippers. During the port strike, refrigerated shippers don’t have to worry about paying demurrage for reefers stuck inside terminals, as all operators have agreed to waive those fees. However, in the rush to remove containers once the terminals open, Escobar said that delays could push containers past their free time.   \u003c/p\u003e\u003cp\u003eDry container trade in and out of Brazil has yet to see any impact from the ILA strike, but Marcelo Machado, sales consultant at CSS Logistics, said some ripple effects are inevitable. \u003c/p\u003e\u003cp\u003e“Global logistics does not tolerate interruptions,” he said. “If the strike continues, there will be delays in deliveries, port congestion, and increased transportation costs.” \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Laura Robb at \u003c/i\u003e\u003ca href=\"mailto:Laura.Robb@spglobal.com\"\u003e\u003ci\u003eLaura.Robb@spglobal.com\u003c/i\u003e\u003c/a\u003e\u003ci\u003e.\u003c/i\u003e\u003c/p\u003e\u003cp\u003e\u003ci\u003eSenior Editor Michael Angell contributed to this report.\u003c/i\u003e \u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Delays and equipment shortages stemming from the ILA strike could impact perishable cargoes from South America, such as mangoes, which are especially vulnerable to ripening. Photo credit: Shutterstock.com.","__typename":"Metadata"},"ModDate":"1727985375963","Taxonomy":{"MainCategory":[{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"4","Name":"Supply chain","Redirects":[{"Path":"/supply-chain","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"9","Name":"Container Shipping News","Redirects":[{"Path":"/maritime/container-shipping-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"10","Name":"Port News","Redirects":[{"Path":"/maritime/port-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"42","Name":"North American ports","Redirects":[{"Path":"/maritime/port-news/north-american-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"43","Name":"Marine terminals","Redirects":[{"Path":"/maritime/port-news/marine-terminals","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"45","Name":"Longshore labor","Redirects":[{"Path":"/maritime/port-news/longshore-labor","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Laura Robb, Associate Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1727982614000","TitlePlainText":"ILA strike leaves US reefer importers few options, more risks","Published":true,"Redirects":[{"Path":"/article/ila-strike-leaves-us-reefer-importers-few-options-more-risks-5741807","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eRefrigerated container shippers using US East and Gulf coast ports are tapping some non-unionized terminals, but they fear produce stuck on ships and in ports will spoil, and equipment will become scarcer if the strike lasts longer than a week.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Refrigerated container shippers using US East and Gulf coast ports are tapping some non-unionized terminals, but they fear produce stuck on ships and in ports will spoil, and equipment will become scarcer if the strike lasts longer than a week.","__typename":"Document"},{"Id":"5738520_JournalOfCommerce","Attachments":[{"FileName":"5738507_0.1.png","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eAfter serving as a breakbulk cargo pinch-hitter during the COVID-19 pandemic, the specialized refrigerated (reefer) breakbulk segment is surviving and even finding a few new footholds. \u003c/p\u003e\u003cp\u003e“Commentators have been forecasting the end of specialized reefer vessels and operators for the last 10 to 20 years, but they are still here,” Toby Moors, a director with New Zealand-based broker and ship agency Oceanic Navigation, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003eHowever, an evolution away from perishables brokers and toward smaller-volume, direct buyer-seller relationships is increasing the share of produce traveling by reefer container, and the aging breakbulk reefer fleet will struggle to meet modern emissions regulations. \u003c/p\u003e\u003cp\u003eMoors said container lines are nibbling away at reefer cargoes that were previously carried by breakbulk reefer operators, in part because regional trade shows such as Asia Fruit Logistica or Fruit Attraction in Madrid now allow South American growers to make direct contact with buyers and importers in Asia and Europe. \u003c/p\u003e\u003cp\u003eThis allows sellers to ship individual containers of citrus or grapes directly to their customers rather than relying on big export collectives to ship product in bulk. Container lines have also become more competitive in pricing and have launched services catering to specific crops and trades, such as Hapag Lloyd’s Chile Cherry Express service to Asia, Moors noted. \u003c/p\u003e\u003cp\u003eStill, containers are not always the preferred mode, according to Milind Balaji, global supply chain vice president at frozen animal proteins exporter Intervision Foods. \u003c/p\u003e\u003cp\u003e“While the lion’s share of reefer cargo now travels on container vessels, certain destinations like the Caribbean, South America and West Africa continue to use breakbulk as a lever to bring commodities like poultry and fish to their markets in one single shipment versus multiple containers that might be spread over multiple vessels,” Balaji told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003eBreakbulk reefer vessels currently carry about 25% of global banana cargoes, 6% of citrus shipments and 4% of fresh vegetable volumes, according to consultancy Drewry Maritime. \u003c/p\u003e\u003cp\u003eTotal global reefer volumes are projected to reach 138.8 million metric tons in 2024 and 152.5 million metric tons by 2028, Malcolm Ramsay, reefer analyst at Drewry, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. Of the 2024 numbers, 89% is expected to be containerized, 10% carried by specialized reefer ships and 1% by juice tankers this year, with the container share forecast to rise to 91% in 2028. \u003c/p\u003e\u003cp\u003e\u003cb\u003eBreakbulk reefer revival\u003c/b\u003e \u003c/p\u003e\u003cp\u003eA few global ports are investing in dockside cold storage to take advantage of breakbulk reefer cargo opportunities, and there are signs of a breakbulk reefer renaissance in China, where ports including Dalian, Taizhou and Guangzhou are building on-dock cold storage facilities, Moors said. China is a major importer of fruit and meat from South America and is also beginning to export perishables to Southeast Asia and elsewhere, he said. \u003c/p\u003e\u003cp\u003eIn the US, the ports of Mobile, New Orleans and Wilmington, Del., are “well disposed“ toward handling reefer vessels because they have the prerequisite cold storage capacity, Balaji said. \u003c/p\u003e\u003cp\u003eThe Port of Dover, about 80 miles east of London, is emerging as a significant European reefer gateway after opening a 104,000-square-foot, multitemperature quayside warehouse in 2019. Cool Carriers and Seatrade have regular reefer services calling Dover from South America and South Africa, Alison Hall, head of business development at Port of Dover Cargo, told the \u003ci\u003eJournal of Commerce.\u003c/i\u003e \u003c/p\u003e\u003cp\u003eIn late August, Cool Carriers inaugurated a semiliner service at Dover with the 499,000-cubic-foot reefer vessel \u003ci\u003eWild Peony\u003c/i\u003e, the first of 30 trips that will be made through April 2025. Seatrade’s Rayo service provides year-round banana imports through Dover, plus seasonal produce including blueberries, avocados and asparagus from Ecuador and Peru, while a joint Seatrade/Cool Carriers service between South Africa and Europe has increased to a weekly call carrying both breakbulk reefer and container reefer volumes, Hall said. \u003c/p\u003e\u003cp\u003eIndependent specialized reefer operators, including Seatrade, Fresh Carriers and Cool Carriers, control most of the global fleet of about 480 vessels, according to Drewry. These specialized reefer ships carry a mix of palletized cargoes and containers. They also often carry mixed, nonreefer breakbulk cargoes on the backhaul, and they flourished as emergency breakbulk tonnage during the pandemic market. \u003c/p\u003e\u003cp\u003eIn addition to these independent operators, a handful of cargo owners operate their own fleets, including Dole, Del Monte and Chiquita Brands, which operates the Great White Fleet, Moors noted. \u003c/p\u003e\u003cp\u003eBut the specialized reefer fleet is aging — with an average vessel age of about 28 years, according to Drewry — amid industry consolidation and shrinking trade networks. Increasingly tough environmental regulations such as the International Maritime Organization’s Carbon Intensity Index (CII) rating system will inevitably force some older ships out of service. The EU Emission Trading Scheme (ETS) may also impact the economic viability of these vessels due to the way the ETS is levied, said Moors. \u003c/p\u003e\u003cp\u003eAs a result, the already scant global fleet will shrink “through natural attrition,” Moors said. “There’s very little fleet replacement, except for trades where there is a reliable forecast for future demand.” \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Keith Wallis at \u003c/i\u003e\u003ca href=\"mailto:keithwallis@hotmail.com \"\u003e\u003ci\u003ekeithwallis@hotmail.com.\u003c/i\u003e\u003c/a\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Brazilian melon grower Agricola Famosa has shifted 70% of its fruit shipments from container ships to specialized reefer vessels. Photo credit: Port of Dover. ","__typename":"Metadata"},"ModDate":"1727732414203","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"41","Name":"Breakbulk ports","Redirects":[{"Path":"/maritime/port-news/breakbulk-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Keith Wallis, Special Correspondent","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1727722334000","TitlePlainText":"Breakbulk reefer segment hanging on in shrinking market","Published":true,"Redirects":[{"Path":"/article/breakbulk-reefer-segment-hanging-on-in-shrinking-market-5738520","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eContainer lines are contracting directly with perishables shippers, undercutting volume brokers, but the specialized reefer fleet is hanging on to niche markets as a handful of ports pivot toward dockside cold storage. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Container lines are contracting directly with perishables shippers, undercutting volume brokers, but the specialized reefer fleet is hanging on to niche markets as a handful of ports pivot toward dockside cold storage.","__typename":"Document"},{"Id":"5725644_JournalOfCommerce","Attachments":[{"FileName":"5725642_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eCombined market pressures on refrigerated container equipment could put a strain on perishable Latin American exports in the fourth quarter and into 2025, market sources say. \u003c/p\u003e\u003cp\u003eIn a reefer market already stretched by the extended transit times brought on by diversions around the Cape of Good Hope, a push to export Brazilian beef — combined with traditional seasonal demand — could further test shippers. \u003c/p\u003e\u003cp\u003eEric Brown, president at JTP Transportation and chair member of the Meat Import Council of America, said they are predicting an equipment shortage due to the extenuating market factors. \u003c/p\u003e\u003cp\u003e“The US is producing less beef, and Australia had to cull a lot of their herds due to a drought this year,” Brown said. “A lot of that meat is being also sent to the US because the dollar is so strong. The dollar is good, there’s a drought in Australia, there are small herds in the US, and the rates for Brazilian beef are great — so it’s a perfect storm.” \u003c/p\u003e\u003cp\u003eAccording to William Duggan, North American advisor at reefer market consultant Eskesen Advisory, it is not unusual for refrigerated container equipment to become strained during the market’s perishable peak season. But conditions in 2024 could exacerbate those hurdles. \u003c/p\u003e\u003cp\u003e“If you look at Q4 and Q1, that is the peak of the peak,” said Duggan, who is also a board member at the Global Cold Chain Alliance. “Equipment is always tight then. Combined with the problems from the Suez, which impacts all of these trades, [it could be worse] ... Equipment gets bundled up and can’t get to places like Brazil and Argentina for their export seasons. We will start to see that happening.” \u003c/p\u003e\u003ch3\u003eJump in Brazil beef production, exports \u003c/h3\u003e\u003cp\u003eAccording to National Supply Company, a Brazilian agency linked to the Ministry of Agrarian Development and Family Farming, Brazil is expected to see a 7.1% year-over-year increase in beef production in 2024 and a 13.4% jump in beef exports. Moreover, a concurrent mango season will put further pressure on equipment availability. \u003c/p\u003e\u003cp\u003eThose increases will further strain global reefer equipment availability, potentially impacting perishable cargo viability amid the slowdowns brought on by equipment shortages. The consequences of a significant reefer equipment problem could reach beyond the cold chain amid existing space constrictions on the north-south lane, said Fabrizio De Paulis, managing director of Brazilian forwarder De Paulis Logistics \u0026amp; SCM Eireli. \u003c/p\u003e\u003cp\u003e“It happened when we had the fruit export season from Chile, affecting the empties availability in Brazil,” De Paulis said. “Shippers would need to reschedule shipments [and] would need to find alternative [ports] in Brazil. The reefers would be deviated [to ports] with more demand.” \u003c/p\u003e\u003cp\u003eDuggan agrees that demand and buying power will drive equipment availability into Q1 2025 and said some shippers may bear the burden of asset scarcity. \u003c/p\u003e\u003cp\u003e“It’s always been a tight market to supply during that period of time, but if there is demand for the Brazil product — they will be competing for equipment with the perishable cargo,” Duggan said. “If perishable rates out of Peru or Chile pay higher than beef out of Brazil, they may get a better allocation.” \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Laura Robb at \u003c/i\u003e\u003ca href=\"mailto:laura.robb@spglobal.com\"\u003e\u003ci\u003elaura.robb@spglobal.com\u003c/i\u003e\u003c/a\u003e\u003ci\u003e.\u003c/i\u003e \u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Laura Robb, Associate Editor","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Brazil is expected to see a 7.1% year-on-year increase in beef production in 2024 and a 13.4% jump in beef exports. Erich Sacco / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1726079474440","Taxonomy":{"MainCategory":[{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1726076898000","TitlePlainText":"‘Perfect storm’ pushes market toward Q4 reefer equipment shortages","Published":true,"Redirects":[{"Path":"/article/perfect-storm-pushes-market-toward-q4-reefer-equipment-shortages-5725644","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eSeasonal demand for reefer containers on the north-south trade lane, combined with a surge in Brazilian beef exports, could lead to equipment scarcity by the year’s end, market watchers say.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Seasonal demand for reefer containers on the north-south trade lane, combined with a surge in Brazilian beef exports, could lead to equipment scarcity by the year’s end, market watchers say.","__typename":"Document"},{"Id":"5715666_JournalOfCommerce","Attachments":[{"FileName":"5715663_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eA cold storage warehouse near Maine’s Port of Portland looks to cut the transportation costs of the state’s seafood and produce shippers who rely heavily on the Port of Boston and out-of-state storage capacity for handling refrigerated cargoes. \u003c/p\u003e\u003cp\u003eThe 107,000-square-foot warehouse near Portland’s International Marine Terminal is set to open in early 2025, according to Nathaniel Shehata, vice president of Iceland-based ocean carrier and forwarder Eimskip. Eimskip, which specializes in refrigerated cargo trade in the trans-Atlantic, is not a direct customer of the warehouse, but Shehata said its shippers would be. \u003c/p\u003e\u003cp\u003eThe $55 million facility is being developed by UK-based Amber Infrastructure Group, which could not be reached for comment. \u003c/p\u003e\u003cp\u003eMany of Maine’s fishing and lobster businesses typically operate their own small-scale cold storage, Shehata said. Those who need third-party cold storage typically must use warehouses in Everett and Peabody, Massachusetts, which are about three hours from Portland. \u003c/p\u003e\u003cp\u003eHaving a centralized, state-of-the-art warehouse located near the port is “really going to be a boon for Maine,” Shehata said. In addition to the state’s fishing industry, he said local exports such as blueberries and imported pharmaceuticals could likely be customers of the facility. \u003c/p\u003e\u003cp\u003ePortland’s refrigerated cargo volumes trail those of Boston, according to PIERS, a sister product of the \u003ci\u003eJournal of Commerce\u003c/i\u003e within S\u0026amp;P Global. Portland handled 3,134 TEUs in refrigerated cargo volumes in the first half of the year, down 5% from the comparable 2023 period. Boston’s first-half volumes of 4,773 TEUs were up 8%.\u003c/p\u003e\u003cp\u003e“This is another thing that can be bundled into what the customer can expect coming into the Port of Portland,” Shehata said. “When customers are importing or exporting, they typically think of going through the ports of Boston or New York-New Jersey. It’s an option to not have to deal with a congested port.”\u003c/p\u003e\u003cp\u003eIn anticipation of more refrigerated cargo moving through the port, Portland’s International Marine Terminal received a $14.2 million grant in 2023 from the US Department of Transportation’s Port Infrastructure Development Program (PIDP) to add rack storage of refrigerated containers. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Michael Angell at \u003c/i\u003e\u003ca href=\"michael.angell@spglobal.com\"\u003e\u003ci\u003emichael.angell@spglobal.com\u003c/i\u003e\u003c/a\u003e.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Port of Portland reefer shippers have generally relied on small warehouses or out-of-state facilities for cold storage. Photo credit: E.J.Johnson Photography / Shutterstock.com","__typename":"Metadata"},"ModDate":"1725049516480","Taxonomy":{"MainCategory":[{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"9","Name":"Container Shipping News","Redirects":[{"Path":"/maritime/container-shipping-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"20","Name":"Industrial Real Estate News","Redirects":[{"Path":"/supply-chain/industrial-real-estate-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"35","Name":"Trans-Atlantic","Redirects":[{"Path":"/maritime/container-shipping-news/trans-atlantic","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"42","Name":"North American ports","Redirects":[{"Path":"/maritime/port-news/north-american-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Michael Angell, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1725047594000","TitlePlainText":"New cold warehouse in Maine aims to lessen dependence on Boston","Published":true,"Redirects":[{"Path":"/article/new-cold-warehouse-in-maine-aims-to-lessen-dependence-on-boston-5715666","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eA new warehouse due to open early next year in Portland for frozen and ambient-temperature cargoes could cut transportation costs for shippers now using out-of-state storage and ports. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"A new warehouse due to open early next year in Portland for frozen and ambient-temperature cargoes could cut transportation costs for shippers now using out-of-state storage and ports.","__typename":"Document"},{"Id":"5703146_JournalOfCommerce","Attachments":[{"FileName":"5703147_1.0.jpg","FileType":"FeatureImage","Title":"3688241_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eThe Port of Houston has secured approval from the US Department of Agriculture to handle produce cargoes that have been cold treated to remove pests, a move that could allow the Gulf Coast’s largest port to grab more of the region’s refrigerated container business. \u003c/p\u003e\u003cp\u003ePort Houston said in a statement that the USDA’s Animal and Plant Health Inspection Service (APHIS) approved the port to receive cold-treatment cargo. Under APHIS, fresh produce imports can quickly enter the US without further inspection if the cargo has been maintained at a specific temperature throughout its voyage to eliminate pests. \u003c/p\u003e\u003cp\u003eThe APHIS approval demonstrates Houston can “meet the highest standards for handling cold-treatment cargo,” the port said in the statement. APHIS-approved cargoes include citrus fruits, grapes and other high-value produce. \u003c/p\u003e\u003cp\u003e“Receiving APHIS approval to handle cold treatment cargo is a major achievement for Port Houston,” Roger Guenther, the port’s executive director, said in the statement. “This capability allows us to provide additional services to our customers, helping ensure their perishable goods arrive in optimal condition.” \u003c/p\u003e\u003cp\u003eNew York-New Jersey, Savannah and Philadelphia are among other major US ports with APHIS-approved facilities. \u003c/p\u003e\u003cp\u003eHouston’s refrigerated container capacity was fairly limited up until recently. \u003ca href=\"https://www.joc.com/article/usda-offers-funds-houston-chassis-tacoma-ag-shippers_20220616.html\"\u003eIt relied on genset chassis to power refrigerated containers\u003c/a\u003e, as it lacked a racking system that allows refrigerated containers to be stacked. However, the port is adding racks to increase its refrigerated container capacity. \u003c/p\u003e\u003cp\u003eThe APHIS approval and the rack capacity could help Houston turn around its refrigerated container volumes. The port last year handled 15,759 TEUs of refrigerated containers designated edible fruits and nuts, down 38% from 2022, according to PIERS, a sister product of the \u003ci\u003eJournal of Commerce\u003c/i\u003e within S\u0026amp;P Global. \u003c/p\u003e\u003cp\u003eThanks to the weekly container services operated by Dole Fresh Fruit, the Port of Freeport in Texas saw strong growth last year in its refrigerated imports, with fruit imports up 11% to 39,262 TEUs, PIERS data shows. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Michael Angell at \u003ca href=\"mailto:michael.angell@spglobal.com\"\u003emichael.angell@spglobal.com\u003c/a\u003e. \u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Michael Angell, Senior Editor","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Houston is adding refrigerated racking capacity that will allow it to handle more cool cargoes. Photo credit: Luciavonu / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1723793232757","Taxonomy":{"MainCategory":[{"Id":"42","Name":"North American ports","Redirects":[{"Path":"/maritime/port-news/north-american-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"9","Name":"Container Shipping News","Redirects":[{"Path":"/maritime/container-shipping-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"JOC Staff","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1721390400000","TitlePlainText":"Houston gets USDA approval to handle cold-treated produce cargoes","Published":true,"Redirects":[{"Path":"/article/houston-gets-usda-approval-to-handle-cold-treated-produce-cargoes-5703146","__typename":"Redirect"},{"Path":"/article/houston-gets-usda-approval-handle-cold-treated-produce-cargoes_20240719.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe certification that Houston can handle cargoes treated for pests while in transit means more fresh produce such as grapes and berries can move quickly through the port. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The certification that Houston can handle cargoes treated for pests while in transit means more fresh produce such as grapes and berries can move quickly through the port.","__typename":"Document"},{"Id":"5192216_JournalOfCommerce","Attachments":[{"FileName":"5192332_1.0.jpg","FileType":"Nondownloadable","Title":null,"__typename":"Attachment"},{"FileName":"5192217_1.0.jpg","FileType":"FeatureImage","Title":"3688176_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eCool Carriers has won the weekly, six-month, seven-vessel Brazil-to-Europe Agricola Famosa melon contract for this coming season, besting reefer operator GreenSea, the contract’s former holder.\u003c/p\u003e\u003cdiv class=\"wrapper-narrow float-right-element\"\u003e\u003cimg src=\"/images/phoenix/5192332_1.0.jpg\"\u003e\u003c/img\u003e\u003c/div\u003e\u003cp\u003e\u003c/p\u003e\u003cp\u003eCool is the largest reefer operator is terms of vessel numbers and capacity; GreenSea has a lower number of smaller units. Cool said that the charterers had wanted to increase the volume of weekly shipments on the one hand and remain with specialized, or breakbulk, reefers on the other — hence Cool Carriers was a natural choice. \u003c/p\u003e\u003cp\u003eCool added that other than the increase in volumes, there are no major changes to the service — i.e. the service is from week 35 to week eight (2025), loading in Natal and discharging in Vigo (Spain), Rotterdam and Dover. \u003c/p\u003e\u003cp\u003eSweden-headquartered Cool acknowledged that GreenSea had done a good job wrestling the trade back from the container lines to the specialized mode. \u003c/p\u003e\u003cp\u003eOrdinarily, that’s where the story would end. Two rivals battle for business; one wins, the other doesn’t. However, there are clearly other commercial considerations at play. If it was true that size alone was the determining factor, GreenSea parent Seatrade would have been the obvious choice for Famosa — partly for loyalty, partly for continuity and not least because the Seatrade/GreenSea combination can offer a broader range of vessel sizes. \u003c/p\u003e\u003cp\u003eHowever, if the speculation that the $130 pallet rate Famosa agreed upon with Cool is accurate, the switch merits further analysis. That is because this figure is significantly below the rate offered by Seatrade/GreenSea to extend the contract. Cool can presumably offer a more competitive rate because of the range of headhaul and backhaul cargo combination possibilities it has in and out of the east coast of South America, as well as the Baltic. For example, Cool can double dip in Argentina and southern Brazil for deciduous and/or meat if the melon crop is temporarily short. Likewise, if necessary, it can load ammonium nitrate from St. Petersburg on the return voyage. \u003c/p\u003e\u003cp\u003eBut there are other factors to be considered. The specialized breakbulk reefer fleet is aging; Cool is the only owner/operator currently investing in specialized tonnage. Following the delivery of its five, 905-cubic-feet E-Class vessels, Cool has a program of between 12 to 14 vessels in the range of 630/660/700 cubic feet to be delivered before 2027. Those units will replace Cool’s older tonnage, which will be demolished, and reduce its reliance on chartered-in vessels such as the Chartworld family class. \u003c/p\u003e\u003cp\u003eIn contrast, the six-vessel reefer newbuilds Seatrade has commissioned are fully cellular. The two operators have fundamentally different visions on the future development of the supply side of the reefer trade. \u003c/p\u003e\u003ch2\u003ePressure to fill capacity \u003c/h2\u003e\u003cp\u003eThe specialized mode is systematically losing its share of the global reefer trade to the carriers. But the banana, citrus and top fruit trades into Russia, which Cool shares with Mediterranean Shipping Co., continue to be money-spinning cash cows for both operations and will likely remain so long after the war in Ukraine ends. Cool is also strong in New Zealand (kiwifruit) and Chile (grapes) and is the senior partner to Seatrade in the Reefer Alliance for citrus out of Morocco and South Africa to the US, northern European continent, and the Baltics. Cool has evidently reasoned, with some justification, that cargo is king and therefore control of cargo is the strategy to adopt. \u003c/p\u003e\u003cp\u003eThe position is as follows: On the one hand, Cool is cash rich; on the other, it is under pressure to fill the newbuild capacity it already has as well as what is scheduled to be delivered. The cargoes under its control will allow Cool the flexibility to employ its fleet optimally, which gives it a significant competitive edge, enabling it to undercut its rivals to gain market share and cross-subsidize, if necessary. Cool faces no obvious threats — the possibility of an alternative, Russia-based container carrier setting up shop to compete with MSC and Cool on key reefer trades into the Baltic, for example, is remote, certainly given the current charter market for container ships on the one hand and global shortage of reefer containers on the other. \u003c/p\u003e\u003cp\u003eWhile GreenSea will be disappointed that it has lost the trade on which it worked so hard to win, if Cool continues to leverage its financial advantage, it is Seatrade’s liner and COA businesses that are in greater danger. \u003c/p\u003e\u003cp\u003eOn the other hand, if rates were the singular criterion for cargo service selection, all reefer product would by now be transported in containers on carrier schedules. While Cool will be able to service the Famosa contract on terms that may be self-serving commercially and strategically, if those terms have a negative impact on service levels, the contract may not last long. The chief reason why the reefer mode is preferred by some cargo is because it is fast, dedicated and direct. Cool will surely understand that it cannot afford to jeopardize that. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Richard Bright at \u003ca href=\"mailto:richard.bright@spitfireuk.net\"\u003erichard.bright@spitfireuk.net\u003c/a\u003e. \u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Richard Bright, Journal of Commerce analyst","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"While the specialized reefer fleet is aging, Cool is the only owner/operator currently investing in specialized tonnage. Photo credit: Cool Carriers.","__typename":"Metadata"},"ModDate":"1721730136223","Taxonomy":{"MainCategory":[{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"JOC Staff","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1719841704000","TitlePlainText":"Cool Carriers muscles into melon trade with new Brazil-Europe contract","Published":true,"Redirects":[{"Path":"/article/cool-carriers-muscles-into-melon-trade-with-new-brazil-europe-contract-5192216","__typename":"Redirect"},{"Path":"/article/cool-carriers-muscles-melon-trade-new-brazil-europe-contract_20240701.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eWhile Cool is “cash rich,” it is under pressure to fill the newbuild capacity it already has as well as what is scheduled to be delivered, writes analyst Richard Bright. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"While Cool is “cash rich,” it is under pressure to fill the newbuild capacity it already has as well as what is scheduled to be delivered, writes analyst Richard Bright.","__typename":"Document"},{"Id":"5192138_JournalOfCommerce","Attachments":[{"FileName":"5192139_1.0.jpg","FileType":"FeatureImage","Title":"3688129_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eCool chain shippers are having to book further ahead to secure onboard cargo space while also facing similar delays and congestion issues as dry cargo shippers, carriers and forwarders say. \u003c/p\u003e\u003cp\u003eThe problems are especially challenging for Asian export cargoes, although in Brazil, a combination of equipment shortages, congestion and port projects are having a critical impact on refrigerated import and export cargoes. \u003c/p\u003e\u003cp\u003eBut insurers said the difficulties have yet to materialize in a noticeable rise in claims for spoiled cold chain or perishable products. \u003c/p\u003e\u003cp\u003ePeregrine Storrs-Fox, risk management director at London-based cargo insurer Through Transport Mutual Services (UK), said there was no evidence the current congestion and cargo delays had led to a change in reefer cargo losses. \u003c/p\u003e\u003cp\u003e“The operation of insurance terms, such as deductibles/excesses, may mean that many losses are simply absorbed by the cargo interests, beneficial cargo owners or the logistics operators or carriers,” Storrs-Fox told the \u003ci\u003eJournal of Commerce. \u003c/i\u003e\u003c/p\u003e\u003cp\u003eHighlighting the challenges faced by shippers of refrigerated cargoes, Dubai-based FIBS Logistics said they are booking further in advance to secure space onboard vessels due to capacity and equipment shortages for reefer exports from Asia. FIBS makes regular reefer shipments from Asia, mainly Malaysia and South Korea, to Dubai. \u003c/p\u003e\u003cp\u003e“Around six to nine months ago we could arrange reefer bookings up to about two weeks before a vessel’s estimated departure,” a spokesperson for FIBS told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. “Now, advance booking needs to be made three to four weeks before a vessel’s [expected departure].” \u003c/p\u003e\u003cp\u003eAt the same time, carriers and forwarders said \u003ca href=\"https://www.joc.com/article/carriers-omit-singapore-calls-amid-growing-delays-asia-port-congestion-spreads_20240531.html\"\u003eport congestion and delays\u003c/a\u003e are affecting reefer shipments across major trade lanes, from Asia to Europe and the Americas. \u003c/p\u003e\u003ch2\u003eVaried vessel delays \u003c/h2\u003e\u003cp\u003eVessel delays vary considerably between trade lane and specific services. Carriers’ sailing schedules currently show an average of a week to two-week delay on trans-Pacific services and 10 to 14 days on Asia-Europe services, although on some sailings that has lengthened to 30 days. There is slippage of up to two weeks on Asia-Mediterranean services, while intra-Asia services are facing delays of two or three days despite several port omissions, especially if they are calling at Singapore. \u003c/p\u003e\u003cp\u003e“Similar to dry cargo, reefer cargo has also been affected by vessel delays and port congestion at some ports,” a spokesperson for Hong Kong-headquartered OOCL told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. “However, our reefer cargos are always being monitored. So far, we have not seen any significant issues with them, even perishable goods.” \u003c/p\u003e\u003cp\u003eHapag-Lloyd said there are still significant berthing delays for vessels at some ports in Asia. These include up to nearly six days in Brisbane, Australia; five days in Singapore, four days in Shanghai and two days in Qingdao and at the Westports terminal at Port Klang, Malaysia, Hapag-Lloyd said on June 12. \u003c/p\u003e\u003cp\u003eForwarders said the situation at Westports has been exacerbated by carriers diverting vessels to the port to avoid congestion at Singapore. This has increased yard utilization at Westports, which is already space constrained. \u003c/p\u003e\u003cp\u003e“Westports is suffering serious congestion when compared with Northport,” the spokesperson for FIBS Logistics said. “We’re see a shortage of plugs at some of the ports in Malaysia, especially Westports.” \u003c/p\u003e\u003cp\u003eReefer shippers are also facing congestion issues at some European and Mediterranean ports as carriers develop new transship hubs for vessels diverting around the Cape of Good Hope in southern Africa to avoid attacks by Houthi militants in the Red Sea area. These include Barcelona, \u003ca href=\"https://www.joc.com/article/bottlenecks-flare-barcelona-port-battles-rise-transshipment-volumes_20240605.html\"\u003ewhere transshipment volumes are beyond its capacity\u003c/a\u003e, according to Peter Sand, chief analyst at online benchmarking platform Xeneta. \u003c/p\u003e\u003ch2\u003eBrazil woes \u003c/h2\u003e\u003cp\u003eOcean carriers and South American freight forwarders say the challenges facing reefer shippers are particularly acute in Brazil, impacting north-south shipments to the US and long-haul cargo to and from Asia. \u003c/p\u003e\u003cp\u003eFabrizio De Paulis, managing director of Brazil forwarder De Paulis Logistics \u0026amp; SCM Eireli, said he had to cancel a recent booking for reefer cargo to the US with one carrier because of container shortages in May that were due to Brazil’s fruit export season. \u003c/p\u003e\u003cp\u003eThose equipment issues were compounded by congestion at transshipment ports, including Colon and Christobal in Panama, which led to longer transit times. \u003c/p\u003e\u003cp\u003e“The actual transit time quoted by the carrier was much longer than the original estimate on its website,” De Paulis said. “This carrier had problems berthing on schedule in Panama which was affecting the entire shipment schedule.” \u003c/p\u003e\u003cp\u003eThe issues were so bad, De Paulis said he had to change the carrier and port of discharge in the US. \u003c/p\u003e\u003cp\u003e“The alternative carrier, which doesn’t actually call at the original port of discharge, was more expensive and there were extra inland costs in the US as well,” he said. “The good thing was that this carrier was faster, without significant delays on arrival on destination.” \u003c/p\u003e\u003cp\u003eDe Paulia thought the current congestion at Asian ports would worsen the situation facing South American reefer shippers. \u003c/p\u003e\u003cp\u003eXeneta’s Sand agreed, pointing out that after the South American reefer market tightened in May, “the troubles have now spread onto other trades too.” \u003c/p\u003e\u003cp\u003e“With a record high for dry cargo from the East Coast of South America in April, carriers aren’t prioritizing the repositioning of the reefers they need for South American exports,” he said. “With ships pretty full out of Asia, carriers are not waiting around to load empty reefers back to Asia.” \u003c/p\u003e\u003cp\u003eMauricio Fisch, director of Brazil forwarder Ocean Express, part of the HTFN Global Logistics Network, said the situation on the Asia-Brazil trade lane is “very critical,” with severe congestion at ports in southern Brazil. Fisch pointed out that only one berth has been operating at Navegantes since January while project work continues at adjacent facilities that would enable the port to handle bigger vessels. That has led to a shift of volumes to Itapoá, which together with Paranaguá are now operating at almost full capacity, he said. \u003c/p\u003e\u003cp\u003e“Waiting times have lengthened recently which has affected vessel schedules, leading carriers to cancel calls,” Fisch told the \u003ci\u003eJournal of Commerce.\u003c/i\u003e\u003c/p\u003e\u003cp\u003eThe delays have led CMA CGM to introduce a $150 per container port congestion surcharge from July 1 for cargo — including reefer boxes — exported through Paranaguá to the US East and Gulf coasts and the rest of Latin America. The surcharge will stay in place until December, the carrier said. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Keith Wallis at \u003ca href=\"mailto:keith.wallis@hotmail.com\"\u003ekeith.wallis@hotmail.com\u003c/a\u003e.\u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Keith Wallis, Special Correspondent","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Only one berth has been operating at the Brazilian port Navegantes (pictured) since January while project work continues at adjacent facilities. Photo credit: Brastock / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1721728047473","Taxonomy":{"MainCategory":[{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"44","Name":"International ports","Redirects":[{"Path":"/maritime/port-news/international-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"JOC Staff","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1718373749000","TitlePlainText":"Reefer shippers face longer booking times, box shortages amid port congestion","Published":true,"Redirects":[{"Path":"/article/reefer-shippers-face-longer-booking-times-box-shortages-amid-port-congestion-5192138","__typename":"Redirect"},{"Path":"/article/reefer-shippers-face-longer-booking-times-box-shortages-amid-port-congestion_20240614.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eStill, insurers said the difficulties have yet to materialize in a noticeable rise in claims for spoiled cold chain or perishable products.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Still, insurers said the difficulties have yet to materialize in a noticeable rise in claims for spoiled cold chain or perishable products.","__typename":"Document"},{"Id":"5199499_JournalOfCommerce","Attachments":[{"FileName":"5199551_1.0.png","FileType":"FeatureImage","Title":"3687967_FI.png","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eA US-based expedited freight specialist has launched a new service aimed at perishables shippers. The service is based on a reusable cold packaging solution that allows pallet and box-sized frozen and refrigerated shipments to go by regular transport and stay frozen or refrigerated for up to nine days. \u003c/p\u003e\u003cp\u003eTexas-based Candor Expedite’s new service, Candor Food Chain, is aimed at giving frozen and refrigerated product shippers the ability to control costs and extend their product shelf life. \u003c/p\u003e\u003cp\u003eThe idea for the service, launched Wednesday, came when Candor saw its national fast food retail customers struggling with capacity for small perishable shipments. \u003c/p\u003e\u003cp\u003e“They were coming constantly with a need to move a carton or a skid and were having a hard time finding [refrigerated] capacity,” Candor CEO Nicole Glenn told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003eThose retailers would patch together a solution generally using dry ice as they waited for a weekly or bi-weekly less-than-truckload (LTL) refrigerated pickup or pay for an entire refrigerated truckload trailer. \u003c/p\u003e\u003ch2\u003eEliminating waste \u003c/h2\u003e\u003cp\u003eThe new service is built on a partnership between Candor and Cool Chain, a European technology provider that has worked with pharmaceutical companies for more than a decade. Cool Chain’s product is an insulation material that negates the need for products to be refrigerated by coolant or dry ice. \u003c/p\u003e\u003cp\u003e“There is so much waste in perishables,” Glenn said. “One of the biggest fast-food retailers, they have a mix of fresh and frozen goods. Today they’re sending three trucks per day, fresh, frozen, dry, to their outlets. That’s three drivers needed, three interruptions for the store manager to deal with. We’re able to consolidate that to one delivery.” \u003c/p\u003e\u003cp\u003eGlenn said Candor Food Chain is also a solution to dependence on so-called tri-temp trucks, trailers that have different temperature zones for frozen, refrigerated and non-refrigerated products. Because each shipment — whether a box or pallet — is independently climate-controlled, the products can move via a normal dry van. It also is designed to aid shippers that rely on LTL refrigerated services, as those might only be available once or twice per week. \u003c/p\u003e\u003cp\u003eThe Cool Chain insulation product allows for a temperature range of 10 to 70 degrees and keeps products at a constant temperature for four days with small boxes and nine days with pallets. The Candor service includes live temperature readings and GPS location tracking, the company said. \u003c/p\u003e\u003cp\u003eAlthough Candor serves both shippers and third-party logistics providers with its expedited services, Candor Food Chain will initially be offered only to shippers. Launch locations are Dallas, Chicago, Orlando, Charlotte, Los Angeles and Seattle, although Glenn said Candor is willing to do “pop-up” locations “if there’s a customer where it makes sense for both of us.” \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Eric Johnson at \u003ca href=\"mailto:eric.johnson@ihsmarkit.com\"\u003eeric.johnson@spglobal.com\u003c/a\u003e. \u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Candor Expedite is working with a European provider of insulated packaging to extend the amount of time perishable shipments can stay refrigerated. Photo credit: Candor Expedite.","__typename":"Metadata"},"ModDate":"1721794042623","Taxonomy":{"MainCategory":[{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"4","Name":"Supply chain","Redirects":[{"Path":"/supply-chain","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"46","Name":"LTL","Redirects":[{"Path":"/surface/trucking-news/ltl","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"47","Name":"Truckload","Redirects":[{"Path":"/surface/trucking-news/truckload","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Eric Johnson, Senior Technology Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1715256000000","TitlePlainText":"Expedited freight specialist targets food shippers with new service","Published":true,"Redirects":[{"Path":"/article/expedited-freight-specialist-targets-food-shippers-with-new-service-5199499","__typename":"Redirect"},{"Path":"/article/expedited-freight-specialist-targets-food-shippers-new-service_20240509.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eCandor Expedite’s new service is designed to let perishables shippers use lower-cost freight modes and reduce product spoilage.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Candor Expedite’s new service is designed to let perishables shippers use lower-cost freight modes and reduce product spoilage.","__typename":"Document"},{"Id":"5219639_JournalOfCommerce","Attachments":[{"FileName":"5219682_1.0.jpg","FileType":"FeatureImage","Title":"3687817_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eGlobal cold chain logistics provider Lineage Logistics is launching a cross-border transportation service linking warehouses and markets in the US and Canada, expanding its end-to-end distribution network and services in both countries. \u003c/p\u003e\u003cp\u003eThe cross-border program will move both full truckload and less-than-truckload shipments, Lineage said Tuesday. The company will use its multi-vendor consolidation network and transportation management services to move freight across the border. \u003c/p\u003e\u003cp\u003eThe integration of the North American network is part of a \u003ca href=\"https://www.joc.com/article/lineage-logistics-adds-17-billion-war-chest_20220106.html\"\u003emultiyear global expansion\u003c/a\u003e at Michigan-based Lineage. The program will link its US warehousing and distribution network with 10 Canadian facilities from Vancouver to Montreal. \u003c/p\u003e\u003cp\u003e“This cross-border network bolsters our ability to provide a true end-to-end solution for our warehousing and transportation customers,” Chris Skraba, vice president of global business development for integrated solutions at Lineage, said in a statement. \u003c/p\u003e\u003cp\u003eLineage’s growth is being fueled by more than $6.7 billion in funding raised through a series of investments starting in 2020. Lineage now has more than 400 facilities with 2 billion square feet of warehousing and distribution space worldwide. \u003c/p\u003e\u003cp\u003eIn addition to warehousing, Lineage operates several temperature-controlled business lines within its global integrated solutions segment, with services such as truck and intermodal rail transportation that complement warehousing services, Skraba said. \u003c/p\u003e\u003cp\u003eThe new service follows acquisitions and warehousing and terminal expansion on both sides of the US-Canadian border. Last fall, Lineage expanded its Foothills facility in Calgary and the company plans to open a terminal in Moncton, New Brunswick. \u003c/p\u003e\u003cp\u003eLineage last year acquired the warehousing and e-commerce assets of Burris Logistics, a US-based cold chain distribution company. In 2022, Lineage purchased \u003ca href=\"https://www.joc.com/article/lineage-logistics-acquires-canadas-versacold_20220413.html\"\u003eVersaCold Logistics Services\u003c/a\u003e, an Ontario-based third-party logistics provider. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact William B. Cassidy at \u003ca href=\"mailto:bill.cassidy@spglobal.com\"\u003ebill.cassidy@spglobal.com\u003c/a\u003e\u003c/i\u003e. \u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Lineage looks to build more end-to-end services within North America, connecting warehousing and transportation. Photo credit: Virrage Images / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1721822697160","Taxonomy":{"MainCategory":[{"Id":"2","Name":"Surface","Redirects":[{"Path":"/surface","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"11","Name":"Trucking News","Redirects":[{"Path":"/surface/trucking-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"William B. Cassidy, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1712694562000","TitlePlainText":"Lineage Logistics links US, Canadian cold storage networks with new service","Published":true,"Redirects":[{"Path":"/article/lineage-logistics-links-us-canadian-cold-storage-networks-with-new-service-5219639","__typename":"Redirect"},{"Path":"/article/lineage-logistics-links-us-canadian-cold-storage-networks-new-service_20240409.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eA cross-border temperature-controlled truckload and LTL service will connect key facilities in the company’s North American cold chain distribution network.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"A cross-border temperature-controlled truckload and LTL service will connect key facilities in the company’s North American cold chain distribution network.","__typename":"Document"},{"Id":"5241310_JournalOfCommerce","Attachments":[{"FileName":"5241315_1.0.jpg","FileType":"FeatureImage","Title":"3687233_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eNorth Carolina’s Port of Wilmington is growing its refrigerated operations with a certified cold treatment facility — one of only 14 in the US — capable of handling and clearing foreign-grown produce such as grapes, blueberries and citrus fruit primarily from Peru and Chile for entry into US markets. \u003c/p\u003e\u003cp\u003eLewis Nursery and Farms and its American Blueberries, LLC, subsidiary opened a cold treatment facility Tuesday after receiving certification from the US Department of Agriculture (USDA) \u003ca href=\"https://www.joc.com/article/usda-expands-transit-cold-treatment-program_20190916.html\"\u003eto retreat cold-treated commodities\u003c/a\u003e that failed to clear customs. The operation in nearby Rocky Point, N.C., sets up the Port of Wilmington to become a key point of entry for importers of refrigerated blueberries, grapes, apples, pears, citrus and a broad variety of organics, the North Carolina Ports Authority (NCPA) said in a statement. \u003c/p\u003e\u003cp\u003e“From our standpoint, we’re trying to grow our capabilities and be a more competitive port with regard to refrigerated trade,” NC Ports Executive Director Brian E. Clark told the \u003ci\u003eJournal of Commerce \u003c/i\u003eTuesday. \u003c/p\u003e\u003cp\u003eClark added that the cold treatment facility is essential to grow Wilmington’s customer base and complements NCPA’s heavy investments in infrastructure, including increasing the amount of refrigerated container plugs on site, which now number more than 1,500. \u003c/p\u003e\u003cp\u003eCold treatment is a risk-mitigation measure for shippers whose product would otherwise be denied entry. It involves lowering the fruit pulp to a certain temperature for a specific amount of time to \u003ca href=\"https://www.joc.com/article/hapag-lloyds-steel-floor-container-aims-mitigate-growing-global-pest-infestations_20230809.html\"\u003eeliminate pests\u003c/a\u003e. Because pests present a threat to the US ecosystem, certain imported produce such as apples and grapes can only be brought ashore and treated through USDA-certified cold treatment facilities. \u003c/p\u003e\u003cp\u003eThe new facility at Wilmington allows North Carolina’s agriculture sector to be supported year-round. It also positions refrigerated containers in the state to handle exports of pork, poultry and sweet potatoes. Clark said the Port of Wilmington has seen refrigerated volume nearly triple in the last five years, including significant growth in banana, plantain and melon imports. \u003c/p\u003e\u003cp\u003eThe USDA’s Animal and Plant Health Inspection Services (APHIS) launched the cold treatment program in Miami, Fla., in 2016 to handle produce imports. At the time, a facility operated by Crowley Maritime Corp. served as the only site in the country that could clear citrus, blueberries, grapes, apples and pears from Peru, Uruguay and Argentina that failed inspection by the US Customs and Border Protection. \u003c/p\u003e\u003cp\u003eSince 2016, Delaware, Illinois, New Jersey, Pennsylvania and Georgia have joined the short list of states with USDA APHIS cold treatment facilities. Americold PortFresh Logistics and NLaws Refrigerated Port Services, LLC, which opened in August 2021, are certified to retreat cold-treated commodities entering the Port of Savannah. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Teri Errico Griffis at \u003ca href=\"mailto:teri.griffis@ihsmarkit.com\"\u003eteri.griffis@spglobal.com\u003c/a\u003e. \u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Teri Errico Griffis, Associate Editor","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"The Port of Wilmington is looking to attract customers importing grapes, blueberries and citruses that require cold treatment. Photo credit: Chizhevskaya Ekaterina / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1721795483733","Taxonomy":{"MainCategory":[{"Id":"42","Name":"North American ports","Redirects":[{"Path":"/maritime/port-news/north-american-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"9","Name":"Container Shipping News","Redirects":[{"Path":"/maritime/container-shipping-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"40","Name":"Port infrastructure","Redirects":[{"Path":"/maritime/port-news/port-infrastructure","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"JOC Staff","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1702417303000","TitlePlainText":"North Carolina port expands reefer operations with cold treatment facility","Published":true,"Redirects":[{"Path":"/article/north-carolina-port-expands-reefer-operations-with-cold-treatment-facility-5241310","__typename":"Redirect"},{"Path":"/article/north-carolina-port-expands-reefer-operations-cold-treatment-facility_20231212.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe facility sets up the Port of Wilmington to become a key point of entry for importers of refrigerated blueberries, grapes, apples, pears, citrus and a broad variety of organics. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The facility sets up the Port of Wilmington to become a key point of entry for importers of refrigerated blueberries, grapes, apples, pears, citrus and a broad variety of organics.","__typename":"Document"},{"Id":"5244885_JournalOfCommerce","Attachments":[{"FileName":"5251610_1.0.jpg","FileType":"Nondownloadable","Title":null,"__typename":"Attachment"},{"FileName":"5244887_1.0.jpg","FileType":"FeatureImage","Title":"3687119_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eWith delays on the Panama Canal already standing at 10 days for vessels that have not pre-booked a transit, there are growing concerns over the impact that drought-linked restrictions will have on the trade in perishable products from the West Coast of South America to the US East Coast and continental Europe.\u003c/p\u003e\u003cdiv class=\"wrapper-narrow float-right-element\"\u003e\u003cimg src=\"/images/phoenix/5251610_1.0.jpg\"\u003e\u003c/img\u003e\u003c/div\u003e\u003cp\u003e\u003c/p\u003e\u003cp\u003eThe spot banana business out of Ecuador and the specialized reefer-centric Chilean grape season are especially vulnerable. There is considerable jeopardy: Unlike the regular weekly banana services out of Ecuador operated by Seatrade (Rayo to the UK and Northern Europe) and Cool Carriers (to St. Petersburg), which have pre-booked transit slots, seasonal deciduous fruit and spot banana cargoes do not. \u003c/p\u003e\u003cp\u003eTo illustrate the point, both the recently loaded \u003ci\u003eMV Fegulus\u003c/i\u003e and \u003ci\u003eMV Green Costa Rica \u003c/i\u003espot banana charters are having to wait patiently for their turn to cross the waterway. Under current circumstances, the vessels will likely be the last spot banana cargoes for the next six to eight months, particularly as Central America is about to enter the dry season. While this may be a lost opportunity from the perspective of a reefer operator, it could have serious implications for the Ecuadorean banana industry. \u003c/p\u003e\u003cp\u003eIf, for example, there is a surge in Ecuadorean banana production, as is usual early in the new year, shippers that might have chartered in tonnage to sell the excess on a spot voyage into the Mediterranean now have no option but to hope that the carriers have positioned enough equipment to handle the increase. With both the Seatrade and Cool Carriers’ liner services fully loaded, there will be no specialized reefer alternative if spot charters become impractical. \u003c/p\u003e\u003cp\u003eAt its maximum, the Panama Canal can handle 40 ship transits a day, a figure that has been eroded this year as months of record drought have taken their toll. By February next year, the number will fall to 18. The imbalance in the supply/demand equation has already had an impact, causing the daily slot auction values to spike. Last week, Japan’s Eneos Group paid $3.975 million to jump the queue, smashing the record of $2.85 million set the previous week. \u003c/p\u003e\u003cp\u003eThe position may be precarious for Ecuadorean bananas, but it will be significantly more problematic for Chile. Vessels loading table grapes, berries and stonefruit in Chile can be affected by any number of predictable and unforeseeable variables at both ends of the chain. These include weather-related picking and packing delays, inaccurate crop timing and volume estimations, berthing issues and port congestion in Valparaiso, and port congestion and delays in the Delaware River prior to a return voyage. To make the forthcoming season work, the dedicated reefer services will have no choice but to become as disciplined as those services operated by the carriers in order to meet their pre-booked transits. \u003c/p\u003e\u003ch2\u003eDelays poised to grow as transits cut further \u003c/h2\u003e\u003cp\u003eIf a vessel misses its laycan at Balboa, it will have to wait. That is not ideal for perishable cargo. And with the Canal authorities staggering the reduction in the number of transits over the course of the next few months, a 10- day delay today could readily become a 20-day delay by mid-January – and likely worse by February. With all Chilean grapes needing to arrive in the US before the April marketing order deadline, the situation in March could verge on the critical. \u003c/p\u003e\u003cp\u003eIn order for the Seatrade and Cool Carriers’ services to meet their laycans at the Canal, they may in some instances be obliged to cut and run, thereby sailing light. In which case in order to meet their volume contracts with shippers, the operators may have to employ additional “buffer” vessels to cover commitments. Logistically, this should not be a problem – there is enough tonnage. Commercially, however, it would not be ideal given that the yield on the Chilean program freight rates this year is already poor on fully laden ships. Meanwhile, in an absolute worst-case scenario, vessels destined for the USEC missing their Canal laycans will divert to the US West Coast and rail or truck cross-country. \u003c/p\u003e\u003cp\u003eThe carriers operating services on the same trade lane will be affected partly by the reduction in the absolute number of transits and partly because there will also be a limit in the vessel draft. Contingent on the size of the vessel, this limitation will oblige carriers to discharge containers in Balboa to be railed across the isthmus to Cristobal, from where they will be re-loaded. Although the railed containers are more likely to be dry vans than reefers, the transshipment process will inevitably delay the voyage and may also cause congestion in the container terminals at either end of the waterway. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Richard Bright at \u003ca href=\"mailto:richard.bright@spitfireuk.net\"\u003erichard.bright@spitfireuk.net\u003c/a\u003e. \u003c/i\u003e\u003c/p\u003e\u003cp\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Richard Bright, Journal of Commerce analyst","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"The Panama Canal can handle 40 ship transits a day, a figure that has been eroded this year as months of record drought have taken their toll. Photo credit: Solarisys / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1721822401403","Taxonomy":{"MainCategory":[{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"29","Name":"Breakbulk carriers","Redirects":[{"Path":"/maritime/breakbulk-news/breakbulk-carriers","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"JOC Staff","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1699979215000","TitlePlainText":"Panama Canal woes present nightmare for Latin American perishables trade: analyst","Published":true,"Redirects":[{"Path":"/article/panama-canal-woes-present-nightmare-for-latin-american-perishables-trade-analyst-5244885","__typename":"Redirect"},{"Path":"/article/panama-canal-woes-present-nightmare-latin-american-perishables-trade-analyst_20231114.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe phased reduction in the number of transits coincides with peak banana exports from Ecuador and the start of the deciduous fruit season in the southern hemisphere.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The phased reduction in the number of transits coincides with peak banana exports from Ecuador and the start of the deciduous fruit season in the southern hemisphere.","__typename":"Document"},{"Id":"5244923_JournalOfCommerce","Attachments":[{"FileName":"5244926_1.0.jpg","FileType":"FeatureImage","Title":"3687114_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eSeaboard Marine is launching a direct service to the Port of Wilmington in North Carolina later this month that will expand its regional network between Central America and the US East Coast and offer another route to transport apparel and textiles, pork, poultry and agricultural goods. \u003c/p\u003e\u003cp\u003eTwo container vessels will transport both dry and refrigerated containers on the weekly service starting Nov. 26. The service will depart from Santo Tomas de Castilla in Guatemala before calling San Salvador, El Salvador; Puerto Cortes, Honduras; Managua, Nicaragua; and Wilmington. \u003c/p\u003e\u003cp\u003e“The launch of this direct ocean transportation service presents new trade opportunities, offering cost savings, faster deliveries, and improved supply chain efficiency,” Jose Concepcion, Seaboard Marine’s regional vice president of Central America, said in a statement. \u003c/p\u003e\u003cp\u003eWilmington offers Seaboard Marine customers access to more than 1,500 reefer plugs following recent upgrades to the port’s refrigerated container yard that more than doubled its plug count. That number could grow even higher with upcoming expansions at Wilmington, North Carolina Ports said in a separate statement. In early 2024, the agency also expects to break ground on a new intermodal facility, an added benefit for customers shipping dry goods. \u003c/p\u003e\u003cp\u003e“This announcement further demonstrates that Wilmington is the optimal gateway supporting North Carolina’s core industry segments ...,” Brian E. Clark, North Carolina Ports’ executive director, said in the agency’s statement. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Teri Errico Griffis at \u003ca href=\"mailto:teri.griffis@ihsmarkit.com\"\u003eteri.griffis@spglobal.com\u003c/a\u003e.\u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Teri Errico Griffis, Associate Editor","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"The Port of Wilmington has more than doubled its reefer plugs from 700 to 1,500 amid ongoing expansion work. Photo credit: Red Lemon / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1721822411433","Taxonomy":{"MainCategory":[{"Id":"42","Name":"North American ports","Redirects":[{"Path":"/maritime/port-news/north-american-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"9","Name":"Container Shipping News","Redirects":[{"Path":"/maritime/container-shipping-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"JOC Staff","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1699896535000","TitlePlainText":"Seaboard Marine includes Wilmington in new Central America service","Published":true,"Redirects":[{"Path":"/article/seaboard-marine-includes-wilmington-in-new-central-america-service-5244923","__typename":"Redirect"},{"Path":"/article/seaboard-marine-includes-wilmington-new-central-america-service_20231113.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe direct service that kicks off at the end of the month will add further options to transport apparel, textiles, poultry, pork and agricultural products between Central America and the US East Coast. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The direct service that kicks off at the end of the month will add further options to transport apparel, textiles, poultry, pork and agricultural products between Central America and the US East Coast.","__typename":"Document"},{"Id":"5215411_JournalOfCommerce","Attachments":[{"FileName":"5215419_1.0.jpg","FileType":"FeatureImage","Title":"3687103_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003ePorts America is expanding its operations at the Port of Gulfport in Mississippi with a new north-south intermodal service starting next week to the US Midwest, and eventually Canada. The move gives existing clients importing perishables from Latin America a broader reach through the Gulf Coast. \u003c/p\u003e\u003cp\u003eThe intermodal service, announced Wednesday, will be operated by Canadian National and is the next step in Ports America’s \u003ca href=\"https://www.joc.com/article/ports-america-strikes-deal-develop-gulfport-container-terminal_20230323.html\"\u003e$43 million investment into Gulport’s previously vacant Terminal 4\u003c/a\u003e, which the company acquired in March. The Mississippi State Port Authority is a partner in the deal. \u003c/p\u003e\u003cp\u003eAs part of the redevelopment plan for the 38-acre terminal, Ports America re-paved and prepared the site to allow full access to existing tracks for regular intermodal service, Matt Hoag, executive vice president and COO of Ports America, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. While Hoag declined to say which customers would use the mostly refrigerated intermodal service, existing perishable shippers at the port include Chiquita, Crowley and Dole, the latter of which has moved 173,000 TEUs through Gulfport since January 2020, according to PIERS, a sister product of the \u003ci\u003eJournal of Commerce\u003c/i\u003e within S\u0026amp;P Global. \u003c/p\u003e\u003cp\u003e“We’re confident that this is the natural next step in terms of building up the product and the untapped gateway with a focus on perishables,” Hoag said, adding that the first train to Chicago next week will be a trial run. But as the service ramps up, more calls will be added for a weekly or twice-weekly service. \u003c/p\u003e\u003cp\u003e“The first train is bringing empties in from Toronto and Chicago ... But the idea is that it’s initially focused on the Chicago market,” Hoag said. “As we have the product and it’s regularly stable, then we’ll be able to offer more regular Canadian service.” \u003c/p\u003e\u003ch2\u003eFrom vacancy to multi-use terminal \u003c/h2\u003e\u003cp\u003eComplete development of Terminal 4 will likely take five years, Hoag said, but Ports America has already updated the terminal’s 7,000 feet of on-dock working rail capacity and 3,000 feet of storage capacity. Ports America has purchased one gantry crane that should arrive within two years, Hoag noted, and brought in several pieces of container handling equipment that specifically allow for handling boxes on rail as the terminal can now handle a 10,000-foot train. \u003c/p\u003e\u003cp\u003eThe new intermodal service, which will also transport dry cargo, will become more essential to Gulfport if the port’s channel is deepened from its current 36 feet to 46 feet from the port to Ship Island, Hoag said. The port is currently six months into a three-year feasibility study, including a cost-benefit analysis, with the US Army Corps of Engineers. From start to finish, including the study, the process will take eight years if the project comes to fruition, Hoag said. If all goes according to plan, dredging should start in 2028 or 2029. \u003c/p\u003e\u003cp\u003eTerminal 4 also supports breakbulk and military equipment, and Hoag said Ports America is in discussion with roll-on/roll-off services about potentially calling on the terminal. There are also tentative plans to build a freezer warehouse at the facility. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Teri Errico Griffis at \u003ca href=\"mailto:teri.griffis@ihsmarkit.com\"\u003eteri.griffis@spglobal.com\u003c/a\u003e. \u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Teri Errico Griffis, Associate Editor","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Ports America has updated Gulfport’s previously vacant Terminal 4 with 7,000 feet of usable on-dock working rail capacity and space for a 10,000-foot train. Photo credit: Port of Gulfport.","__typename":"Metadata"},"ModDate":"1721741420220","Taxonomy":{"MainCategory":[{"Id":"12","Name":"Rail News","Redirects":[{"Path":"/surface/rail-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"51","Name":"North-American rail","Redirects":[{"Path":"/surface/rail-news/north-american-rail","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"53","Name":"Intermodal providers","Redirects":[{"Path":"/surface/rail-news/intermodal-providers","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"JOC Staff","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1699545695000","TitlePlainText":"Ports America, CN launch Gulfport intermodal service targeting perishables","Published":true,"Redirects":[{"Path":"/article/ports-america-cn-launch-gulfport-intermodal-service-targeting-perishables-5215411","__typename":"Redirect"},{"Path":"/article/ports-america-cn-launch-gulfport-intermodal-service-targeting-perishables_20231109.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe new north-south service will begin next week with trial runs transporting perishable goods out of Latin America to Chicago. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The new north-south service will begin next week with trial runs transporting perishable goods out of Latin America to Chicago.","__typename":"Document"},{"Id":"5234447_JournalOfCommerce","Attachments":[{"FileName":"5256427_1.0.jpg","FileType":"Nondownloadable","Title":null,"__typename":"Attachment"},{"FileName":"5234448_1.0.jpg","FileType":"FeatureImage","Title":"3686974_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eRefrigerated cargo specialist Seatrade has inked orders for more high-reefer Bangkokmax container ships at Huanghai Shipbuilding in China. The reefer owner/operator has exercised options for two more 1,800-TEU newbuild vessels with delivery in 2023-25, lifting its order portfolio from four to six units.\u003c/p\u003e\u003cdiv class=\"wrapper-narrow float-right-element\"\u003e\u003cimg src=\"/images/phoenix/5256427_1.0.jpg\"\u003e\u003c/img\u003e\u003c/div\u003e\u003cp\u003e\u003c/p\u003e\u003cp\u003eSeatrade’s two new commissions take the total number of container ships built by the owner/operator to 11. The decision to commission two more container vessels begs the question as to how many more the reefer operator might build. \u003c/p\u003e\u003cp\u003eWith the carriers and banana multinationals operating their own container ships now dominating the majority of the 12-month reefer trades, specialist reefer operators have been marginalized into seasonal business, such as the New Zealand kiwifruit, Chilean table grape and South African citrus trades, which the carriers find harder to service. \u003c/p\u003e\u003cp\u003eSeatrade operates two 12-month service strings: its Rayo banana service from Ecuador to North Europe and its Caribanex banana service from Colombia and the Caribbean to North Europe, which combined absorb 12 vessels. It is into these services which the Bangkokmax units will be introduced. Building small container vessels for the seasonal trades is impractical, both commercially and operationally. \u003c/p\u003e\u003cp\u003eSeatrade’s statement announcing the new orders makes it clear why it continues to see niche opportunities despite the ever-expanding global container ship fleet with which it competes — by playing the service-level card. “Transit times and associated indirect costs are increasing on services operated by larger container lines and there remains a clear demand for fast, dedicated and direct [FDD] services operated by specialized reefers, specialized container vessels and hybrid vessels going forward,” the company said. \u003c/p\u003e\u003ch2\u003eContrasting vision from rival carrier \u003c/h2\u003e\u003cp\u003eIt’s fair to say that the other major reefer specialist, Cool Carriers, has a contrasting vision. The Cyprus-based operator’s newbuilding focus is exclusively reefer ships with deck heights that can accommodate high-cube pallets. Cool’s final two E-type units will be delivered in early 2025. Thereafter, Cool is to take delivery of a chain of nine to 10 smaller ships until the end of 2027. Cool “controls” a lot of cargo — both seasonal and 12-month. It has the largest market share of the seasonal grapes out of Chile to the US and is the senior partner in the South Africa to North Continent/St. Petersburg Reefer Alliance. It also has a long-term charter arrangement with Zespri.\u003c/p\u003e\u003cp\u003eMost importantly, Cool carries more than one thousand boxes of bananas per week, every week, from Ecuador into the Baltic. Until the conflict in Ukraine is resolved and Cool has competition from container lines other than Mediterranean Shipping Co., and as long as the ruble does not further weaken against the US dollar, the Ecuador-to-St. Petersburg voyage will remain a cash cow for both the carrier and reefer operator. \u003c/p\u003e\u003cp\u003eTo ask which of the two is right and which is wrong is not really a fair question. Both Cool and Seatrade are building to their strengths. Cool is in a powerful position to determine its destiny in the short- to medium term partly because it controls so much cargo and partly because it is benefitting, indirectly, from the Ukraine conflict. Seatrade, meanwhile, is building with an eye for the medium to long-term transition away from the reefer and focusing on a superior service level to that offered by the carriers. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Richard Bright at \u003ca href=\"mailto:richard.bright@spitfireuk.net\"\u003erichard.bright@spitfireuk.net\u003c/a\u003e.\u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Richard Bright, Journal of Commerce analyst","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Seatrade operates two 12-month banana service strings into North Europe — its Rayo service from Ecuador and its Caribanex service from Colombia and the Caribbean. Photo credit: MartinLueke / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1721743762710","Taxonomy":{"MainCategory":[{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"9","Name":"Container Shipping News","Redirects":[{"Path":"/maritime/container-shipping-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"JOC Staff","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1696520378000","TitlePlainText":"Seatrade plays service card in latest container ship order: analyst","Published":true,"Redirects":[{"Path":"/article/seatrade-plays-service-card-in-latest-container-ship-order-analyst-5234447","__typename":"Redirect"},{"Path":"/article/seatrade-plays-service-card-latest-container-ship-order-analyst_20231005.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe Benelux-based reefer owner/operator says its fast, dedicated and direct model trumps the transshipments, transit times and indirect costs of the major carriers.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The Benelux-based reefer owner/operator says its fast, dedicated and direct model trumps the transshipments, transit times and indirect costs of the major carriers.","__typename":"Document"},{"Id":"5245116_JournalOfCommerce","Attachments":[{"FileName":"5245119_1.0.jpg","FileType":"FeatureImage","Title":"3686933_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eThe Port of Savannah’s growing refrigerated network has attracted a new ZIM service, opening a direct connection to the West Coast of South America as further support for the high-demand perishables market. \u003c/p\u003e\u003cp\u003eWith the Colibri Xpress service making weekly calls at Savannah, chilled produce imported into the US can reach markets on the East Coast and Midwest faster and fresher compared with other ports of entry, the Georgia Ports Authority (GPA) said in a statement Thursday. \u003c/p\u003e\u003cp\u003e“Fresh produce from the West Coast of South America is a major growth target for Georgia Ports, with citrus, avocados, grapes and blueberries gaining traction through our gateway,” Flavio Batista, GPA’s vice president of sales and marketing, said in the statement. \u003c/p\u003e\u003cp\u003eSavannah offers capacity to power more than 3,000 refrigerated containers at once and its expanding network includes agriculture inspections, cold treatment/retreatment services, fumigation and repacking, GPA said. Nearby private cold storage facilities total about 2 million square feet, with 1.4 million specifically developed for frozen food and 600,000 square feet for chilled cargo. \u003c/p\u003e\u003cp\u003eThe Colibri Xpress launched its first vessel, the Box Endurance, from Chile in August before making its way to Peru, Ecuador, Jamaica and then to the US ports of Savannah, Philadelphia and Miami. The vessel returned to Jamaica and finished with stops at Panama, Colombia, Ecuador and Peru. The rotation is approximately six weeks and there are six vessels in the ZIM service. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Teri Errico Griffis at \u003ca href=\"mailto:teri.griffis@ihsmarkit.com\"\u003eteri.griffis@spglobal.com\u003c/a\u003e. \u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Teri Errico Griffis, Associate Editor","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"ZIM’s Colibri Xpress service will be calling Savannah weekly, importing fresh produce from the West Coast of South America. Photo credit: Georgia Ports Authority.","__typename":"Metadata"},"ModDate":"1721785706447","Taxonomy":{"MainCategory":[{"Id":"42","Name":"North American ports","Redirects":[{"Path":"/maritime/port-news/north-american-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"9","Name":"Container Shipping News","Redirects":[{"Path":"/maritime/container-shipping-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"34","Name":"Container lines","Redirects":[{"Path":"/maritime/container-shipping-news/container-lines","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"JOC Staff","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1695399937000","TitlePlainText":"New ZIM service takes advantage of Savannah’s expanding cold storage network","Published":true,"Redirects":[{"Path":"/article/new-zim-service-takes-advantage-of-savannahs-expanding-cold-storage-network-5245116","__typename":"Redirect"},{"Path":"/article/new-zim-service-takes-advantage-savannahs-expanding-cold-storage-network_20230922.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eSavannah attracted the new service due to its growing third-party logistics network and proximity to East Coast and Midwest markets, allowing for quicker and fresher imports. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Savannah attracted the new service due to its growing third-party logistics network and proximity to East Coast and Midwest markets, allowing for quicker and fresher imports.","__typename":"Document"},{"Id":"5220740_JournalOfCommerce","Attachments":[{"FileName":"5220742_1.0.jpg","FileType":"FeatureImage","Title":"3686883_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eCold storage warehousing in the US can’t keep up with growing demand for capacity in the sector, with more than 70% of existing assets too old to be energy efficient and speculative builds deemed too risky given they’re triple the cost of dry warehouses and highly specific to each tenant’s needs. \u003c/p\u003e\u003cp\u003eExisting vacancy levels in the US cold storage market hover at about 4 million square feet — a far cry from the 100 million square feet of dry warehousing vacancies and 681.2 million square feet under construction, according to commercial real estate services firm Colliers. \u003c/p\u003e\u003cp\u003eThere are only about 2.3 million square feet of cold storage under construction in the US, and \u003ca href=\"https://www.joc.com/article/hungry-domestic-market-driving-us-southeast-cold-storage-development_20230615.html\"\u003egrowing markets\u003c/a\u003e such as \u003ca href=\"https://www.joc.com/article/charleston-adds-cold-storage-capacity_20140613.html\"\u003eCharleston\u003c/a\u003e, Savannah, \u003ca href=\"https://www.joc.com/article/lineage-buys-cold-storage-near-east-gulf-coast-ports_20220309.html\"\u003eGulf Coast\u003c/a\u003e and central Florida need new assets. As of July, construction underway in the southeast alone accounted for 43% of all cold storage development in the country. \u003c/p\u003e\u003cp\u003eEven with the shortage, investors aren’t exactly clamoring for older assets that are on average 37 years old and cost twice as much to maintain as dry warehousing. \u003c/p\u003e\u003cp\u003e“We are way behind the curve on adequate efficient capacity for cold storage,” Todd Steffen, executive vice president at Colliers, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003eFrom site acquisition to development, new cold storage facilities take about two years to complete, with current construction costs at approximately $200 to $300 per square foot, compared with about $70 to $100 for dry warehousing, said Rick Kingery, senior vice president and leader of Colliers’ Food \u0026amp; Beverage practice group. \u003c/p\u003e\u003cp\u003eCold rents also have risen with the lack of supply. “New construction has to command a rent high enough to cover the cost of the capital that went into building it,” Kingery said. \u003c/p\u003e\u003cp\u003eBut even as demand outpaces supply, cold storage speculative builds are still risky, especially compared with dry warehousing. OnPace, a Charleston-based cold storage brokerage, reported that only one speculative cold storage facility in the US was leased per year in 2019, 2020 and 2021. Last year saw a major jump, however, with nine leases in the US totaling 2 million square feet. Eight facilities totaling 1.5 million square feet were completed in the first quarter of 2023. \u003c/p\u003e\u003ch2\u003eMaking use of older assets \u003c/h2\u003e\u003cp\u003eInvestors aren’t lining up to sink money into aging facilities with the cost of doing business rising for occupants, Steffen said. Facilities that were built in the last 20 to 40 years require nearly 50% more energy consumption and double the maintenance costs than new facilities. \u003c/p\u003e\u003cp\u003e“Investments are fragmented with lagging interest in older assets and high demand for new structures that don’t exist yet,” Kingery said. \u003c/p\u003e\u003cp\u003eCold storage isn’t easily converted from tenant to tenant — a cold facility for fresh produce has vastly different requirements than a warehouse for frozen poultry or prepared foods, for example. One way to make use of aging facilities is to build a “cold box in a box” or different temperature zones that can be updated to meet the needs of new tenants, Kingery said. \u003c/p\u003e\u003cp\u003eThat strategy would make more sense for an established inland market such as Phoenix or Chicago, Steffen added. Chicago has more than 3,000 food processors, but only a handful of Class A cold storage — storage that meets current environmental and efficiency standards — while serving the needs of consumers. \u003c/p\u003e\u003ch2\u003eGrocery trends spur new construction \u003c/h2\u003e\u003cp\u003eWith consumer eating habits shifting since the pandemic, frozen food sales in the US reached more than $72 billion in 2022, an increase of more than 23% since 2019, according to the American Frozen Food Institute. Globally, the market is expected to increase from $265 billion to about $330 billion between 2022-2030. \u003c/p\u003e\u003cp\u003eBig names such as Nestlé and General Mills are seeing the value in frozen foods and increasingly investing in the market. Nestlé invested $100 million to expand its frozen food factory in South Carolina in 2021 for its Stouffer’s and Lean Cuisine brands. General Mills announced last month it would spend $50 million to expand its frozen dough operations in Missouri, following its $100 million investment two years ago to expand its Ohio facility that produces Totino’s frozen pizzas and pizza rolls. \u003c/p\u003e\u003cp\u003eUS supermarket group Kroger has also invested in 20 automated cold warehouses in partnership with British online grocer and technology group Ocado. The big-name supermarket is shifting away from grocery stores that customers can stroll through in lieu of robotically operated warehouses that retrieve products requested by customers. Kroger has opened nine such facilities so far in various markets, speeding up fulfillment of grocery orders faster than the current call-ahead process. Centers run from about 300,000 to 700,000 square feet in size. \u003c/p\u003e\u003cp\u003e“You’re going to see these facilities be able to fill orders in an hour from all temperatures and then inject them into a delivery system for home delivery,” Steffen said. \u003c/p\u003e\u003cp\u003eHe added that in the near future, supercenter grocers will begin building standalone cold facilities on their properties to automate fulfillment of high-request items. \u003c/p\u003e\u003cp\u003e“I see great investments overall still on the horizon for this sector,” Steffen said. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Teri Errico Griffis at \u003ca href=\"mailto:teri.griffis@ihsmarkit.com\"\u003eteri.griffis@spglobal.com\u003c/a\u003e. \u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Teri Errico Griffis, Associate Editor","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Cold storage facilities cost about $200 to $300 per square foot to build, almost three times more than dry warehouses, according to real estate experts. Photo credit: ME Image / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1721764156777","Taxonomy":{"MainCategory":[{"Id":"20","Name":"Industrial Real Estate News","Redirects":[{"Path":"/supply-chain/industrial-real-estate-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"42","Name":"North American ports","Redirects":[{"Path":"/maritime/port-news/north-american-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"JOC Staff","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1694437200000","TitlePlainText":"US cold storage supply struggling with costs, aging facilities amid high demand","Published":true,"Redirects":[{"Path":"/article/us-cold-storage-supply-struggling-with-costs-aging-facilities-amid-high-demand-5220740","__typename":"Redirect"},{"Path":"/article/us-cold-storage-supply-struggling-costs-aging-facilities-amid-high-demand_20230911.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eInvestors aren’t lining up to sink money into aging facilities, given that warehouses built in the last 20 to 40 years require nearly 50% more energy consumption and double the maintenance costs than newbuilds.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Investors aren’t lining up to sink money into aging facilities, given that warehouses built in the last 20 to 40 years require nearly 50% more energy consumption and double the maintenance costs than newbuilds.","__typename":"Document"},{"Id":"5245209_JournalOfCommerce","Attachments":[{"FileName":"5245212_1.0.jpg","FileType":"FeatureImage","Title":"3686807_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eCEVA Logistics will almost triple its warehouse space in India with the acquisition of a contract logistics specialist as the CMA CGM subsidiary significantly expands its South Asia footprint to capitalize on shifting sourcing trends. \u003c/p\u003e\u003cp\u003eCEVA Monday said it has agreed to acquire 96% of Mumbai-based Stellar Value Chain Solutions from an affiliate of private equity firm Warburg Pincus and other shareholders. \u003c/p\u003e\u003cp\u003e“We are expanding into more key market segments and boosting our presence in this strategic country,” Mathieu Friedberg, CEO of CEVA Logistics, said in a statement. \u003c/p\u003e\u003cp\u003eTerms of the deal were not disclosed. \u003c/p\u003e\u003cp\u003eWith new manufacturing trends and supply chain routes developing, CEVA is stepping up its India operations that will connect with its contract logistics network across Asia-Pacific in line with the CMA CGM strategy of growing end-to-end control of its cargo supply chains. \u003c/p\u003e\u003cp\u003eCEVA is currently present in 75 locations across 35 cities in India with approximately 2.7 million square feet of warehouse space. The acquisition of Stellar will add 7.7 million square feet of space across more than 70 facilities in 21 cities across India. CEVA will also inherit the Stellar workforce of nearly 8,000 full-time and temporary employees. \u003c/p\u003e\u003cp\u003e“Stellar has an important network of contract logistics facilities across India and a top roster of customers,” Friedberg said. “Bringing on their expertise and footprint in India is a major step forward for CEVA Logistics.” \u003c/p\u003e\u003cp\u003eCMA CGM is using \u003ca href=\"https://www.joc.com/article/cma-cgm-reports-13-billion-q2-profit-despite-flat-volume_20230728.html\"\u003eits immense profitability\u003c/a\u003e to expand CEVA Logistics by acquisition in a bid to grow the unit into one of the world’s top five service providers. During the second quarter, CMA CGM \u003ca href=\"https://www.joc.com/article/cma-cgm-enters-55-billion-takeover-talks-bollore-logistics-unit_20230418.html\"\u003esubmitted a $5.5 billion offer to acquire Bolloré Group's forwarding operations.\u003c/a\u003e\u003c/p\u003e\u003cp\u003eThe carrier has made a series of targeted high-profile acquisitions over the past three years. In November 2020, CMA CGM \u003ca href=\"https://www.joc.com/article/cma-cgm-flexes-financial-might-fenix-marine-acquisition_20211103.html\"\u003erepurchased a majority stake\u003c/a\u003e in the Fenix Marine Services container terminal in the Port of Los Angeles for $2.3 billion. The following month, CMA CGM flexed its growing financial muscle with the \u003ca href=\"https://www.joc.com/article/cma-cgm-grows-e-commerce-platform-3-billion-logistics-acquisition_20211208.html\"\u003e$3 billion acquisition of the commerce and lifecycle services business\u003c/a\u003e of US-based contract logistics and e-commerce specialist Ingram Micro. \u003c/p\u003e\u003cp\u003eIn January 2022, the carrier \u003ca href=\"https://www.joc.com/international-logistics/cma-cgm-acquisition-expands-european-last-mile-delivery-footprint_20220131.html\"\u003eacquired a majority stake in European last-mile logistics specialist Colis Privé\u003c/a\u003e, a parcel delivery company part-owned by Amazon, although the takeover price was not disclosed. And in April 2022, CMA CGM \u003ca href=\"https://www.joc.com/international-logistics/logistics-providers/ceva-logistics/cma-cgm-takes-over-formerly-russian-held-gefco_20220408.html\"\u003eacquired Europe’s leading automotive logistics service provider Gefco.\u003c/a\u003e\u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Greg Knowler at \u003ca href=\"mailto:greg.knowler@ihsmarkit.com\"\u003egreg.knowler@spglobal.com\u003c/a\u003e and follow him on Twitter: \u003ca href=\"https://twitter.com/greg_knowler\"\u003e@greg_knowler\u003c/a\u003e. \u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Greg Knowler, Senior Editor Europe","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"CEVA will have almost 10 million square feet of warehousing space in India once Stellar has been incorporated into its operations. Photo credit: CEVA.","__typename":"Metadata"},"ModDate":"1721786126017","Taxonomy":{"MainCategory":[{"Id":"4","Name":"Supply chain","Redirects":[{"Path":"/supply-chain","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"19","Name":"Last Mile News","Redirects":[{"Path":"/supply-chain/last-mile-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"20","Name":"Industrial Real Estate News","Redirects":[{"Path":"/supply-chain/industrial-real-estate-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"36","Name":"Forwarding","Redirects":[{"Path":"/maritime/container-shipping-news/forwarding","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"JOC Staff","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1692626264000","TitlePlainText":"CEVA expands India footprint with contract logistics takeover","Published":true,"Redirects":[{"Path":"/article/ceva-expands-india-footprint-with-contract-logistics-takeover-5245209","__typename":"Redirect"},{"Path":"/article/ceva-expands-india-footprint-contract-logistics-takeover_20230821.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe CMA CGM subsidiary’s latest acquisition will significantly increase its presence in South Asia that is growing in importance as supply chain routes shift across the region.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The CMA CGM subsidiary’s latest acquisition will significantly increase its presence in South Asia that is growing in importance as supply chain routes shift across the region.","__typename":"Document"},{"Id":"5221147_JournalOfCommerce","Attachments":[{"FileName":"5256040_1.0.jpg","FileType":"Nondownloadable","Title":null,"__typename":"Attachment"},{"FileName":"5221160_1.0.jpg","FileType":"FeatureImage","Title":"3686590_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eAfter an extraordinary two years of unprecedented reefer rates and record returns for vessel operators and owners, the market for the specialized mode has settled effortlessly back into its pre-pandemic peak-and-trough routine.\u003c/p\u003e\u003cdiv class=\"wrapper-narrow float-right-element\"\u003e\u003cimg src=\"/images/phoenix/5256040_1.0.jpg\"\u003e\u003c/img\u003e\u003c/div\u003e\u003cp\u003e\u003c/p\u003e\u003cp\u003eGiven that for the duration of the global COVID-19 pandemic, the strength of the reefer market was determined principally by the availability of dry vans and the reliability of carrier services, it should come as no surprise that conventional, or breakbulk, reefer rates have declined steeply since the start of the year as port congestion has eased, container line services have normalized and more dry vans and reefer equipment are where they are needed. \u003c/p\u003e\u003cp\u003eWhile breakbulk reefer rates have fallen, there is good reason to believe that the market will not weaken to pre-pandemic levels. In absolute terms, the reefer mode will likely transport as much, and possibly more, reefer cargo in 2023 than it did in 2022 and 2021. No reefer vessel has been demolished year to date, and the fleet is still fully operational. However, in relative terms, the reefer sector will lose market share. That is because although the total seaborne reefer trade, led by the rise in intra-Asian meat and fish cargoes, has risen, that increase is in trade lanes where the specialized mode does not operate. \u003c/p\u003e\u003cp\u003eYear to date, business has been good for breakbulk reefer operators. The mode loaded five times more Chilean cherries into China than in 2021 and 2022 and more Chilean table grapes this season than last, despite a lower grape export crop. The Seatrade Rayo service is loading more bananas from Ecuador into the UK and Northern Europe year on year. The Cool Carriers/Seatrade Reefer Alliance has doubled the volume of South African citrus loaded into the Netherlands and the Baltic. After a successful pilot season, operator GreenSea has retained the share of Brazilian melon exports it won from carriers in 2022. Likewise, Seatrade has retained its share of the Chilean citrus business into the US East Coast. Neither of those two contracts was won on price; both were awarded as a result of cargo and/or customers becoming frustrated with the service level offered by carriers. \u003c/p\u003e\u003cp\u003eHowever, the most significant factor underpinning demand for the specialized mode — and therefore supporting rates — is the trade for bananas and citrus into Russia. For as long as Cool Carriers can continue to exploit the absence of competitive carrier services sailing into St. Petersburg (i.e., for as long as the invasion of Ukraine is under way or Vladimir Putin is in power), the entire reefer fleet will be well, if not fully, employed. Unlike the only other shipping line sailing into St. Petersburg — Mediterranean Shipping Co., which transships into feeder vessels — Cool Carriers offers fast, dedicated and direct services from Ecuador, Durban in South Africa and Campana in Argentina. The time charter equivalent (TCE) yield may not be quite as spectacular for operators in 2023 as it was in 2021 and 2022, but the reduction in top line rates is partially offset by the 50% reduction in bunker costs year on year.\u003c/p\u003e\u003cp\u003e\u003c/p\u003e\u003cdiv class=\"wrapper-full\"\u003e\u003cdynamic-object type=\"jocchartid\" resource-id=\"e9c2209b-dac0-4dfb-b2c5-78830115c686\"\u003e\u003c/dynamic-object\u003e\u003c/div\u003e\u003ch2\u003eUncertain future in medium term \u003c/h2\u003e\u003cp\u003eAfter a highly profitable 24 months, the medium-term future for the reefer mode remains uncertain. Given the high charter rates paid by container lines to secure tonnage during the past 24 months, the carriers cannot afford a race to the bottom on rates for dry/general cargo. Despite a slowdown in the demand for dry goods and the tsunami of newbuilds to be delivered, the argument is that rates will have to rise for business to be sustainable. The combination of a return to pre-COVID rates and higher costs will hit the carriers hard, no matter how large their bank balances are currently. \u003c/p\u003e\u003cp\u003eUnder these circumstances, will the container lines treat reefer cargo differently than dry? Will the carriers price reefer as a contribution to voyage costs or will the rates charged reflect the higher costs the carriers have to bear? Two decades ago, container rates were priced at a discount to reefer rates. This is now reversed so that reefer rates are priced at a premium to the rates set by the carriers. The logic, therefore, is that if the carriers go too low, reefer services will have no choice but to operate at unsustainable levels — unless cargo can be convinced of the inherent value the reefer offers. \u003c/p\u003e\u003cp\u003eIf the mode can tough out the rest of 2023, next year should be better for reefer operators largely because there will be more cargo, and therefore demand will be stronger. There will be significantly more New Zealand kiwifruit and more South African citrus during the Northern Hemisphere summer months — and both will need reefers. On the supply side of the equation, there is a total of 39 units operated by Cool Carriers and Seatrade that are now over 30 years old. Ten of those vessels are chartered in. If rates do deteriorate to unsustainable levels, those ships will be scheduled for a final destination on the beaches of the Indian subcontinent, not temporary accommodation in Greek or Cornish waters. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Richard Bright at \u003ca href=\"mailto:richard.bright@spitfireuk.net\"\u003erichard.bright@spitfireuk.net\u003c/a\u003e. \u003c/i\u003e \u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Richard Bright, Journal of Commerce analyst","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"While reefer rates have fallen this year, there is good reason to believe the market will not weaken to pre-pandemic levels, says analyst Richard Bright. Photo credit: Druid007 / Shuttetstock.com.","__typename":"Metadata"},"ModDate":"1721765177157","Taxonomy":{"MainCategory":[{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"4","Name":"Supply chain","Redirects":[{"Path":"/supply-chain","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"29","Name":"Breakbulk carriers","Redirects":[{"Path":"/maritime/breakbulk-news/breakbulk-carriers","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"JOC Staff","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1687525200000","TitlePlainText":"Emerging from pandemic fog, global reefer market reverts to type","Published":true,"Redirects":[{"Path":"/article/emerging-from-pandemic-fog-global-reefer-market-reverts-to-type-5221147","__typename":"Redirect"},{"Path":"/article/emerging-pandemic-fog-global-reefer-market-reverts-type_20230623.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eIf the reefer mode can tough out the rest of 2023, next year should be better for operators largely because there will be more cargo, and therefore demand will be stronger, writes analyst Richard Bright.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"If the reefer mode can tough out the rest of 2023, next year should be better for operators largely because there will be more cargo, and therefore demand will be stronger, writes analyst Richard Bright.","__typename":"Document"},{"Id":"5226716_JournalOfCommerce","Attachments":[{"FileName":"5226732_1.0.jpg","FileType":"FeatureImage","Title":"3686546_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eRapid population growth and shifting sourcing is spurring the construction of nearly 2 million square feet of refrigerated storage and distribution facilities around major US Southeast ports from Norfolk to Jacksonville. \u003c/p\u003e\u003cp\u003eThe 1.9 million square feet of cold warehousing currently under construction in the Southeast represents 0.8% of the 234.6 million square feet of existing cold storage in the US and 43% of the 4.4 million square feet currently under construction across the country, according to industrial real estate developer CBRE. Another 3.2 million square feet of cold storage has already been proposed in the Southeast. \u003c/p\u003e\u003cp\u003eIn the longer term, the overall market for cold storage in the US is projected to reach $330.2 billion by 2030, more than double its current value of roughly $140 billion, according to OnPace Cold, an industrial real estate consulting firm catering to the food industry. \u003c/p\u003e\u003cp\u003eNew facilities from Americold, Lineage Logistics and RL Cold — the latter of which brought a 297,000-square-foot facility in Charleston, SC, and a 285,000-square-foot facility in Wilmington, NC, online in the last year alone — highlight a shift in how imports of food and other perishables move throughout the country. Whereas containerized refrigerated (reefer) shipments tended to land at West Coast ports and move east from there in the past, an increasing number of shipments are landing in the Southeast before moving north to inland destinations. \u003c/p\u003e\u003cp\u003eAnnual reefer imports through US Southeast ports grew 23.5% from 2020 to 2022, more than double the 11.6% growth rate recorded by the total US reefer import market during the same two-year period, according to PIERS a sister product of the \u003ci\u003eJournal of Commerce\u003c/i\u003e within S\u0026amp;P Global. Total US volumes have fallen 8.5% year over year in the first five months of 2023, but Southeast ports handled 20.3% of that total, up from 17.9% in 2020, while West Coast ports saw their market share slip to 24% from 26.9%. \u003c/p\u003e\u003cp\u003eNewcomer FlexCold, based in Charleston, opened its first warehouse in Jacksonville, FL, last year and already has plans to double the size of the 150,000-square-foot facility due to strong demand, President Todd Jessup told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003e“You’ve got the migration of people to the Southeast, but you’ve had the globalization of imported seafoods and exporting and importing vegetables and poultry proteins,” he said. \u003c/p\u003e\u003ch2\u003eMoving markets \u003c/h2\u003e\u003cp\u003eRick Schiappacasse, director of specialty cargo sales for Port of Jacksonville, said 10 other companies are developing an additional 2.5 million square feet of cold storage space within six miles of the port, including three facilities that are expected to open in 2024. The majority of that space is dedicated to frozen food, with poultry, beef and seafood as major import and export commodities. \u003c/p\u003e\u003cp\u003e“We have a local company here that used to be an importer of seafood and now they’re a trader around the world,” Schiappacasse told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. “They bring in lobster from one area and ship it to another.” \u003c/p\u003e\u003cp\u003eSchiappacasse said development around the port is “exploding,” especially as shippers begin to trickle up from Miami, where operations are more congested and drayage costs are higher. With just shy of 1.3 million square feet under construction, Florida accounts for approximately two-thirds of the total cold storage under construction in the Southeast, according to CBRE. \u003c/p\u003e\u003cp\u003eAlso helping to drive domestic demand for food imports and, in turn, refrigerated warehousing, Florida has the fastest-growing population of any US state. More than 22 million people called the Sunshine State home in 2022, a 1.9% increase from 2021 and a 900% increase since the 1950s, according to the US Census Bureau. \u003c/p\u003e\u003cp\u003eOutside of Jacksonville, FlexCold is turning to Charlotte, Raleigh and Durham, NC, as well as other cities. In January, the company announced a $50 million investment to build a facility near the Port of Charleston that will come online in 2024. \u003c/p\u003e\u003cp\u003eMaersk subsidiary Performance Team and Arcadia Cold have also opened facilities near Charleston in the last year. \u003c/p\u003e\u003cp\u003e“Four announcements all were made within the last year, and that just demonstrates the growth that’s happening and the cold cargo that the port moves,” Chloe Heiligenstein, an analyst at industrial real estate investment and development firm InLight Real Estate Partners, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. She added that while the COVID-19 pandemic accelerated interest in the region, the market would have gotten there eventually. \u003c/p\u003e\u003cp\u003e“I think it’s very comparable to the e-commerce story,” Heiligenstein said. “Users who are moving more of that produce and even meal preps are now really taking up more market share than they were previously.” \u003c/p\u003e\u003ch2\u003eComing soon \u003c/h2\u003e\u003cp\u003eNoting that construction costs for cold storage warehouses are about four times higher than dry cargo facilities, Jessup predicted development in the Southeast US would continue over the next few years despite a cooling economy. That’s in part because older facilities, particularly those with higher energy costs, may need to be completely rebuilt, rather than renovated, to keep up with an evolving regulatory environment, he said. \u003c/p\u003e\u003cp\u003e“You’ve had a lot of food inspections with the USDA [US Department of Agriculture] and the FDA [Food and Drug Administration], and all these things have really changed the whole food landscape in five years,” Jessup said. \u003c/p\u003e\u003cp\u003eLineage Logistics in October 2021 opened a 167,000-square-foot cold storage facility at the site of a former BASF plant in Portsmouth, Va., located about six miles from the Port of Virginia on the opposite side of the Elizabeth River, and a spokesperson for the port. There are two more proposed facilities in the pipeline. CBRE estimates there are almost 240,000 square feet of refrigerated warehousing under construction in Virginia. \u003c/p\u003e\u003cp\u003eLineage Logistics also operates a facility near the Port of Savannah, which has approximately 2 million square feet of cold storage nearby, as does competitor Americold. Developers have begun construction on an additional 190,000 square feet and have proposed projects totaling another 790,000 square feet, according to CBRE research. \u003c/p\u003e\u003cp\u003eJudd Bare, regional sales manager at the Georgia Ports Authority, said ports in the US Southeast have handled frozen poultry exports for decades, but the growing regional population has boosted demand for imports of fresh produce as well. He specifically cited citrus from South Africa and avocados, grapes and blueberries from the west coast of South America as key commodities as Savannah looks to balance its refrigerated exports and imports. \u003c/p\u003e\u003cp\u003e“Our focus is now shifting a little bit to drive more volume on the inbound trade, whether that’s frozen seafood, fresh produce, pharmaceuticals, you name it,” Bare told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. “Normally, a lot of that produce has entered Northeast ports like Philadelphia and Newark, NJ, but people are starting to recognize the Southeast as a new gateway to service their Southeastern customers.” \u003c/p\u003e\u003cp\u003eDraying containers from Philadelphia or New York–New Jersey to major markets like Charlotte, Atlanta, Birmingham, Ala., and Nashville, Tenn., for example, is also far more expensive than from Savannah, Bare noted. Still, Northeast ports remain the dominant source of US reefer imports, maintaining a market share of more than 40% since 2019, according to PIERS. \u003c/p\u003e\u003cp\u003e“The birds are circling in Savannah right now,” he said. “A lot of people are looking at kind of planting their flag here and taking advantage of this new market.” \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Teri Errico Griffis at \u003ca href=\"mailto:teri.griffis@ihsmarkit.com\"\u003eteri.griffis@spglobal.com\u003c/a\u003e.\u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Teri Errico Griffis, Associate Editor","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"The US Southeast has 1.9 million square feet of cold warehousing currently under construction and another 3.2 million square feet of proposed projects. Photo credit: Shutterstock.com.","__typename":"Metadata"},"ModDate":"1721808751340","Taxonomy":{"MainCategory":[{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"9","Name":"Container Shipping News","Redirects":[{"Path":"/maritime/container-shipping-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"42","Name":"North American ports","Redirects":[{"Path":"/maritime/port-news/north-american-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"JOC Staff","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1686834000000","TitlePlainText":"Hungry domestic market driving US Southeast cold storage development","Published":true,"Redirects":[{"Path":"/article/hungry-domestic-market-driving-us-southeast-cold-storage-development-5226716","__typename":"Redirect"},{"Path":"/article/hungry-domestic-market-driving-us-southeast-cold-storage-development_20230615.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eRefrigerated warehousing construction is “exploding” in the US Southeast, as one port executive put it, thanks to a growing population and increased demand for imported produce and other food products.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Refrigerated warehousing construction is “exploding” in the US Southeast, as one port executive put it, thanks to a growing population and increased demand for imported produce and other food products.","__typename":"Document"},{"Id":"5221989_JournalOfCommerce","Attachments":[{"FileName":"5222011_1.0.jpg","FileType":"FeatureImage","Title":"3686004_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eAs demand for dry container cargo flounders, ocean carriers serving the North American trades are looking to lure back refrigerated (reefer) shipments by adding plug capacity on ships and building up their reefer container fleets. \u003c/p\u003e\u003cp\u003eBut cold-chain shippers remain wary after more than a year of extremely tight capacity, elevated freight rates, and poor schedule reliability. And although operational constraints are easing, high wholesale food inventories and inflation could dent reefer demand in 2023. \u003c/p\u003e\u003cp\u003e“We think the carriers will focus a bit more on the reefer trade than they have in the past two years,” Robert Sappio, CEO of reefer lessor SeaCube Containers, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. Referring to eastbound trans-Pacific spot dry box rates that have \u003ca href=\"https://www.joc.com/article/spread-between-east-west-coast-ocean-spot-rates-returns-pre-pandemic-levels_20230130.html\"\u003etumbled more than 80 percent since the beginning of 2022\u003c/a\u003e, Sappio said, “If you are faced with the choice of chasing a reefer box or chasing a dry box that’s $1,500 or $1,600 in the spot market, it’s a no brainer.” \u003c/p\u003e\u003cp\u003eContainerized reefer volumes in and out of the US fell 10.8 percent in the first 11 months of 2022, with exports plummeting 21.3 percent and imports down 5.2 percent from the same period in 2021, according to PIERS, a sister product of the \u003ci\u003eJournal of Commerce\u003c/i\u003e within S\u0026amp;P Global. \u003c/p\u003e\u003cp\u003eHowever, William Duggan, a US-based advisor for cold-chain consultancy Eskesen Advisory, attributed those declines, primarily in perishable produce and protein exports from the US, in part to lower demand for pork in China as the country’s swine herds recovered from a flu outbreak. In addition, a shortage of available vessel capacity and dismal on-time performance increased the risk of cargo spoilage, and some farmers chose to let fresh produce crops lay fallow rather than risk a claim from their export customers. \u003c/p\u003e\u003cp\u003e“US exporters couldn’t get to world markets because the transit times were so bad,” Duggan said. \u003c/p\u003e\u003cp\u003e\u003c/p\u003e\u003cdiv class=\"wrapper-full\"\u003e\u003cdynamic-object type=\"jocchartid\" resource-id=\"831b03db-33a6-4e42-9b5d-f07868a8e87c\"\u003e\u003c/dynamic-object\u003e\u003c/div\u003e\u003ch2\u003eHigh costs hit import volumes \u003c/h2\u003e\u003cp\u003eOn the import side, higher costs also served as a drag on volumes. The logistics director for a Canadian food distributor that ships over 12,000 containers per year, for example, said reefer imports were hit with numerous surcharges last year — variously labeled as “port congestion” or “peak season” fees — in addition to base shipping rates. \u003c/p\u003e\u003cp\u003eThe source, who asked not to be identified, said he was able to negotiate those fees down to about $2,000 per container, which amounted to a $0.04-per-pound increase on a typical 50,000-pound reefer shipment. But even that small difference can impact the economic viability of a given commodity in the low-margin wholesale grocery business. \u003c/p\u003e\u003cp\u003e“In commodities, business is lost or gained on a penny-per-pound difference,” he said. \u003c/p\u003e\u003cp\u003eIn the early portion of 2023, those surcharges are no longer being imposed and base reefer rates are falling, the logistics director said. Ocean carriers are currently offering spot rates of about $3,000 per FEU from Asia to the US East Coast, down from between $6,000 and $8,000 per FEU in mid-2022. \u003c/p\u003e\u003cp\u003eOn the trans-Atlantic trade between Europe and North America, pricing in contracts of six to 12 months is now under $6,000 per FEU for reefer containers, down from about $9,000 per FEU. Contract rates on north-south trades between Latin America and the US, which didn’t rise as dramatically in 2022, have fallen to between $5,500 and $6,000 per FEU from $7,000 per FEU last year, according to the source. \u003c/p\u003e\u003cp\u003eA continued influx of reefer capacity and containers could help to sustain those rate declines. Sappio said he expects global purchases of new reefer containers to grow 5 percent to about 300,000 TEU in 2023. \u003c/p\u003e\u003cp\u003eOcean carriers accounted for almost 65 percent of new reefer purchases last year, with lessors such as SeaCube accounting for the remainder. In more typical years, reefer container purchases are evenly split between lessors and ocean carriers, and Sappio said he expects more demand from ocean carriers for reefer containers this year, too. \u003c/p\u003e\u003cp\u003e“The carriers are flush with cash, and they are having a better financial year,” Sappio said. “Everybody has a very robust demand for reefer equipment this year, both leasing and buying.” \u003c/p\u003e\u003cp\u003eNew container ships hitting the water starting this year will also be able to carry more reefer boxes. According to Sappio, total reefer plug capacity in the global container ship fleet increased by an average of about 3 percent between 2019 and 2022. As new, larger tonnage enters the market, reefer plug capacity is set to grow between 7 percent and 8 percent from 2023 through 2025. \u003c/p\u003e\u003ch2\u003eAn ‘abandoned’ trade \u003c/h2\u003e\u003cp\u003eMore vessel capacity, additional equipment, and falling freight rates bode well for North American reefer volumes in the coming quarters, but shippers say service reliability must return to pre-pandemic levels for them to commit their cargo. \u003c/p\u003e\u003cp\u003eErratic arrival times and last-minute cancellations also add costs to reefer imports, as shippers must scramble to secure a trucker and cold storage for their cargo. Per diem charges for a reefer container range from $300 to $600 per day, and shippers say port congestion and tight trucking capacity caused to incur more of these charges last year. \u003c/p\u003e\u003cp\u003eThe vice president of logistics for a US-based frozen food distributor who asked not to be identified told the \u003ci\u003eJournal of Commerce\u003c/i\u003e the suspension of a vessel service from the Northwest Seaport Alliance of Seattle and Tacoma (NWSA) that transships to South America hampered his ability to export frozen french fries. The next-best option from the Pacific Northwest was priced well above market, so the company hauled its exports to the Port of Los Angeles instead — at an added cost of $10,000 for the shipment. \u003c/p\u003e\u003cp\u003e“There’s no question that reefer shippers took a backseat to dry cargo,” said the executive, whose firm ships about 90,000 TEU per year. “They didn’t feel the obligation to keep up a certain level of service that we depend on. It felt like the reefer trade got somewhat abandoned.” \u003c/p\u003e\u003cp\u003eAccording to the NWSA, the last call of the AL5 service, offered by carrier members of THE Alliance, was made to Seattle in February 2022. No restart for the service has been announced, but “we are hopeful that the service will return, as our exporters would benefit from additional capacity in our gateway,” the port authority told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003eThanks to its proximity to Idaho, the Pacific Northwest has traditionally been a major gateway for frozen french fry exports, but volumes from the NWSA fell to a four-year low of 22,452 TEU in the first 11 months of 2022, approximately half the amount the ports handled in 2019, according to PIERS. \u003c/p\u003e\u003cp\u003eThe logistics director for the Canadian food distributor said his firm began using third-party visibility platform FourKites to track its ocean shipments because estimated arrival times from the shipping lines were often inaccurate. \u003c/p\u003e\u003cp\u003eOcean carriers “may be investing in [their] assets, but if you’re not investing into improving your service levels by having somebody monitor these things and communicate in advance, that doesn’t help,” he said. \u003c/p\u003e\u003ch2\u003eUnclogging ‘the big chokepoint’ \u003c/h2\u003e\u003cp\u003eReefer shippers will also continue to face difficulties in 2023 due to limited availability of reefer plugs at ports and near-port warehouses. \u003c/p\u003e\u003cp\u003e“The big chokepoint continues to be cold-chain storage,” Duggan said. “The two big players [in the US], Lineage Logistics and Americold, are at or near capacity around most ports.” Outside of those pure-play warehouse providers, Maersk subsidiary Performance Team has opened four cold-chain warehouses near US ports since Maersk acquired the company in February 2020. \u003c/p\u003e\u003cp\u003eAdded the Canada-based logistics director, “When you have constraints on warehouse capacity, this creates an issue when you want to grow the business. If you have no place to store it, you’re done.” \u003c/p\u003e\u003cp\u003eThe vice president for the US-based distributor said the container backlog at the Port of Savannah last year and the lack of available warehouse space prompted him to use his drayage provider’s container yard to store frozen cargo on genset chassis. \u003c/p\u003e\u003cp\u003e“There were a lot of creative solutions last year,” he said. “Savannah was so full of imports that we had no choice.” \u003c/p\u003e\u003cp\u003eThe Georgia Ports Authority in January announced plans to add more reefer plug capacity at Savannah in response to the 11 percent growth in cold-chain storage near the port. \u003c/p\u003e\u003cp\u003eIn addition to logistical challenges, the US reefer trade faces some of the economic headwinds seen in the dry cargo market — namely elevated inventories and rising inflation that has crimped consumer spending. \u003c/p\u003e\u003cp\u003e“Retailers overestimated demand utilizing demand figures from COVID-19, when people didn’t go out,” the Canadian logistics director said. “And now they are sitting on a glut of inventory, which isn’t moving quick enough because of inflationary pressures.” \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Michael Angell at \u003ca href=\"mailto:michael.angell@spglobal.com\"\u003emichael.angell@spglobal.com\u003c/a\u003e and follow him on Twitter: \u003ca href=\"https://twitter.com/Michael_Angell\"\u003e@michael_angell\u003c/a\u003e.\u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Shortages of plugs at ports and cold-storage warehousing continue to be a thorn in the side of US reefer shippers. Photo credit: olrat / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1721823174157","Taxonomy":{"MainCategory":[{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"9","Name":"Container Shipping News","Redirects":[{"Path":"/maritime/container-shipping-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"42","Name":"North American ports","Redirects":[{"Path":"/maritime/port-news/north-american-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Michael Angell, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1675877419000","TitlePlainText":"Increased vessel capacity, reliability key to 2023 reefer rebound","Published":true,"Redirects":[{"Path":"/article/increased-vessel-capacity-reliability-key-to-2023-reefer-rebound-5221989","__typename":"Redirect"},{"Path":"/article/increased-vessel-capacity-reliability-key-2023-reefer-rebound_20230208.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eRefrigerated container trade was muted in 2022 due to high costs and poor service, but ocean carriers appear keen to serve those markets in 2023 now that dry cargo rates have returned to pre-pandemic levels.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Refrigerated container trade was muted in 2022 due to high costs and poor service, but ocean carriers appear keen to serve those markets in 2023 now that dry cargo rates have returned to pre-pandemic levels.","__typename":"Document"},{"Id":"5234691_JournalOfCommerce","Attachments":[{"FileName":"5256490_1.0.png","FileType":"Nondownloadable","Title":null,"__typename":"Attachment"},{"FileName":"5234693_1.0.jpg","FileType":"FeatureImage","Title":"3685987_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eAfter two record years of time charter equivalent yields, 2023 will mark the beginning of the end for the specialized reefer mode as we now know it. In its latest reefer market report, Dutch maritime consultancy Dynamar suggests that the reefer fleet, which played a critical role in shipping perishables during the pandemic, could be “forced into retirement” by \u003ca href=\"https://www.joc.com/article/imo-2023-rules-have-no-significant-impact-overcapacity-drewry_20221020.html\"\u003enew International Maritime Organization (IMO) pollution regulations\u003c/a\u003e.\u003c/p\u003e\u003cdiv class=\"wrapper-narrow float-right-element\"\u003e\u003cimg src=\"/images/phoenix/5256490_1.0.png\"\u003e\u003c/img\u003e\u003c/div\u003e\u003cp\u003e\u003c/p\u003e\u003cp\u003eDynamar says the carbon intensity indicator (CII) and energy efficiency of existing ships (EEXI) rules will force the aging refer fleet to slow to speeds that won’t meet market requirements for perishable goods. Carbon intensity links the greenhouse gas (GHG) emissions to the amount of cargo carried over distance traveled. Both new regulations came into force in January; in practical terms, there are relatively modest emission limitation requirements in the first year, but these will become more rigorous in subsequent years. \u003c/p\u003e\u003cp\u003eThe IMO 2023 regulation is part of its Greenhouse Gas Strategy, which aims to reduce carbon emissions from international shipping by 40 percent by 2030 and 70 percent by 2050 versus 2008 levels. IMO 2023 aims to reduce carbon emissions from the global shipping industry by promoting greater fuel efficiency and lowering emissions in shipping. The regulation introduces mandatory reductions in carbon emissions for both new and existing vessels, using energy efficiency indicators to determine those levels. \u003c/p\u003e\u003cp\u003eAccording to the IMO, based on a ship\u003ca href=\"https://www.joc.com/article/imo-2020-disrupt-ocean-freight-invoicing_20191107.html\"\u003e’\u003c/a\u003es CII, its carbon intensity will be rated A, B, C, D, or E (with A being the best). A ship rated D for three consecutive years or E for one year will have to submit a corrective action plan to show how the required index of C or above will be achieved. Port authorities and other stakeholders are encouraged to provide incentives to ships rated as A or B. The IMO says that a ship can run on a low-carbon fuel in order to achieve a higher rating than one running on fossil fuel, but there are other things a ship can do to improve its rating, such as hull cleaning to reduce drag and speed and routing optimization. \u003c/p\u003e\u003ch2\u003eResilient mode \u003c/h2\u003e\u003cp\u003eThere are, arguably, a number of reasons unique to the specialized reefer that should already have caused the mode to disappear — specifically the average age of the fleet, the growth, aggressive pricing, and operational efficiency of the competitive mode; the annual incremental increase in the manufacturing of reefer equipment; and, most recently, \u003ca href=\"https://www.joc.com/article/imo-2020-disrupt-ocean-freight-invoicing_20191107.html\"\u003ethe impact of the IMO’s sulfur cap\u003c/a\u003e. But, as evidenced since mid-2020, the mode has proven to be remarkably resilient. Indeed, the future of the reefer is now being viewed through a different prism — that of a value-adding service delivery as opposed to something where cost is the only variable in the chartering decision. However, it is also true that the bulk of the reefer fleet was built for speed when oil was cheap and environmental concerns were negligible. As such, the mode is more exposed to pollution regulations. \u003c/p\u003e\u003cp\u003eThe new CII regulations will undoubtedly have an impact on reefer vessels. But they will have an equal effect on container ships. Dynamar says that because the conventional reefer bulk vessels are “old and fuel-hungry ... their competitive advantage of being able to provide faster transit times, with their direct sailings [rather] than container ship operators with their liner services and hub and spoke format, will be lost.” \u003c/p\u003e\u003cp\u003eHowever, that is not strictly the case. While the reefer ship may undeniably not be able to travel as fast in 2023 as it did in 2022, it will still be able to deliver a faster and more dedicated service than container carriers, which will be subject to the same CII strictures. \u003c/p\u003e\u003ch2\u003eMinimal short-term impact \u003c/h2\u003e\u003cp\u003eIn absolute terms, the CII conditions will have a minimal material impact on the reefer in the short term — they may paradoxically have a more positive outcome than negative for both operators and cargo. In order to comply with the IMO regulation, reefer ships will sail with an estimated reduction in maximum speed of between 1 to 1.5 knots. This, for perspective, will add an extra day to a trans-Atlantic crossing. The additional 24 hours on a voyage where timing is already tight is likely the reason behind banana charterer Dole’s decision to charter in extra tonnage for its Central America to North Continent service. \u003c/p\u003e\u003cp\u003eIn the long term, it is true that there will be more of an effect. Services will have to be re-designed and port calls dropped. But in the long term, the number of reefer ships trading will be significantly reduced, not because of the 2023 IMO pollution regulation, but simply because of their average age. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Richard Bright at \u003ca href=\"mailto:richard.bright@spitfireuk.net\"\u003erichard.bright@spitfireuk.net\u003c/a\u003e. \u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Richard Bright, JOC analyst","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"While reefer ships may not be able to travel as fast this year as they did in 2022, they will still be able to deliver a faster and more dedicated service than container carriers. Photo credit: Angel DeBilio / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1721806818970","Taxonomy":{"MainCategory":[{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"JOC Staff","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1675429200000","TitlePlainText":"New IMO rules force global reefer fleet to confront uncertain future","Published":true,"Redirects":[{"Path":"/article/new-imo-rules-force-global-reefer-fleet-to-confront-uncertain-future-5234691","__typename":"Redirect"},{"Path":"/article/new-imo-rules-force-global-reefer-fleet-confront-uncertain-future_20230203.html","__typename":"Redirect"},{"Path":"/article/new-imo-rules-force-global-reefer-fleet-confront-uncertain-future_20230202.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe specialized reefer fleet has proven to be remarkably resilient in the face of various challenges, but now it must deal with the latest threat in the form of new IMO environmental regulations.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The specialized reefer fleet has proven to be remarkably resilient in the face of various challenges, but now it must deal with the latest threat in the form of new IMO environmental regulations.","__typename":"Document"},{"Id":"5217322_JournalOfCommerce","Attachments":[{"FileName":"5217328_1.0.jpg","FileType":"FeatureImage","Title":"3685974_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eThe Georgia Ports Authority (GPA) will increase the refrigerated container capacity at its largest marine terminal next year as cold-chain cargo volumes increase and private operators add more cold storage around Savannah. \u003c/p\u003e\u003cp\u003eThe GPA said in a statement Tuesday its board approved a $6.2 million project to add seven additional refrigerated container racks at the Port of Savannah. The new racks will add another 168 plugs to the 2,856 rack plugs already at the port’s Garden City Terminal. \u003c/p\u003e\u003cp\u003eA GPA spokesperson said in a separate statement to the \u003ci\u003eJournal of Commerce\u003c/i\u003e the new rack capacity will come online in the spring of 2024. Along with 482 chassis plugs now available, the new plugs will give Garden City a total of 3,506 reefer plugs. \u003c/p\u003e\u003cp\u003eSavannah’s Ocean Terminal has another 368 reefer plugs. \u003c/p\u003e\u003cp\u003eGPA Executive Director Griff Lynch said in the initial statement the additional plug capacity going into Savannah is in response to the growth of regional cold storage capacity. GPA said refrigerated warehouse capacity in the region is set to increase 11 percent this year to 2.2 million square feet. \u003c/p\u003e\u003cp\u003e“While the Port of Savannah already accommodates the most refrigerated containers on the South Atlantic and Gulf coasts, enhancing our on-terminal capacity will better support the jobs and opportunity sparked by private investment,” Lynch said. \u003c/p\u003e\u003cp\u003eGeorgia has two cold-storage warehouses that are certified by the US Department of Agriculture to re-treat imports for pests if the temperature control in the containers fails in transit. \u003c/p\u003e\u003cp\u003eSavannah handled 144,910 TEU in refrigerated imports and exports during all of 2022, according to PIERS, a sister product of the \u003ci\u003eJournal of Commerce\u003c/i\u003e within S\u0026amp;P Global, about flat with 2021. The GPA said its fastest-growing reefer exports include poultry, beef, fish, candy, and frozen vegetables. On the import side, GPA handles grapes, vegetables, fish, potatoes, and candy. \u003c/p\u003e\u003cp\u003eSeparately, the GPA said in its statement Tuesday that there is no backlog of ships waiting to berth at Savannah and that the port expects to receive four new cranes on Feb. 9 that can handle ships up to 20,000 TEU. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Michael Angell at \u003ca href=\"mailto:michael.angell@spglobal.com\"\u003emichael.angell@spglobal.com\u003c/a\u003e and follow him on Twitter: \u003ca href=\"https://twitter.com/Michael_Angell\"\u003e@michael_angell\u003c/a\u003e. \u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Georgia has two USDA-certified sites for handling cold imports whose temperature control mechanism may have failed in transit. Photo credit: Georgia Ports Authority / Stephen Morton.","__typename":"Metadata"},"ModDate":"1721747096767","Taxonomy":{"MainCategory":[{"Id":"42","Name":"North American ports","Redirects":[{"Path":"/maritime/port-news/north-american-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"9","Name":"Container Shipping News","Redirects":[{"Path":"/maritime/container-shipping-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Michael Angell, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1675189779000","TitlePlainText":"Savannah aims for more cold-chain cargo with new reefer racks","Published":true,"Redirects":[{"Path":"/article/savannah-aims-for-more-cold-chain-cargo-with-new-reefer-racks-5217322","__typename":"Redirect"},{"Path":"/article/savannah-aims-more-cold-chain-cargo-new-reefer-racks_20230131.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe Port of Savannah says plans for additional reefer rack capacity will add to its market share for cold chain imports coming into the US Southeast and Gulf Coast. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The Port of Savannah says plans for additional reefer rack capacity will add to its market share for cold chain imports coming into the US Southeast and Gulf Coast.","__typename":"Document"},{"Id":"5243128_JournalOfCommerce","Attachments":[{"FileName":"5258207_1.0.png","FileType":"Nondownloadable","Title":null,"__typename":"Attachment"},{"FileName":"5258208_1.0.png","FileType":"Nondownloadable","Title":null,"__typename":"Attachment"},{"FileName":"5258209_1.0.png","FileType":"Nondownloadable","Title":null,"__typename":"Attachment"},{"FileName":"5243131_1.0.jpg","FileType":"FeatureImage","Title":"3683228_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eWhile logistics contingency planning is often centered around the risk of a single point of failure, recent geopolitical events have the potential to create several challenges in the cold chain transportation sector. This risk could be further upstream as we consider the potential supply shortage of materials required for reefer container manufacturing. \u003c/p\u003e\u003cp\u003eAs the pandemic showed, reefer trade is the most resilient and predictable globally. The strong likelihood of continued growth creates more questions about supply meeting demand given potential upstream production dependencies linked to raw material sourcing.\u003c/p\u003e\u003cp\u003e\u003c/p\u003e\u003cdiv class=\"wrapper-narrow float-right-element\"\u003e\u003cimg src=\"/images/phoenix/5258207_1.0.png\"\u003e\u003c/img\u003e\u003cp class=\"figcaption\"\u003e\u003c/p\u003e\u003cp class=\"figcredits\"\u003el\u003c/p\u003e\u003c/div\u003e\u003cp\u003eIntermodal cold chain stakeholders across the globe agree that the Russia–Ukraine war may have far-reaching implications on the reefer container trades given possible asset dislocation and reefer container availability challenges that could last for months. While the oil supply shocks paired with downward consumer demand forecasts are making front page news, there has been less attention on critical raw material sourcing challenges and semiconductor production delays, both key to reefer container production. \u003c/p\u003e\u003cp\u003eMost recently, there have been acute supply shocks related to sourcing nickel, copper, aluminum, stainless steel, and semiconductors, which are all significant components to reefer machinery and container manufacturing. In fact, most reefer container machinery controllers, refrigeration mechanics, and containers are critically dependent on nickel, stainless steel, and semiconductors, which could be difficult to source as the supply shock for such commodities reverberates across the globe. \u003c/p\u003e\u003cp\u003eWith supply being constrained for such commodities, inflation may be another element that impacts cost-effective operations being scaled properly based on asymmetrical demand for dry and reefer container production that takes place at the same facilities. \u003c/p\u003e\u003cp\u003eThe Russia-Ukraine region supplies various raw materials that are critical to manufacturing the chips that are the primary component to reefer machinery controllers, enabling efficient and fault-tolerant reefer container operations. Ukraine is a major source of inert gasses, such as neon required for the semiconductor lithography process. Any disruption in the supply of neon and other semiconductor elements from the country could trigger shortages, which, coupled with associated cost inflation, could crimp reefer machinery supply.\u003c/p\u003e\u003cp\u003e\u003c/p\u003e\u003cdiv class=\"wrapper-narrow float-right-element\"\u003e\u003cimg src=\"/images/phoenix/5258208_1.0.png\"\u003e\u003c/img\u003e\u003cp class=\"figcaption\"\u003e\u003c/p\u003e\u003cp class=\"figcredits\"\u003e\u003ca href=\"https://www.joc.com/s3/files/%2Fsites%2Fdefault%2Ffiles%2Fu4595771%2FDrewry%20Reefer%20Demand%20vs.%20Supply%20Growth%20Q1%202022.png\"\u003eClick to enlarge\u003c/a\u003e\u003c/p\u003e\u003c/div\u003e\u003cp\u003eRussia is also an important producer of metals such as aluminum, nickel, and copper, all of which are primary raw materials that are required for reefer container production. A disruption in the supply of any of these metals could cause prices of reefer machinery to rise and subsequently impact the availability and prices of new reefer containers \u003c/p\u003e\u003ch2\u003eReefer container demand \u003c/h2\u003e\u003cp\u003eSupply chain congestion and severe end-to-end cargo conveyance headwinds are expected to continue through 2022. Ongoing container vessel network congestion and the Chinese COVID-19 lockdowns will likely impact both vessel capacity as well as reefer machinery capacity, which may require the reefer container supply to expand to offset the lower container velocity. This expected extension of reefer container fleets, coupled with forecasted raw material and commodity constraints, could lead to a perfect storm whereby new production cannot meet ongoing unprecedented reefer container demand. \u003c/p\u003e\u003cp\u003eAs the shipping environment adapts to recent events by matching capacity with throughput reduction constraints, labor, and other inland delivery challenges, there is increasing risk of the market, once again, being mismatched with seasonal demand. This is not only the case for all container markets, but more amplified in the food logistics areas related to the disruption in global sourcing being affected by the Russia-Ukraine war supply shocks. \u003c/p\u003e\u003cp\u003eThe potential of further COVID lockdowns in China and significant container imbalances in the north-south reefer trades, on top of an estimated 2022 accelerated reefer demand growth estimated by Drewry to be 4.2 percent, may lead to reefer container availability shortages as early as the second half of 2022. Supply is also soaked up by reefer cargo and empty equipment unable to move in and out of Russia. This combination of equipment deacceleration factors will create hurdles to having enough reefers positioned for the seasonal push that comes toward the end of the year.\u003c/p\u003e\u003cp\u003e\u003c/p\u003e\u003cdiv class=\"wrapper-narrow float-right-element\"\u003e\u003cimg src=\"/images/phoenix/5258209_1.0.png\"\u003e\u003c/img\u003e\u003cp class=\"figcaption\"\u003e\u003c/p\u003e\u003cp class=\"figcredits\"\u003e\u003ca href=\"https://www.joc.com/s3/files/%2Fsites%2Fdefault%2Ffiles%2Fu4595771%2FDrewry%20Reefer%20Volume%20Forecast%20Q1%202022.png\"\u003eClick to enlarge\u003c/a\u003e\u003c/p\u003e\u003c/div\u003e\u003cp\u003eThe current environment has the potential to lead to further congestion with a capacity deterioration of 11-13 percent over the next few months, layered on top of reefer raw material supply shocks could have a net impact of an undersupplied reefer container market. The below market growth vs. net capacity adjusted for supply constraints and delays highlights an outlook that reflects a potential reefer availability shortage for the second half of 2022. \u003c/p\u003e\u003cp\u003eAlthough supply chain experts are espousing that the Chinese ports are more resilient to staff shortages and transport disruption, there remains uncertainty and fear that the recent China COVID outbreak may force port facilities to shut down. Any port closures, especially while we are facing global port disruption related to the Russia-Ukraine war, could have a “bullwhip effect” on the entire global supply chain. Food supply shocks that have rapidly shifted refrigerated and general food sourcing have made the landscape even more volatile. \u003c/p\u003e\u003cp\u003eAmid these gathering storms, shippers and container operators must prepare by making significant investments in cold chain intermodal capacity, or the industry risks a situation whereby shipment conveyance and outcomes fall woefully short of what is required. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Gregory Tuthill at \u003ca href=\"mailto:Gtuthill@seacubecontainers.com\"\u003eGtuthill@seacubecontainers.com\u003c/a\u003e. \u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Gregory W. Tuthill, chief commercial officer, SeaCube Containers","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Reefer container availability shortages may begin to occur as early as the second half of 2022. Photo credit: Shutterstock.com.","__typename":"Metadata"},"ModDate":"1721770876390","Taxonomy":{"MainCategory":[{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"JOC Staff","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1649242800000","TitlePlainText":"Commodity, semiconductor crunch threatens reefer capacity ","Published":true,"Redirects":[{"Path":"/article/commodity-semiconductor-crunch-threatens-reefer-capacity-5243128","__typename":"Redirect"},{"Path":"/article/commodity-semiconductor-crunch-threatens-reefer-capacity_20220406.html","__typename":"Redirect"},{"Path":"/commodity-semiconductor-crunch-threatens-reefer-capacity_20220406.html","__typename":"Redirect"},{"Path":"/international-logistics/cool-cargoes/commodity-semiconductor-crunch-threatens-reefer-capacity _20220406.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe strong likelihood of continued growth in the reefer trade creates questions about supply meeting demand given recent world events and the potential upstream production dependencies linked to raw material sourcing.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The strong likelihood of continued growth in the reefer trade creates questions about supply meeting demand given recent world events and the potential upstream production dependencies linked to raw material sourcing.","__typename":"Document"},{"Id":"5219191_JournalOfCommerce","Attachments":[{"FileName":"5219197_1.0.jpg","FileType":"FeatureImage","Title":"3682993_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eCold-storage specialist Lineage Logistics Wednesday said it is buying a rival operator with refrigerated warehousing near ports on the US East and Gulf coasts. The acquisition is the latest move in the ongoing expansion by the world’s largest cold-storage operator, \u003ca href=\"/international-logistics/logistics-providers/lineage-buys-three-dutch-logistics-firms_20220111.html\"\u003ewhich recently acquired European cold-storage sites.\u003c/a\u003e\u003c/p\u003e\u003cp\u003eLineage said it is acquiring MTC Logistics, which operates warehousing near the ports of Baltimore, Wilmington, Delaware, and Mobile. Terms of the acquisition were not disclosed. \u003c/p\u003e\u003cp\u003eMTC’s four distribution centers, two in Baltimore and one each in Wilmington and Mobile, encompass 38 million cubic feet of warehousing and 113,000 pallet positions. MTC also handles port drayage to those locations. \u003c/p\u003e\u003cp\u003eLineage already owns over 400 locations in 19 countries, totaling over 2 billion cubic feet of storage, which includes a presence at major US ports along all three coasts. CEO Greg Lehmkuhl said in a statement on the acquisition that adding warehousing at three additional ports “will help better connect our customers to the global food supply chain.” \u003c/p\u003e\u003cp\u003eCombined, Baltimore, Wilmington, and Mobile handled fewer refrigerated imports last year versus 2020, according to PIERS, a sister product of JOC.com within IHS Markit. Inbound reefer volumes at the three ports totaled 204,039 TEU in 2021, down 6.6 percent from the year earlier, as reefer shippers were forced to take a \u003ca href=\"/maritime-news/reefer-shippers-take-%E2%80%98back-seat%E2%80%99-dry-box-rates-soar-joc-webcast_20211116.html\"\u003eback seat\u003c/a\u003e to dry containers owing to consumer goods demand. \u003c/p\u003e\u003cp\u003eReefer exports at the three ports last year were up 12.5 percent to 23,169 TEU, PIERS data show. Mobile, \u003ca href=\"/port-news/mobile-port-makes-play-more-poultry-exports-perishables_20200512.html\"\u003ewhich saw its MTC warehouse go up just last year\u003c/a\u003e, led the growth, with its reefer exports up nearly a third, thanks to strength in poultry exports. \u003c/p\u003e\u003cp\u003eThe US acquisition comes a week after Lineage bought Veldboer, which operates two cold-storage warehouses in the Netherlands. In January, Lineage received a $1.9 billion equity investment that \u003ca href=\"/international-logistics/lineage-logistics-adds-17-billion-war-chest_20220106.html\"\u003eLehmkuhl said at the time would allow the company to “double down” on its plans for growth\u003c/a\u003e. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Michael Angell at \u003ca href=\"mailto:michael.angell@ihsmarkit.com\"\u003emichael.angell@ihsmarkit.com\u003c/a\u003e and follow him on Twitter at \u003ca href=\"https://twitter.com/Michael_Angell\"\u003e@michael_angell\u003c/a\u003e.  \u003c/i\u003e\u003c/p\u003e\u003cp\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Lineage received a $1.9 billion cash infusion that it will put toward growth initiatives. Photo credit: Shutterstock.com.","__typename":"Metadata"},"ModDate":"1721823196363","Taxonomy":{"MainCategory":[{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"20","Name":"Industrial Real Estate News","Redirects":[{"Path":"/supply-chain/industrial-real-estate-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Michael Angell, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1646864622000","TitlePlainText":"Lineage buys cold storage near East, Gulf coast ports","Published":true,"Redirects":[{"Path":"/article/lineage-buys-cold-storage-near-east-gulf-coast-ports-5219191","__typename":"Redirect"},{"Path":"/article/lineage-buys-cold-storage-near-east-gulf-coast-ports_20220309.html","__typename":"Redirect"},{"Path":"/lineage-buys-cold-storage-near-east-gulf-coast-ports_20220309.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eLineage Logistics is acquiring MTC Logistics, a cold storage operator with warehouses at the ports of Baltimore, Wilmington, Delaware, and Mobile. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Lineage Logistics is acquiring MTC Logistics, a cold storage operator with warehouses at the ports of Baltimore, Wilmington, Delaware, and Mobile.","__typename":"Document"},{"Id":"5248956_JournalOfCommerce","Attachments":[{"FileName":"5248957_1.0.jpg","FileType":"FeatureImage","Title":"3679942_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eEuropean digital forwarder Shypple said Monday it has raised 18.5 million euros (US$21.75 million) in funding and acquired an air freight and perishables specialist, the latest sign that venture capital into the digital intermediary model shows no signs of slowing. \u003c/p\u003e\u003cp\u003eIn the past months alone, fellow \u003ca href=\"/technology/logistics-technology-providers/investors-funnel-cash-toward-forto-digital-forwarding-model_20210621.html\"\u003eEuropean forwarders Forto\u003c/a\u003e and \u003ca href=\"/technology/logistics-technology-providers/zencargo%E2%80%99s-new-funding-further-sign-digital-forwarder-maturation_20210517.html\"\u003eZencargo have received substantial investments\u003c/a\u003e from venture capital firms to grow their respective businesses. \u003c/p\u003e\u003cp\u003eThe new funding for Shypple is the second tranche of investment into the Rotterdam-based company this year, after it received an initial 7 million euros in April. Founded in 2016, Shypple said in a statement its revenue is expected to reach 250 million euros in 2022. \u003c/p\u003e\u003cp\u003eThrough the purchase of Milestone, a perishables-focused forwarder based in the Netherlands, Shypple said it aims to gain an edge in that sector over other early-stage digitally oriented forwarders, adding that the “acquisition marks the first in a series of activities to achieve faster revenue and network growth.” \u003c/p\u003e\u003cp\u003eMilestone, founded in 2004, has offices in two offices in the Netherlands, as well as facilities in Costa Rica, Honduras, Guatemala, Thailand, and Hong Kong. That expands Shypple’s existing office network of Rotterdam, Hong Kong, Shenzhen, and Shanghai. Terms of the deal were not disclosed. \u003c/p\u003e\u003cp\u003e“We’re now able to serve the needs of large perishable goods shippers in Europe, Latin America, and the Asian trade lanes, who are looking for a digital freight forwarding solution,” Jarell Habets, founder and CEO of Shypple, said in the statement. “This is our way of continuing to innovate in the traditional world of the freight industry.” \u003c/p\u003e\u003ch2\u003eRegional growth of digital forwarding \u003c/h2\u003e\u003cp\u003eThe digital forwarding model is taking root in several regions outside of North America, where Flexport pioneered such an approach, and Europe, where Forto, Zencargo, and Beacon have all raised funding. In South America, \u003ca href=\"/technology/logistics-technology-providers/digital-forwarding-startups-plant-flag-latin-america_20210713.html\"\u003eNowports recently raised a $15 million funding round\u003c/a\u003e, while several different companies in the Indian subcontinent and Southeast Asia have built their version of a so-called digital forwarder. \u003c/p\u003e\u003cp\u003eMany established forwarders question whether digital forwarders are technically different than incumbents, which also offer similar online quoting, booking, and transportation management services. One sign that digital forwarding is tangibly different, however, is the emergence in the last few years of \u003ca href=\"/technology/logistics-technology-providers/logixboard-parlays-customer-experience-need-vc-funding_20210428.html\"\u003ewhite-labeled customer experience software\u003c/a\u003e, such as that provided by Logixboard, Qwyk, and Cargologik, among others. These platforms essentially help give small and midsized forwarders a customer interface that resembles those provided by digital forwarders. \u003c/p\u003e\u003cp\u003eShypple’s latest two funding rounds were led by Dutch Founders Fund, South Africa-based Newtown Partners, and Netherlands-based InnovationQuarter and BOM Brabant Ventures.\u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Eric Johnson at \u003ca href=\"mailto:eric.johnson@ihsmarkit.com\"\u003eeric.johnson@ihsmarkit.com\u003c/a\u003e and follow him on Twitter: \u003ca href=\"https://twitter.com/LogTechEric\"\u003e@LogTechEric\u003c/a\u003e. \u003c/i\u003e\u003c/p\u003e\u003cp\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Shypple’s European competitors Forto and Zencargo have each raised sizable funding rounds in the last few months, while similar models have gained traction in emerging markets. Photo credit: Shutterstock.com.","__typename":"Metadata"},"ModDate":"1721765850930","Taxonomy":{"MainCategory":[{"Id":"17","Name":"Logistics Technology News","Redirects":[{"Path":"/supply-chain/logistics-technology-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Eric Johnson, Senior Technology Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1628516633000","TitlePlainText":"New funding, acquisition signal growing digital forwarder competition","Published":true,"Redirects":[{"Path":"/article/new-funding-acquisition-signal-growing-digital-forwarder-competition-5248956","__typename":"Redirect"},{"Path":"/new-funding-acquisition-signal-growing-digital-forwarder-competition_20210809.html","__typename":"Redirect"},{"Path":"/article/new-funding-acquisition-signal-growing-digital-forwarder-competition_20210809.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eShypple has acquired a perishables competitor that it says will expand its geographic presence in Latin America and Asia, while giving it a leg up on other digital forwarders.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Shypple has acquired a perishables competitor that it says will expand its geographic presence in Latin America and Asia, while giving it a leg up on other digital forwarders.","__typename":"Document"},{"Id":"5250679_JournalOfCommerce","Attachments":[{"FileName":"5250680_1.0.jpg","FileType":"FeatureImage","Title":"3670436_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eShippers haven’t always been able to get all the information they want and need on in-transit freight, even for time- and/or temperature-sensitive cargo being carried in specialized refrigerated containers. However, visibility technology providers say that’s changing quickly and for the better.\u003c/p\u003e\u003cp\u003e“Shippers want visibility for their entire booking — not just the land portions, but the vessel portions, too,” said Mike Dempsey, vice president, container and port solutions at asset tracking technology provider ORBCOMM. “The frustration for shippers is that a limited number of ocean carriers can provide some fundamental data, but not all can give the shippers what they are demanding today, including temperature, humidity, and security information, for example.” \u003c/p\u003e\u003cp\u003eThe existing visibility systems offered by shipping lines contain sizable information gaps, particularly around the first and last mile of a given shipment’s movement, Dempsey said. The location of a loaded container during its initial movement to the port of loading and its movement from the port of discharge to an inland destination may not be tracked sufficiently, or at all. Likewise, information on the condition of cargo while it’s at sea may be lacking.\u003c/p\u003e\u003cp\u003e“Data on the ocean is coveted because most everyone already has land and air visibility,” said Don Miller, chief sales and marketing officer at visibility provider Globe Tracker.\u003c/p\u003e\u003cp\u003eTo address shipper demand for greater visibility in these areas, some carriers are investing in internet of things (IoT) devices that can actively communicate the location of containers and the condition of the cargo therein while in transit.\u003c/p\u003e\u003cp\u003eAnd for those carriers that don’t have IoT technology, some shippers are taking it upon themselves to invest in visibility, relying on what Dempsey calls “throwaway” IoT devices, which typically cost $50 to $75 per trip. According to Dempsey, there is a $300 million per year market for these single-trip telematics devices that are placed in the container and transmit location and condition data directly to shippers.\u003c/p\u003e\u003cp\u003eEven when carriers do offer tracking, Dempsey said some shippers will opt to pay for it, but still also place a throwaway device in the container as a backup.\u003c/p\u003e\u003ch2\u003eInteroperability issues\u003c/h2\u003e\u003cp\u003eFor those ocean carriers making headway with real-time IoT-based cargo visibility, the challenge now is making those devices — and the systems that transmit the data they record — interoperable. With the increase in deployment of IoT technology in recent years, shipping lines must deal with multiple sources of data and multiple technologies to deliver that data to shippers. The early adopters in the industry have used third-party IoT technology, but more recently, two of the major manufacturers of refrigerated containers, Carrier Transicold and Maersk Container Industry (MCI), are also building their own telematics systems that can provide information and data to the shipping line. \u003c/p\u003e\u003cp\u003eBut if the ocean carrier is working with one software vendor and the reefer container manufacturer is working with a different provider, “the shipping line is then tasked with integrating data from multiple systems,” Dempsey said. Carriers may also be dealing with multiple different networks for exchanging data while containers are at sea.\u003c/p\u003e\u003cp\u003e“Some shipping lines cannot or may choose not to do this integration today,” instead opting to have a third party handle the integration of data from disparate sources, Dempsey said. That’s led ORBCOMM to adopt a “Switzerland-style” approach, acting as the aggregator of reefer visibility data from all sources. \u003c/p\u003e\u003cp\u003e“We normalize the data and make it look the same for the shipping line,” he said. “We’ll manage all the devices and data so the shipping line can offer the shipper one consistent view for all the cargo data regardless of whose [the manufacturer] devices they are.”\u003c/p\u003e\u003cp\u003eMiller agreed that interoperability is a significant hurdle to overcome but said that as such, it also holds the greatest opportunity once achieved.\u003c/p\u003e\u003cp\u003e“The problem with interoperability is we’re not fully there yet,” he said.\u003c/p\u003e\u003cp\u003eIn December, the Digital Container Shipping Association (DCSA), a group whose members include nine of the 10 largest global ocean carriers, released IoT standards for remote reefer container monitoring aboard vessels, paving the way for sensors and devices to communicate via the same network and language regardless of the ship or carrier. This follows DCSA’s release of IoT standards for container connectivity last June.\u003c/p\u003e\u003cp\u003eTo get the rest of the way to full interoperability, Miller said the ocean carriers must first agree on a network system that would be deployed across all three of the major east–west vessel alliances — most likely via cellular radio, Bluetooth low energy (BLE), or long-range wide area network (LoRaWAN) technology — so any container on any vessel can communicate with any carrier. Cellular radio systems on the vessel are by far the most widely proven of the DCSA gateway standards.\u003c/p\u003e\u003cp\u003eFurther, choosing more than one network could be far more costly for carriers than agreeing on a single communication method, said Miller. “There’s not a single provider I know of that has deployed all three standards — cellular, BLE, and LoRa — on a single system because of the cost implications.”\u003c/p\u003e\u003ch2\u003eMutual benefits\u003c/h2\u003e\u003cp\u003eIn addition to better serving the demands of their reefer shipper customers, Miller argued that carriers’ expanding their cargo tracking and monitoring capabilities from “port-to-port to end-to-end” will also increase their profit margins.\u003c/p\u003e\u003cp\u003eOnce this remaining gap in cargo visibility at sea is addressed, the potential for true global supply chain visibility becomes more compelling, because network gateways are already installed and operating at cold storage facilities and on truck fleets across the world, he said.\u003c/p\u003e\u003cp\u003e“LoRa v1 is compatible in 163 countries,” Miller said, setting the stage for companies to “build a supply chain that is truly global and can communicate in near real time, as opposed to the way it is now, which is one technology here, another there, etc.”\u003c/p\u003e\u003cp\u003eA single LoRa gateway can communicate with 10,000 pallets at a time. “The velocity and the quality of the data coming through are consistent, while the analytics you can run are astounding,” Miller said. “It improves the metrics of supply chain optimization for any company.”\u003c/p\u003e\u003cp\u003eReefer container tracking devices today are primarily communicating data around air supply and return, but newer sensors offer the ability to watch more detailed metrics. “You could use the data to modify the temperature by micro degrees to increase compliance of the entire load,” Miller said. “This is something that hasn’t been available before.”\u003c/p\u003e\u003cp\u003eIn February, Globe Tracker announced the world’s first globally operational asset tag integrating the LoRaWAN protocol. \u003c/p\u003e\u003cp\u003eThe low-cost, multi-band, recyclable tag gives supply chain stakeholders more visibility than traditional trackers, given that the tag is designed to stay with the cargo as it moves from origin to final destination, rather than with the container. Miller said the sensor can also help with data requirements related to regulatory compliance and cargo insurance claims.\u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Lara Sowinski at \u003ca href=\"mailto:lsowinski@gmail.com\"\u003elsowinski@gmail.com\u003c/a\u003e.\u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Lara L. Sowinski, Cool Cargoes editor","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Existing ocean carrier visibility systems often omit data around the first and last mile of a given shipment’s movement. Photo credit: Shutterstock.com.","__typename":"Metadata"},"ModDate":"1721811984747","Taxonomy":{"MainCategory":[{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"JOC Staff","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1615559657000","TitlePlainText":"New devices, increased interoperability drive reefer tracking improvements","Published":true,"Redirects":[{"Path":"/article/new-devices-increased-interoperability-drive-reefer-tracking-improvements-5250679","__typename":"Redirect"},{"Path":"/article/new-devices-increased-interoperability-drive-reefer-tracking-improvements_20210312.html","__typename":"Redirect"},{"Path":"/international-logistics/cool-cargoes/new-devices-increased-interoperability-drive-reefer-tracking-improvements_20210312.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eShippers are increasingly able to gain visibility into in-transit freight, even for time- and/or temperature--sensitive cargo being carried in specialized refrigerated containers, courtesy of new technology.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Shippers are increasingly able to gain visibility into in-transit freight, even for time- and/or temperature--sensitive cargo being carried in specialized refrigerated containers, courtesy of new technology.","__typename":"Document"},{"Id":"5250687_JournalOfCommerce","Attachments":[{"FileName":"5250688_1.0.jpg","FileType":"FeatureImage","Title":"3670416_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eThere’s no disputing that port congestion along the US West Coast is hurting food importers and exporters, especially those whose goods are shipped via refrigerated (reefer) containers. Exceptionally strong import volumes from Asia; terminal slowdowns along the US West Coast, due in part to the COVID-19 pandemic’s impact on labor; tight trucking and cold storage capacity; chassis shortages; and problems repositioning reefer containers are causing significant disruption to perishables supply chains that is not expected to dissipate any time soon.\u003c/p\u003e\u003cp\u003eTerminal operators at the ports of Los Angeles and Long Beach don’t expect operations at the country’s busiest cargo gateway to return to normal until spring, and if US consumer demand continues to be focused on goods rather than services, those imports will continue to put pressure on the entire transportation network even beyond then.\u003c/p\u003e\u003cp\u003eRon Hildebrandt, vice president of global logistics for Seattle-based Trident Seafoods, said Trident has struggled to secure reefer containers for seafood exports from the United States.\u003c/p\u003e\u003cp\u003e“We’re competing with dry shippers for the use of non-operating reefers that are returning to the US,” Hildebrandt said during the virtual TPM21 conference.\u003c/p\u003e\u003cp\u003eOn top of trying to secure equipment, reefer rates “have escalated too,” he said, and shippers face further difficulties when boxes arrive at congested port terminals in China.\u003c/p\u003e\u003cp\u003eThe ports of Dalian and Qingdao in particular have been overwhelmed with import volumes, as a lack of reefer plugs and additional inspections of all packaged food imported to China under COVID-19 guidelines slow the processing and clearing of cargo. These inspections take place twice: when food shipments first reach a given Chinese port and again before they reach the warehouse.\u003c/p\u003e\u003cp\u003eChinese authorities have said the extra inspections are necessary to check for COVID-19 contamination, but with little evidence to suggest COVID-19 can be transmitted by packaged food products, some industry executives believe the inspections amount to non-tariff barriers to trade. In a Feb. 4 email to JOC.com, the US Department of Agriculture (USDA) reiterated that the agency is “not aware of any reports at this time of human illnesses that suggest COVID-19 can be transmitted by food or packaging.” \u003c/p\u003e\u003ch2\u003eInbound impacts\u003c/h2\u003e\u003cp\u003eOne customs broker based in Los Angeles whose customers include perishable food shippers said that US food importers face equally serious delays. However, buffering inventory levels isn’t enough to create sufficient elasticity in the global supply chain, especially when it comes to perishables.\u003c/p\u003e\u003cp\u003e“The [food] supply chain needs to run like an assembly line. If any part of it gets impacted, it really gums things up,” the customs broker said.\u003c/p\u003e\u003cp\u003eFresh produce imports are rotting on board vessels because those ships are unable to discharge containers at congested ports, and diverting containers to other ports would add costs and time, the broker said.\u003c/p\u003e\u003cp\u003eFor example, one customer, a food importer whose container was supposed to move from Los Angeles to Chicago via rail, opted to retrieve it directly from the port instead and ended up paying a hefty terminal handling charge. Not only was the perishable cargo compromised because it arrived late, but the container was also at the bottom of the stack.\u003c/p\u003e\u003cp\u003e“Some of the bigger importers have ‘free flow’ stacks at the terminals. But smaller importers are really at the mercy of the congestion at the terminals,” the broker said.\u003c/p\u003e\u003cp\u003eTimely cargo clearance is also difficult because of congestion at the Los Angeles–Long Beach port complex coupled with vessel rollovers.\u003c/p\u003e\u003cp\u003eIn late January, a record-breaking 60 vessels were anchored or holding outside the ports waiting for a berthing position, and although the vessel bottleneck has eased somewhat since then, terminal operators don’t expect cargo flow to return to normal until late spring.\u003c/p\u003e\u003cp\u003e“The vessel ETAs are moving all over the place, not only for freight arriving along the US West Coast, but the East Coast, too,” said the broker. “That means the ETAs for the containers are getting rolled as well. We’re seeing some ETAs being pushed out three or four weeks, and sometimes we’ll even see an ETA jump forward,” which potentially delays cargo clearances.\u003c/p\u003e\u003cp\u003eAdding to the complexity, some companies were hearing from their Chinese counterparts in early February that efforts would be made to keep some manufacturing moving during the Chinese New Year holiday. On the other hand, there were also reports that rising COVID-19 infection rates would cause some manufacturing to shut down for an entire month in order to curtail the virus’s spread.\u003c/p\u003e\u003ch2\u003eRethinking reefer strategy\u003c/h2\u003e\u003cp\u003ePerishable food shippers have been among those most severely affected by US port congestion, and they face an equally sobering reality in the near term, according to a senior industry executive.\u003c/p\u003e\u003cp\u003eFor starters, those shippers will likely be forced to continue paying the current ocean freight rates, which are roughly double the prevailing rate in years past, to get their reefer boxes moved, the executive said.\u003c/p\u003e\u003cp\u003e“Repositioning containers is very costly. Investing in reefer containers is costly, and so is operating a vessel and holding it at a port because of delays,” the executive said, adding that the elevated rates are “reasonable when you consider that shipping lines have struggled financially the past 15 years.” Unlike food shippers, beneficial cargo owners (BCOs) trading other types of perishable goods, such as certain electronics, pharmaceuticals, and health and beauty products, rarely balk at the rates, the executive said.\u003c/p\u003e\u003cp\u003eIn addition, “reefer BCOs must start working with adjusted and longer lead times.” Today’s software can help create more precise forecasts at least eight weeks out, the executive said.\u003c/p\u003e\u003cp\u003eBetter supply chain planning and understanding total cost of ownership, including wait times and demurrage and detention costs, are another area in which food shippers can improve, the industry executive said.\u003c/p\u003e\u003cp\u003eEven simple steps, like keeping carriers informed “when something is going to go off kilter,” and carriers reciprocating with advanced information when it’s available so BCOs can respond, can help both sides, said Ed Treacy, vice president of supply chain sustainability for the Produce Marketing Association.\u003c/p\u003e\u003cp\u003e“Communication is a two-way street,” Treacy told the TPM 2021 conference. “If you know, then let us know. That’s all we ask.”\u003c/p\u003e\u003ch2\u003eDiversifying ports\u003c/h2\u003e\u003cp\u003eAccording to the industry executive, US food exporters should explore using East and Gulf Coast ports for shipments destined for Asia, even though they typically rely on West Coast ports almost exclusively for those shipments. Transit times would be longer and costs would be slightly higher, but routing through alternative gateways would allow them to avoid the current delays through the West Coast.\u003c/p\u003e\u003cp\u003eThose delays have created an opportunity for specialized ports that support reefer cargo to play a more prominent role in diversified supply chain strategies.\u003c/p\u003e\u003cp\u003eGreg Borossay, principal, maritime business development at the Port of San Diego, said the port is ready to accommodate perishable food shippers that are looking to avoid congested gateways like the LA–Long Beach complex to its north. San Diego offers on-dock cold storage, on-dock Class I rail service via BNSF, and a new foreign trade zone at its Tenth Avenue Marine Terminal, which is attracting interest from perishable food exporters in Southern California’s Imperial Valley, located about 150 miles east of the port.\u003c/p\u003e\u003cp\u003eThe Port of San Diego already handles a regular service for fruit and vegetable producer Dole, which imports 750 to 800 containers a week, mostly bananas from Central and South America, and Borossay said the port has capacity to spare.\u003c/p\u003e\u003cp\u003e“We would be equipped to handle another ‘Dole-like’ service,” including services between the Port of San Diego and Southeast Asia, “or another coastal service that would be complementary to Dole,” he said. “We have the infrastructure and rail connections, along with a 42-foot draft at Tenth Avenue, so we can handle vessels up to 4,000 to 4,500 TEU.”\u003c/p\u003e\u003cp\u003eBorossay said he’s been monitoring the congestion in Los Angeles and Long Beach and the many vessels that remain anchored outside the port complex.\u003c/p\u003e\u003cp\u003e“There were easily four or more that we could probably handle,” he said. “And trust me, we’re talking to those folks.”\u003c/p\u003e\u003cp\u003eNotwithstanding the current operational challenges, US food exporters say they’re encouraged by strong demand in foreign markets for their products, including dairy, poultry, pork, and beef.\u003c/p\u003e\u003cp\u003e“Demand is steady or growing, depending on what part of the world you’re talking about,” Dan Halstrom, president and CEO of the US Meat Export Federation, said during TPM 2021.\u003c/p\u003e\u003cp\u003eRecord-high exports of beef and pork were shipped to China, Japan and Korea in 2020, and Halstrom expects another record-breaking year in 2021.\u003c/p\u003e\u003cp\u003eStill, Halstrom warned that even a delay of “a day or two — not to mention one or two weeks — is a deal-breaker in terms of quality for our customers all over the world.”\u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Lara L. Sowinski at \u003ca href=\"mailto:lsowinski@gmail.com\"\u003elsowinski@gmail.com\u003c/a\u003e.\u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Lara L. Sowinski, Cool Cargoes editor","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Reefer rates are rising even as shippers struggle to secure containers due to a global box shortage and port congestion in the United States. Photo credit: Shutterstock.com.","__typename":"Metadata"},"ModDate":"1721812014380","Taxonomy":{"MainCategory":[{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"JOC Staff","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1614960192000","TitlePlainText":"Reefer shippers facing higher rates, equipment constraints beyond 2021","Published":true,"Redirects":[{"Path":"/article/reefer-shippers-facing-higher-rates-equipment-constraints-beyond-2021-5250687","__typename":"Redirect"},{"Path":"/article/reefer-shippers-facing-higher-rates-equipment-constraints-beyond-2021_20210305.html","__typename":"Redirect"},{"Path":"/international-logistics/cool-cargoes/reefer-shippers-facing-higher-rates-equipment-constraints-beyond-2021_20210305.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eSustained strong import volumes from Asia and tight capacity have forced perishable food importers and exporters to compete with dry goods shippers for space and equipment.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Sustained strong import volumes from Asia and tight capacity have forced perishable food importers and exporters to compete with dry goods shippers for space and equipment.","__typename":"Document"},{"Id":"5250659_JournalOfCommerce","Attachments":[{"FileName":"5250660_1.0.jpg","FileType":"FeatureImage","Title":"3670736_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eChinese testing of food imports for COVID-19 contamination in China is adding cargo clearance delays of up to two weeks, risking missed deliveries and even spoiling if the refrigerated supply chain is broken. \u003c/p\u003e\u003cp\u003eThe Chinese government last summer began testing all food imports after blaming a COVID-19 outbreak in Beijing on foreign meat imports. Additional scrutiny is also being given to seafood imports through major seafood hubs such as Dalian and Qingdao.\u003c/p\u003e\u003cp\u003e“COVID-caused closures and slowdowns at key northern Chinese seafood processing ports continue to add costs for producers and complicate the process of getting seafood to market,” consulting firm McKinley Research Group said in a recent report prepared on behalf of the Alaska Seafood Marketing Institute. “Import delays started last summer as Chinese authorities imposed strict COVID-19 inspection and sanitization protocols for imported frozen foods, including fish.”\u003c/p\u003e\u003cp\u003eThe report said the additional “inspection and sanitation policies [have] transformed a customs process that used to take days into one that takes weeks or months,” citing one example in which a shipper loaded cargo for export in September but was still awaiting clearance in Dalian in January.\u003c/p\u003e\u003cp\u003eTensions between China and its trading partners escalated during a November World Trade Organization (WTO) meeting in which Canada challenged China’s nucleic acid tests on imported food as an “unjustified trade restriction” and urged China to discontinue the tests. The United States, Australia, Brazil, Mexico, and the United Kingdom were among the countries supporting Canada in its call for China to end the additional testing.\u003c/p\u003e\u003cp\u003eSince then, the US trade community has increasingly accused Beijing of using the COVID-19 testing, inspections, and documentation requirements as a non-tariff trade barrier. But because China has suspended a variety of foods from multiple countries, it does not appear that a single country or commodity is being targeted, and because the actions are purportedly aimed at protecting human and health and safety, it would be difficult to prove any alleged ulterior motives.\u003c/p\u003e\u003ch2\u003eUnequal treatment?\u003c/h2\u003e\u003cp\u003eThe United Nations Conference on Trade and Development (UNCTAD) has acknowledged that non-tariff trade barriers can be legitimate, particularly when they take the form of “technical regulations, such as sanitary and phytosanitary requirements on food.”\u003c/p\u003e\u003cp\u003eHowever, if there is one set of standards for the domestic food supply, but stricter standards for imported foods, then that could violate requirements to provide similar treatment to imported and domestic goods, explained Michael Taylor, partner at international law firm King and Spalding.\u003c/p\u003e\u003cp\u003eFor example, some US food exporters have reported “double inspections,” with cargo checked for the coronavirus disease 2019 (COVID-19) once at the port of arrival and then a second time before it is received at the distribution center or warehouse, according to Ron Hildebrandt, vice president of global logistics for Trident Seafoods.\u003c/p\u003e\u003cp\u003eA Houston-based seafood importer and exporter that does business primarily with South Korea and China told JOC.com it suspended direct exports to China several months ago because the inspections had become so onerous.\u003c/p\u003e\u003cp\u003e“We’re continuing to sell to Korea, which is a big market for us,” the seafood shipper said, adding that while some of the company’s products are consumed in the Korean market, some are actually reexported to China because Korean exports aren’t subject to the same scrutiny as those from the US.\u003c/p\u003e\u003cp\u003eGavin Gibbon, vice president of communications for the National Fisheries Institute, the largest seafood association in the US, said Chinese demand for live lobsters from the US virtually disappeared after the onset of the pandemic last year, but imports of live lobsters from Canada continued unabated.\u003c/p\u003e\u003cp\u003e“The Canadian live lobster market is in a boom, and the US market is in a bust,” said Gibbons, noting that the US and Canada have similar rules and regulations for the harvesting and safe transportation of live lobsters.\u003c/p\u003e\u003cp\u003eChina’s state media continues to promote statements from the China National Center for Food Safety Risk Assessment that COVID-19 can be spread by contact with food packaging, something with which the US government disagrees.\u003c/p\u003e\u003cp\u003eIn a Feb. 18 statement, the US Department of Agriculture (USDA) “underscored” the position of both the USDA and the US Food and Drug Administration that “there is no credible evidence of food or food packaging associated with or as a likely source of” COVID-19 transmission. “While there are relatively few reports of the virus being detected on food and packaging, most studies focus primarily on the detection of the virus’ genetic fingerprint rather than evidence of transmission of virus resulting in human infection.”\u003c/p\u003e\u003cp\u003eIn an effort to improve management and coordination of all the country’s food imports, China recently rolled out a national track-and-trace platform that receives data from nine provinces and municipalities that serve as gateways for more than 90 percent of cold chain food imported into the country. \u003c/p\u003e\u003cp\u003eThe platform gathers information such as customs clearances, cargo origin and final destination, food safety documentation, and logistics providers along the supply chain.\u003c/p\u003e\u003cp\u003eBeijing recently expanded its specific tracking and tracing requirements from frozen meat and seafood to include dairy, fruit, vegetables, grain products, and desserts and beverages, with a goal of providing traceability for all imported foods.\u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Lara L. Sowinski at \u003ca href=\"mailto:lsowinski@gmail.com\"\u003elsowinski@gmail.com\u003c/a\u003e.\u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Lara L. Sowinski","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Beijing recently expanded its specific tracking and tracing requirements from frozen meat and seafood to include dairy, fruit, vegetables, grain products, and desserts and beverages. Photo credit: Shutterstock.com.","__typename":"Metadata"},"ModDate":"1721811911687","Taxonomy":{"MainCategory":[{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"JOC Staff","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1614105846000","TitlePlainText":"COVID-19 testing delays Chinese imports of US perishables","Published":true,"Redirects":[{"Path":"/article/covid-19-testing-delays-chinese-imports-of-us-perishables-5250659","__typename":"Redirect"},{"Path":"/international-logistics/cool-cargoes/covid-19-testing-delays-chinese-imports-us-perishables_20210223.html","__typename":"Redirect"},{"Path":"/article/covid-19-testing-delays-chinese-imports-us-perishables_20210223.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eUS seafood exporters are among the hardest hit by stricter COVID-19 testing requirements in China that some shippers have decried as non-tariff trade barriers.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"US seafood exporters are among the hardest hit by stricter COVID-19 testing requirements in China that some shippers have decried as non-tariff trade barriers.","__typename":"Document"},{"Id":"5251152_JournalOfCommerce","Attachments":[{"FileName":"5251153_1.0.jpg","FileType":"FeatureImage","Title":"3657236_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eLogistics managers cheering the release and delivery of the first COVID-19 vaccines in the United States are also bracing for disruption the massive healthcare logistics campaign may or may not bring to their supply chains in 2021, as more and more capacity is needed to move vaccines.\u003c/p\u003e\u003cp\u003eIn a normal freight market, the loss of the capacity needed to move 300 million doses — the amount purchased to date by the US from Pfizer and BioNTech and Moderna — might not be missed by others. But this is not a normal freight market. Capacity is tight everywhere.\u003c/p\u003e\u003cp\u003e“The vaccines are going to take priority over everything else,” John Janson, global logistics director for apparel shipper SanMar, said during a \u003ca href=\"https://www.joc.com/trucking-logistics/truckload-freight/shippers-facing-%E2%80%98different-game%E2%80%99-2021-freight-costs-rise_20201215.html\"\u003ewebinar\u003c/a\u003e Tuesday. “If you’re a next-day air shipper, that’s going to be a problem over the next several weeks and months.”\u003c/p\u003e\u003cp\u003eIt may not be as big a problem — or a problem at all — for US truck shippers, but even dry-van truckload shippers could see an impact. President of truckload carrier CFI Greg Orr noted that it is not just vaccines that must be delivered, but also all the supplies and products needed to vaccinate more than 300 million US citizens.\u003c/p\u003e\u003cp\u003e“We recently shipped 30 odd truckloads of syringes across the US, to have them in place,” Orr said in an interview Friday. “And beyond syringes, there’s gauze and alcohol swabs and band-aids.” Those goods take up space, but get less attention than vaccines.\u003c/p\u003e\u003cp\u003e“They’re not part of Operation Warp Speed,” the US federal government’s plan to deliver 300 million COVID-19 vaccine doses, enough to vaccinate 150 million citizens, “and they’ll flow through the supply chain with less recognition,” said Orr. “But there’s still a lot of planning and preparation” that must be done before millions of people get the shot.\u003c/p\u003e\u003cp\u003eHundreds of millions of additional syringes and other supplies have to be manufactured and shipped. Dry ice and refrigeration equipment will have to be manufactured and shipped. Different vaccines will have different transportation requirements, and go to different locations.\u003c/p\u003e\u003cp\u003eThe extremely temperature-sensitive Pfizer/BioNTech vaccine, for example, is more likely to go to hospitals, while the Moderna vaccine, which will be easier to ship and store, may go to locations such as firehouses or clinics, Rock Magnan, president of RK Logistics Group in Fremont, California, told JOC.com.\u003c/p\u003e\u003cp\u003e“My wife, who works in a hospital, is getting the Pfizer vaccine,” said Magnan. “My son, who is a first-responder paramedic, will get the Moderna vaccine,” which may be approved as early as Friday. “We’ll see different distribution and storage situations for different vaccines.” \u003c/p\u003e\u003ch2\u003ePharmaceutical squeeze ahead\u003c/h2\u003e\u003cp\u003eThe complexity and scale of the distribution challenge may lead to unexpected complications that could have a knock-on effect on shippers who are far removed from the pharmaceutical and refrigerated supply chains that will bear the brunt of any disruption, logistics experts say.\u003c/p\u003e\u003cp\u003e“We’re just getting started,” said chief growth officer at SEKO Logistics Brian Bourke. “We’re only talking 20 million doses this month [December]. By April, that scale may get up to 100 million or more per month.” The larger the scale, the more opportunity for disruption.\u003c/p\u003e\u003cp\u003eBut Bourke and other logistics specialists do not anticipate that much disruption, nothing on the scale caused by COVID-19, for example, or by the extraordinary restocking effort that has imports pouring into US ports in December and forecasts for high first-quarter demand.\u003c/p\u003e\u003cp\u003e“Trucking companies are shutting their doors right now, not because they’re closing down but because they can’t take any more freight,” Bourke said Friday. “We don’t expect the same [domestic] pressures and issues when the vaccine rollout is at full strength” in 2021.\u003c/p\u003e\u003cp\u003e“Your large consumer brands won’t see an impact,” J.J. Lewis, vice president of enterprise sales at GlobalTranz, told JOC.com. “The shippers that participate in the pharmaceutical world, the high-value reefer cargo shippers, they’re the ones who will see the impact.”\u003c/p\u003e\u003cp\u003eLewis said it is not that those businesses will not be able to move their goods. They will just have to pay more and cope with delays. “If you’re in those sectors, you may want to get out in front of this, because in the next six months, the capacity is going to go to COVID-19 vaccines.”\u003c/p\u003e\u003cp\u003e“The vaccines will bump things down the whole pharma supply chain,” said Magnan, whose company is not handling vaccines but does have a cold-chain business. The pharmaceutical supply chain, he warned, “isn’t one that can be easily expanded in the short term.”\u003c/p\u003e\u003cp\u003eOthers see potential for a broader impact. “The vaccine is going to test the market,” said Mike Regan, chief relationship officer at transportation technology provider TranzAct Technologies and chairman of the advocacy committee for the NASSTRAC shipper organization.\u003c/p\u003e\u003cp\u003e“Ideally, January and February would be slow months, and we’d have more capacity in the market.” That is doubtful in 2021, however.\u003c/p\u003e\u003cp\u003e“The ocean carriers have said this peak will continue through at least February,” said Regan. Importers, working to meet high demand, are bringing as much inventory into the US as early as possible, to ensure “they will be able to keep their supply chains running,” he said.\u003c/p\u003e\u003cp\u003e“Now, add to that the challenges of distributing the COVID-19 vaccines,” which resemble those posed by recoveries from natural disasters, said Regan. “I don’t think a lot of people have built this into their transportation scenario planning models for 2021.”\u003c/p\u003e\u003cp\u003e“We’re talking about 720 million doses being distributed between January and June and that’s a monumental task,” president of transportation research firm SJ Consulting Group Satish Jindel said. He believes less-than-truckload (LTL) carriers will pick up some last-mile vaccine loads.\u003c/p\u003e\u003cp\u003e“You’re going to have shipments with thousands of doses on a pallet or two going to hospitals, and I think that will more likely be LTL than truckload,” he said. He envisions truckload being used in the first mile, then airlines for the main haul, and LTL or parcel for last-mile delivery.\u003c/p\u003e\u003cp\u003eJindel agreed with Magnan that vaccine distribution “will come at an expense where other shipments are likely to be pushed aside. Shippers, other than the federal government, need to be prepared to pay a high price for everything for the next six months. Every carrier will want to handle the vaccine.”\u003c/p\u003e\u003cp\u003eThat will create opportunities, Jindel believes, for other freight to be pushed into the spot market, or to other modes, where shippers may be forced to pay a premium to have it delivered.\u003c/p\u003e\u003ch2\u003eSpillover to passenger airlines\u003c/h2\u003e\u003cp\u003eAs vaccine distribution gains traction, domestic and international air freight will play a significant role. According to Seabury Consulting, between 11 billion and 15 billion doses will be needed worldwide. DHL estimates the need for about 200,000 pallets, 15 million cooling boxes, and 15,000 flights to deliver those doses.\u003c/p\u003e\u003cp\u003e“It [vaccines] goes on the plane first, it comes off the plane first,” president of the Americas at FedEx Express Richard Smith said in Dec. 10 testimony to the US Senate Subcommittee on Transportation and Safety. Whether there will be enough capacity for other freight is a concern.\u003c/p\u003e\u003cp\u003e“Cargo bellies of passenger airlines will be important in not only the distribution of COVID-19 vaccines but also to handle capacity overflows from other airlines and other modes,” executive director of the Airforwarders Association Brandon Fried told JOC.com Wednesday.\u003c/p\u003e\u003cp\u003eAccording to Fried, the biggest benefit of using passenger airlines is the redundancy in flight scheduling. “If your freight is bumped from the 10 p.m. flight for example, chances are good there’s a midnight flight for the same destination, so little, if any delays in final delivery,” he said.\u003c/p\u003e\u003cp\u003eBourke said domestic air freight is one of the few modes where there is any “slack” in capacity. “We’re at 60 percent of pre-COVID capacity rather than 10 percent,” the international level, he said. “There will be a surge in demand for international air freight and that will have an impact.”\u003c/p\u003e\u003cp\u003eInternational air demand for vaccine distribution will see the biggest ramp-up as passenger airlines add capacity on routes that are not met by FedEx and UPS. However, even domestically, airlines such as Delta, United, and American likely could pick up overflow volumes.\u003c/p\u003e\u003cp\u003e\"UPS has spent many weeks designing the supply routes for these vaccines. Capacity has been reserved in our air network, operating hubs, and ground operations,” Wes Wheeler, president of UPS Healthcare, told the Senate Subcommittee on Transportation and Safety Dec. 10.\u003c/p\u003e\u003cp\u003ePassenger airlines could also gain additional volumes from the consumer goods sector. “There also could be capacity shifts from truck to domestic air because of potential weather-related bottlenecks and trucking’s focus on manufacturer customers’ needs,” Fried told JOC.com.\u003c/p\u003e\u003ch2\u003eA ‘small arena’ of truckers\u003c/h2\u003e\u003cp\u003eThe number of trucking companies involved in shipping COVID-19 vaccines initially will be small. “These are companies with defense contracts, specialized equipment, and tracking technology,” said GlobalTranz’s Lewis. “The government isn’t just putting out a bid for all this.”\u003c/p\u003e\u003cp\u003eBoyle Transportation, one of the carriers distributing vaccines, “serves the military and government sector as well as the healthcare sector, so we’re used to very strict standards,” co-president Andrew Boyle told Mark Willis of Sirus XM’s Road Dog Trucking Radio program.\u003c/p\u003e\u003cp\u003eHauling the first load of vaccines from a Pfizer facility in Michigan “was almost like being in a space shuttle launch,” said Boyle. “The execution is going to fall on a lot of people in the blue-collar logistics sector. People working loading docks, truck drivers, pilots, and package sorters.”\u003c/p\u003e\u003cp\u003eBut these are also people trained to handle sensitive medical equipment and products, training and skills the average truck driver does not have or need. “Most shippers aren’t using these carriers,” said Lewis. “It’s a small arena of carriers that can participate in this.”\u003c/p\u003e\u003cp\u003eThat arena may expand if additional vaccines do not require extreme refrigeration. “There may be demand for more traditional carriers then, and that could affect more traditional shippers,” said Bourke. “But it won’t compare with the rush that’s happening right now.”\u003c/p\u003e\u003cp\u003eStill, shippers are likely to see higher rates, CFI’s Orr said. “There’s quite a few carriers playing the spot market more often now. If they have a choice to haul a load that can bring them some recognition, they’ll take that even if they need to reject a couple of existing customers.”\u003c/p\u003e\u003cp\u003eShippers need to take these possibilities into account when budgeting for 2021, multiple sources said, even if they believe their distance from the vaccine supply chain inoculates them against potential disruption. They should remember how often they were surprised in 2020.\u003c/p\u003e\u003cp\u003e\u003ci\u003eContact William B. Cassidy at \u003ca href=\"mailto:bill.cassidy@ihsmarkit.com\"\u003ebill.cassidy@ihsmarkit.com\u003c/a\u003e and follow him on Twitter: \u003ca href=\"https://www.twitter.com/willbcassidy\"\u003e@willbcassidy\u003c/a\u003e.\u003c/i\u003e\u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Cathy Morrow Roberson at \u003ca href=\"mailto:Cathy.Morrowroberso@ihsmarkit.com\"\u003eCathy.Morrowroberso@ihsmarkit.com\u003c/a\u003e and follow her on Twitter: \u003ca href=\"https://twitter.com/cmroberson06?lang=en\"\u003e@cmroberson06\u003c/a\u003e.\u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"William B. Cassidy, Senior Editor, and Cathy Morrow Roberson, Senior Contributor","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"The potential for supply-chain disruptions will increase alongside the scale of the COVID-19 vaccine distribution effort, logistics executives say. Photo credit: Shutterstock.com.","__typename":"Metadata"},"ModDate":"1721813787363","Taxonomy":{"MainCategory":[{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"3","Name":"Air Cargo","Redirects":[{"Path":"/air-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"11","Name":"Trucking News","Redirects":[{"Path":"/surface/trucking-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"14","Name":"Air Cargo Carriers News","Redirects":[{"Path":"/air-cargo/air-cargo-carriers-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"William B. Cassidy, Senior Editor","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1608330914000","TitlePlainText":"Vaccine demand to stress but not soak up capacity, say transport executives","Published":true,"Redirects":[{"Path":"/article/vaccine-demand-to-stress-but-not-soak-up-capacity-say-transport-executives-5251152","__typename":"Redirect"},{"Path":"/international-logistics/cool-cargoes/vaccine-demand-stress-not-soak-capacity-say-transport-executives_20201218.html","__typename":"Redirect"},{"Path":"/article/vaccine-demand-stress-not-soak-capacity-say-transport-executives_20201218.html","__typename":"Redirect"},{"Path":"/vaccine-demand-stress-not-soak-capacity-say-transport-executives_20201218.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThere’s debate about how much of a knock-on effect COVID-19 vaccine distribution could have on other types of cargoes, but US shippers are cautioned to plan for some disruption.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"There’s debate about how much of a knock-on effect COVID-19 vaccine distribution could have on other types of cargoes, but US shippers are cautioned to plan for some disruption.","__typename":"Document"},{"Id":"5251408_JournalOfCommerce","Attachments":[{"FileName":"5251409_1.0.jpg","FileType":"FeatureImage","Title":"3646891_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eThis past spring, while global trade flows dropped significantly as a result of the coronavirus disease 2019 (COVID-19) pandemic, refrigerated ocean cargo defied the downward trend and remains on track for continued growth this year. \u003c/p\u003e\u003cp\u003e“The reefer sector has shown amazing resilience,” Bill Duggan, North American cold chain advisor at Eskesen Advisory, said during the recent JOC webinar, “\u003ca href=\"https://www.joc.com/webcasts\"\u003eCool Cargoes: Global Trends, Risks, and Opportunities.\u003c/a\u003e” \u003c/p\u003e\u003cp\u003eFrom January to July 2020, global reefer trade was up slightly over 4 percent, according to PIERS, a sister comapny of JOC.com within IHS Markit. The “star performer” driving that growth is China, said Duggan. “China has actually overtaken the US as the number one global importer of frozen and fresh food, with imports up over 40 percent this year versus 2019.”\u003c/p\u003e\u003cp\u003eThe US is the top supplier of perishable food to China, with exports up 146 percent thus far for 2020. Other countries are also posting record growth of perishable food exports to China, including Thailand (+97 percent), Spain (+92 percent), Brazil (+88 percent), Chile (+35 percent), and Vietnam (+27 percent).\u003c/p\u003e\u003cp\u003ePork is the leading commodity fueling China’s perishables imports. The African swine flu outbreak in 2018-19 decimated China’s domestic pork production. Although domestic production is coming back, China must continue to source pork from other countries, said Duggan.\u003c/p\u003e\u003cp\u003e“China consumes 50 percent of the world’s pork. But they only produce about 30 percent of what they consume,” he said.\u003c/p\u003e\u003cp\u003eMuch of China’s domestic production comes from small farmers, which can affect reliability, food safety, and quality. Combined with rising demand from a growing middle class, China’s pork and poultry consumption are also on the rise.\u003c/p\u003e\u003cp\u003eFellow webinar panelist Elena Asher, assistant director of export logistics at Dairy Farmers of America (DFA), a co-op that ranks as the third-largest global dairy company and exports a wide range of dairy products to Asia, Central and South America, the Middle East, and other global regions, said dairy exports remain strong due to several factors.\u003c/p\u003e\u003cp\u003eThe pandemic increased food insecurity in many countries, she said, while some of DFA’s customers are ordering more inventory to hedge against potential supply chain disruptions and bottlenecks. \u003c/p\u003e\u003cp\u003ePreviously, most of DFA’s exports moved in dry containers. But, increased global demand for cheese is boosting the organization’s use of reefer containers.\u003c/p\u003e\u003cp\u003e“Cheese has really taken off,” she said. \u003c/p\u003e\u003ch2\u003eEquipment, scheduling challenges\u003c/h2\u003e\u003cp\u003eNonetheless, the DFA has experienced challenges with reefer equipment and scheduling. It’s particularly frustrating because the DFA is a “reliable exporter” that strives to provide accurate and timely communication and forecasts to carrier partners on various trade lanes, said Asher. \u003c/p\u003e\u003cp\u003e“We may have peaks and valleys, but when we make a booking, we’re going to move on that, we’re not going to cancel,” she said.\u003c/p\u003e\u003cp\u003eThe “lack of accountability” that carriers sometimes exhibit is concerning when it comes to time- and temperature-sensitive cargo, she added. \u003c/p\u003e\u003cp\u003eA recent example she cited involved refrigerated product that was pulled from the warehouse and staged on the dock awaiting drayage to the port. The trucker was dispatched to the terminal to pick up the reefer containers, but they weren’t available because the gensets were “across town,” according to the carrier.\u003c/p\u003e\u003cp\u003e“It really feels like the carriers don’t have good visibility [on their reefer equipment],” said Asher. \u003c/p\u003e\u003cp\u003eIn defense of the carriers, Duggan said beneficial cargo owners (BCOs) need to do their part when it comes to meeting expectations around service. In short, “People have to pay,” he said, especially in the current environment where reefer capacity is stretched to the limit.\u003c/p\u003e\u003cp\u003eAsher agreed. “We are very conscientious about spreading ourselves too thin and not being relevant with our carrier partners,” she said. “In addition, we never want to be a shipper that chases rates to the bottom. That’s not good, and it doesn’t come with the assurance of equipment and capacity that the DFA requires.”\u003c/p\u003e\u003cp\u003eIn response to the service incident she described, Asher said the DFA engaged in “several conversations with a few of our carrier partners,” that resulted in contract amendments for several trade lanes.\u003c/p\u003e\u003cp\u003eMeanwhile, the resiliency of the global reefer market is powering the manufacturing of new units to provide much-needed capacity.\u003c/p\u003e\u003cp\u003eDuggan said production of new reefer containers, the vast majority of which are 40-foot high cubes, is forecast to reach 145,000 units (roughly 290,000 TEU) this year, the second-highest level over the past decade. In 2011, production hit a high of 152,500 units (305,000 TEU); the lowest number was 80,000 units (160,000 TEU) in 2016.\u003c/p\u003e\u003cp\u003eThe conversion of breakbulk to containerized cargo continues to put the squeeze on reefer capacity. In terms of market share, breakbulk now stands at about 12 percent compared with 88 percent for containerized reefer cargo. At the same time, the global reefer market continues to experience “organic growth,” said Duggan. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Lara L. Sowinski at \u003ca href=\"mailto:lsowinski@gmail.com\"\u003elsowinski@gmail.com\u003c/a\u003e.\u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Lara L. Sowinski, Cool Cargoes editor","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"The US is the top supplier of perishable food to China, with exports up 146 percent thus far in 2020. Photo credit: Shutterstock.com.","__typename":"Metadata"},"ModDate":"1721814674640","Taxonomy":{"MainCategory":[{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"JOC Staff","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1605631410000","TitlePlainText":"Reefer market resiliency defies broader COVID-19 impact","Published":true,"Redirects":[{"Path":"/article/reefer-market-resiliency-defies-broader-covid-19-impact-5251408","__typename":"Redirect"},{"Path":"/article/reefer-market-resiliency-defies-broader-covid-19-impact_20201117.html","__typename":"Redirect"},{"Path":"/international-logistics/cool-cargoes/reefer-market-resiliency-defies-broader-covid-19-impact_20201117.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe pandemic has increased food insecurity in many countries, while some buyers ordering more inventory to hedge against potential supply chain disruptions and bottlenecks. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The pandemic has increased food insecurity in many countries, while some buyers ordering more inventory to hedge against potential supply chain disruptions and bottlenecks.","__typename":"Document"},{"Id":"5193403_JournalOfCommerce","Attachments":[{"FileName":"5193420_1.0.jpg","FileType":"FeatureImage","Title":"3645956_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eIndia will likely face an elephantine logistics challenge regarding distribution of a COVID-19 vaccine when the time comes, given its vast population and geographical size combined with other historical pain points.\u003c/p\u003e\u003cp\u003eSensing such scalability and sensitivity factors, a handful of domestic niche cold chain solutions providers have already trained their sights on what could be a tough, but lucrative, market for them.\u003c/p\u003e\u003cp\u003eLeading that “vaccine midwifery” pack is Bangalore-headquartered Snowman Logistics, part of inland logistics leader Gateway Distriparks. Snowman runs 31 temperature-controlled warehousing facilities across 15 locations in the country, offering a combined capacity of 108,375 pallets, and has a fleet of about 300 refrigerated trucks. \u003c/p\u003e\u003cp\u003eSnowman CEO Sunil Nair told JOC.com the company remains fully aligned with the dynamics of handling temperature-controlled vaccines and is concentrating on collaborating with other cold storage managers to explore the idea of a need-based pool model for deeper access through the interior.\u003c/p\u003e\u003cp\u003e“We are already managing vaccine distribution of influenza/swine flu and typhoid,” Nair said. “This experience of ours will come handy while managing COVID-19 vaccine storage and distribution.” \u003c/p\u003e\u003cp\u003eHe noted with about 10,000 pallets and 200 trucks planned to be reserved, Snowman has the capability to handle 70 million vaccine doses at present and can significantly expand capacity over a short period to meet evolving domestic and global demands. “Our technology and process are the best in class and can be used for 24-7 tracking of temperature, whether the product is in our cold storage or in trucks on road,” Nair added.\u003c/p\u003e\u003cp\u003eArmed with 120 temperature-controlled vehicles operating in both primary and secondary routes, Gati Kausar is another notable cold chain player looking to target COVID-19 vaccine logistics activity.\u003c/p\u003e\u003cp\u003e“Gati Kausar has initiated a dialogue with the government and expressed its readiness to collaborate with industry peers and partners in the logistics domain to ensure the safe delivery of the COVID-19 vaccine within stipulated timelines and compliance parameters,” Bala Aghoramurthy, the company’s deputy managing director, told JOC.com.\u003c/p\u003e\u003cp\u003eHe said the company intends to unveil a more robust operational strategy early next year, keeping a closer eye on the vaccine development. “Strong connectivity and improved linkages in the rural and urban areas of the country equip us with the competencies to ensure that risks associated with delays in vaccine deliveries are effectively managed and mitigated,” Aghoramurthy said.\u003c/p\u003e\u003ch2\u003eMaersk inked vaccine logistics deal\u003c/h2\u003e\u003cp\u003eOther Indian cold chain specialists reportedly betting on the COVID-19 vaccine logistics play include ColdEX, ColdStar, and JWL.\u003c/p\u003e\u003cp\u003eIn addition, Maersk, close on the heels of inking a global logistics deal with US-based COVID-19 vaccine candidate COVAXX, seems poised to seize the new opportunity out of India, touting its strong expertise in integrated reefer transportation along with smartphone app “Captain Peter.”\u003c/p\u003e\u003cp\u003e“Vaccines, being sensitive cargo, require to be transported under defined atmospheric conditions such as specific temperate and humidity levels,” Maersk (India) told JOC.com. “This [expertise] not only provides excellent visibility, but also instills a great deal of confidence in our customers’ mind while moving their cargo with us.”\u003c/p\u003e\u003cp\u003e\u003ci\u003eBency Mathew can be contacted at \u003ca href=\"mailto:bencyvmathew@gmail.com\"\u003ebencyvmathew@gmail.com\u003c/a\u003e.\u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Bency Mathew, Special India Correspondent","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Maersk recently signed a global logistics deal with US-based COVID-19 vaccine candidate COVAXX. Photo credit: Maersk (India)","__typename":"Metadata"},"ModDate":"1721815102353","Taxonomy":{"MainCategory":[{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"JOC Staff","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1603987404000","TitlePlainText":"Indian cold chain players gear up for COVID-19 vaccine challenges","Published":true,"Redirects":[{"Path":"/article/indian-cold-chain-players-gear-up-for-covid-19-vaccine-challenges-5193403","__typename":"Redirect"},{"Path":"/international-logistics/cool-cargoes/indian-cold-chain-players-gear-covid-19-vaccine-challenges_20201029.html","__typename":"Redirect"},{"Path":"/article/indian-cold-chain-players-gear-covid-19-vaccine-challenges_20201029.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eSensing potential scalability factors, a handful of Indian domestic cold chain solutions providers have already trained their sights on what could be a tough, but lucrative, market for them.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Sensing potential scalability factors, a handful of Indian domestic cold chain solutions providers have already trained their sights on what could be a tough, but lucrative, market for them.","__typename":"Document"},{"Id":"5196644_JournalOfCommerce","Attachments":[{"FileName":"5196651_1.0.jpg","FileType":"FeatureImage","Title":"3643636_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eThe abrupt closure of restaurants and schools, along with the dramatic halt to leisure and business travel since the start of the COVID-19 crisis, has wiped out a significant portion of the foodservice sector’s business seemingly overnight. \u003c/p\u003e\u003cp\u003e“It’s been tough,” acknowledged Meghan Cieslak, director of communications and marketing for the International Foodservice Distributors Association (IFDA). “We estimate that industry-wide, we’ll be down approximately 35 percent by the end of the year. That’s a $110 billion loss of sales.”\u003c/p\u003e\u003cp\u003eWhile much of the wholesale and institutional business remains depressed, foodservice distributors are finding new opportunities to add value to the food supply chain.\u003c/p\u003e\u003cp\u003e“We have helped our restaurant customers pivot to new selling models, which includes helping them with pop-up shops in the front of their dining rooms and provides additional revenue streams for these customers,” Kevin Hourican, CEO of food and equipment wholesaler Sysco, said during an Aug. 11 earnings call. \u003c/p\u003e\u003cp\u003eHourican said “restaurant marketplaces” — restaurants selling products directly to consumers via their website — have become extremely popular in major metropolitan areas such as New York City and San Francisco because they allow people to buy basic items without a trip to a potentially crowded grocery store.\u003c/p\u003e\u003cp\u003eOver 16,000 of Sysco’s restaurant customers have set up such marketplaces, and those restaurants “are performing over 20 percent better to the prior year than those who have not engaged” in this market segment, Hourican said.\u003c/p\u003e\u003cp\u003eSysco has also seen increased demand for assistance with “alternative reopening plans such as patio extensions and outdoor dining options,” as well as launching websites, finding delivery partners, designing takeout menus, and even getting “much needed to-go containers to support a delivery model,” he added.\u003c/p\u003e\u003cp\u003eEqually importantly, the foodservice distributor is supplying products for cleaning, sanitation, and personal protection to help keep employees and diners safe, moves Hourican said will help Sysco retain customers and attract new ones “in the independent restaurant space well beyond the pandemic.” The company said it gained $1 billion annualized of new business during the crisis.\u003c/p\u003e\u003cp\u003eMeanwhile, Sysco is working on becoming a more digitally enabled company, he added, which includes improving its digital order platform to increase sales and customer retention while providing a better user experience. \u003c/p\u003e\u003cp\u003eHourican said Sysco’s customer closures are less than the industry average, “illustrating the value that we can bring to our customers through value-added services and advice.”\u003c/p\u003e\u003ch2\u003eCold storage a hot commodity\u003c/h2\u003e\u003cp\u003eComplicating matters for food distributors and their customers, demand for cold storage, which was already high prior to the COVID-19 pandemic, continues to grow unabated.\u003c/p\u003e\u003cp\u003eAccording to an April report from commercial real estate firm CBRE, an additional 75 million to 100 million square feet of freezer and cooler space is needed to meet booming demand for direct-to-consumer and buy-online/pick-up-in-store services, a trend that has been accelerated by the COVID-19 pandemic.\u003c/p\u003e\u003cp\u003eMatt Ott, president and CEO of the Global Cold Chain Alliance (GCCA), a group of industry associations representing temperature-controlled supply chain service providers, said the international cold chain continues to evolve and adapt to changes in food transportation, “both from a producer and consumer perspective.”\u003c/p\u003e\u003cp\u003eThe days of a refrigerated warehouse being viewed simply as a “cold box” have long since passed, he said. “Now, third-party logistics companies are working with their customers to become full supply chain solutions with a wide variety of value-added services, including an increasing number of our members becoming engaged in direct-to-consumer and e-commerce activities.”\u003c/p\u003e\u003cp\u003eAccording to Ott, this shift in strategy predates COVID-19, “so when the pandemic hit, the cold chain industry was well-positioned to work with supply chain partners to ensure there was a reliable, safe, and high-quality food supply. While there were some short-term disruptions, largely due to a surge of demand in grocery stores, the food supply chain showed great strength and resilience,” he said.\u003c/p\u003e\u003cp\u003ePrior to the pandemic, consumer food spending was split approximately in half between the grocery and foodservice segments, but the pandemic altered that split, causing a significant shift from foodservice to grocery, Ott said. “As we work to get past the pandemic, it is unclear what the new balance will look like and how long it will take to reach whatever the ‘new normal’ will be,” he said. \u003c/p\u003e\u003cp\u003eAccording to a recent survey conducted by the GCCA, 74 percent of member respondents anticipate demand for e-commerce and direct-to-consumer delivery of chilled and/or frozen product to increase as a result of the pandemic, while 24 percent expect no change, and just 2 percent expect a decrease.\u003c/p\u003e\u003cp\u003e“Overall, members are generally optimistic about the cold chain and the food industry. They see opportunities to diversify their services to customers in order to help meet the changing landscape and future challenges,” Ott said.\u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Lara L. Sowinski at \u003ca href=\"mailto:lsowinski@gmail.com\"\u003elsowinski@gmail.com\u003c/a\u003e.\u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Lara L. Sowinski","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Food wholesaler Sysco has gained $1 billion in annual new business since the start of the COVID-19 pandemic. Photo credit: Tada Images/Shutterstock.com.","__typename":"Metadata"},"ModDate":"1721816134910","Taxonomy":{"MainCategory":[{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"JOC Staff","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1600781886000","TitlePlainText":"Foodservice, cold storage sectors find new opportunities during pandemic","Published":true,"Redirects":[{"Path":"/article/foodservice-cold-storage-sectors-find-new-opportunities-during-pandemic-5196644","__typename":"Redirect"},{"Path":"/article/foodservice-cold-storage-sectors-find-new-opportunities-during-pandemic_20200922.html","__typename":"Redirect"},{"Path":"/international-logistics/cool-cargoes/foodservice-cold-storage-sectors-find-new-opportunities-during-pandemic_20200922.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eWhile much of the wholesale and institutional food business remains depressed, foodservice distributors are finding new opportunities to add value to the food supply chain, such as helping restaurant customers open pop-up shops and online marketplaces.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"While much of the wholesale and institutional food business remains depressed, foodservice distributors are finding new opportunities to add value to the food supply chain, such as helping restaurant customers open pop-up shops and online marketplaces.","__typename":"Document"},{"Id":"5196715_JournalOfCommerce","Attachments":[{"FileName":"5196722_1.0.jpg","FileType":"FeatureImage","Title":"3643606_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eThe impact of the COVID-19 pandemic on the global food supply chain has been profound, both in the immediate and far-reaching disruption it caused in the spring and in the lasting changes that are emerging as large consumer countries such as the United States begin the transition to a “new normal.”\u003c/p\u003e\u003cp\u003eFor example, logistics providers are reporting a dramatic move by consumers toward online grocery shopping and direct-to-consumer (DTC) food delivery.\u003c/p\u003e\u003cp\u003e“We’ve been seeing a huge shift to e-commerce and DTC,” said John Gaudet, vice president of business development for RLS Logistics, a third-party logistics provider (3PL) specializing in cold chain transportation. But DTC is still an emerging segment of the food supply chain, meaning many food companies and logistics providers are navigating new territory, from simple things such as choosing the right packaging for perishable products to more complex considerations such as developing user-friendly online platforms and reliable last-mile delivery networks.\u003c/p\u003e\u003cp\u003eJust four years ago, the Food Marketing Institute (FMI) estimated online food and beverage sales would reach $100 billion by 2025. At the beginning of 2020, prior to the COVID-19 pandemic, FMI revised that figure to $143 billion. Now, with so many consumers still staying home to prevent the spread of the coronavirus disease 2019 (COVID-19), “Obviously, we will have to revise that projection again,” said Mark Baum, senior vice president at FMI.\u003c/p\u003e\u003cp\u003eFood specialist 3PL Burris Logistics has also seen a spike in both DTC and retail grocery consumption, according to John Haggerty, vice president of business development.\u003c/p\u003e\u003cp\u003e“We are doing three to four times more DTC than prior to the pandemic,” Haggerty told JOC.com, adding the company’s retail grocery business is also up 30 to 40 percent compared with the same period last year. In addition, the 3PL is seeing increased demand in the quick service restaurant (QSR) segment. Dining options “with a drive-through or good takeout operations are doing well,” he said.\u003c/p\u003e\u003cp\u003eIn fact, consumers are expected to continue using drive-throughs and takeout even when it’s safe to resume in-person dining, according to a recent white paper developed by management consulting firm Technomic on behalf of the International Foodservice Distributors Association (IFDA).\u003c/p\u003e\u003cp\u003e“Consumers have become accustomed to enjoying foodservice off-premise as dining rooms closed in March and April of this year. Now, consumers are saying once the stay-at-home order in their area is lifted, they will continue to primarily utilize off-premise formats,” Technomic said in the white paper. “Drive-through and takeout are most likely, where the consumer controls the food once purchased, followed by delivery. All of these off-premise methods require safe packaging that maintains the quality of the food and, in the case of delivery, tamper-proof packaging is desired.”\u003c/p\u003e\u003ch2\u003eSKU rationalization returns\u003c/h2\u003e\u003cp\u003eWhile the retail grocery sector is booming, the variety of products on the shelves is diminishing. In 1975, US supermarkets offered approximately 9,000 different items in the store. At the beginning of this year, a typical supermarket carried 40,000 to 50,000 items.\u003c/p\u003e\u003cp\u003eConsumers may have driven the SKU proliferation over the years, but food manufacturers have whittled that list down since the start of the COVID-19 pandemic.\u003c/p\u003e\u003cp\u003e“Food companies have decided that they’re going to sacrifice some SKUs to get the volume right, to get the scale right,” Haggerty said.\u003c/p\u003e\u003cp\u003eMondelez International, for example, in July announced it would jettison a quarter of its products. “That’s always a discussion in a company like ours, that we have too many flavors, too many sizes, and so on,” Dirk Van De Put, CEO of the multinational food and beverage manufacturer, explained in a \u003ci\u003eBloomberg Television\u003c/i\u003e interview. “This is the moment to drive that.” \u003c/p\u003e\u003cp\u003eGeneral Mills has said it is cutting the number of soups it offers by half, and a major consumer packaged goods manufacturer said it has eliminated about 60 percent of its SKUs during the pandemic and will bring back fewer than half of those.\u003c/p\u003e\u003cp\u003eRestaurants are trimming their menus, too. In particular, independent restaurants are focusing on “fewer menu items that are simple to prepare consistently and successfully,” according to Technomic. Fewer menu items means operators can also enhance efficiency, as streamlined menu items coupled with recipes requiring fewer preparation steps also mean less labor is needed.\u003c/p\u003e\u003ch2\u003eThe 'new' last mile\u003c/h2\u003e\u003cp\u003eLongstanding challenges with last-mile food delivery, including relatively high per-mile costs, inefficiencies, and food safety concerns, are magnified when a product is temperature-sensitive.\u003c/p\u003e\u003cp\u003eDon Durm, vice president of customer solutions for PLM Trailer, the largest lessor of refrigerated trailers and a provider of cold chain solutions for fleets in the US, said the company has been studying last-mile delivery from restaurants and/or grocery stores to consumers’ homes as demand has grown in recent years.\u003c/p\u003e\u003cp\u003ePreviously, last-mile delivery in the food supply chain referred to the leg from the distributor to a restaurant or grocery store. Today, the “new” last-mile delivery is from the restaurant or grocer to the consumer’s home, Durm said.\u003c/p\u003e\u003cp\u003e“Services like these have struggled due to capacity issues — filling up the truck or van with food on a daily basis to pay for infrastructure and employees to make those deliveries,” he said. “We see this with food distributors that need to drop X amount of cases to make it economical to deliver at a restaurant.\u003c/p\u003e\u003cp\u003e“This presents a whole new set of challenges from an economic, equipment, and food safety compliance perspective. And those who get it right will be rewarded,” Durm added.\u003c/p\u003e\u003cp\u003eMeanwhile, “PLM is also responding to the rising demand for home grocery delivery and DTC,” says Durm. The company is conducting discussions with retail grocers who are interested in launching home delivery services and is adding smaller refrigerated trucks and vans to its fleet. PLM also provides food safety training specifically designed for those who handle food for transport and those who transport food to the home or office.\u003c/p\u003e\u003cp\u003eThe reality of the COVID-19 crisis and resulting changes in consumer demand patterns mean “both restaurants and grocers need to reformat their business models, including last-mile delivery,” said Durm. “The new and emerging business model is ‘hub and spoke,’ whereby the local grocery store serves as a mini-warehouse for employees or third-party services to pick through inventory to fulfill orders coming in via online or apps, maybe even some phone orders.”\u003c/p\u003e\u003cp\u003eAmazon in September announced it would open a new online-only Whole Foods Market store in Brooklyn. The store will be staffed with team members “who are 100 percent dedicated to facility grocery delivery — enabling them to quickly receive, shop, and prepare orders for delivery to more customers than ever before,” Amazon said in a statement, adding that grocery delivery continues to be one of the fastest-growing businesses for the e-commerce giant.\u003c/p\u003e\u003cp\u003eDurm said the massive migration to online shopping is evident in almost every segment. During a recent trip to his local Sam’s Club, Durm said he watched employees stationed near the check-out lines encourage everyone to download the Sam’s Club app, so they could avoid the lines on their next visit.\u003c/p\u003e\u003cp\u003eThis concerted effort is all about “real-time inventory” management, Durm explained. “Think about it: You may have 300 people in a store putting items in their carts, but you don’t know what they have in their carts until they leave the store. At the same time, you’re trying to sell these items online. And while the online inventory may show that you have 20 frozen turkeys in stock, for example, these items are actually in people’s carts that have not yet checked out.”\u003c/p\u003e\u003cp\u003eIn such scenarios, stores run the risk of overselling certain items online and disappointing those customers when their orders cannot be fulfilled. As a result, some of those consumers “purchase from somewhere else, or if it happens repeatedly, they start shopping somewhere else,” he said. “You have to get this right.” \u003c/p\u003e\u003cp\u003eFor its part, the US Food and Drug Administration is also adapting to changes in the food supply chain. \u003c/p\u003e\u003cp\u003eWhen the FDA’s Food Safety Modernization Act (FSMA) was signed into law in 2011, it helped define and codify best practices for all parties along the food supply chain. Most were already adhering to standard food safety protocols, so in that sense the FSMA was “not entirely new,” said Durm.\u003c/p\u003e\u003cp\u003eHowever, the FSMA did not address new and emerging food supply chain business models, he said.\u003c/p\u003e\u003cp\u003eIn October 2019, Durm was one of 100 experts invited by the FDA to establish the “New Era of Smarter Food Safety” blueprint.\u003c/p\u003e\u003cp\u003e“It was obvious by one of the four foundational objectives — namely, new business models and retail modernization — that the FDA has concerns about how food is moving from the restaurant and grocer direct to the consumer’s home,” he said. “The ‘new’ last-mile delivery may be the most important and critical part of the journey from the farm to fork, because this hasn’t been clearly defined by the agency or regulatory agencies.\"\u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Lara L. Sowinski at \u003ca href=\"mailto:lsowinski@gmail.com\"\u003elsowinski@gmail.com\u003c/a\u003e.\u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Lara L. Sowinski","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Prior to the COVID-19 pandemic, the Food Marketing Institute (FMI) estimated online food and beverage sales would reach $143 billion by 2025, but with so many consumers still staying home, that projection will be revised upward. Photo credit: Shutterstock.com.","__typename":"Metadata"},"ModDate":"1721816160917","Taxonomy":{"MainCategory":[{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"JOC Staff","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1600707324000","TitlePlainText":"COVID-19 forces shippers, service providers to redesign food supply chains","Published":true,"Redirects":[{"Path":"/article/covid-19-forces-shippers-service-providers-to-redesign-food-supply-chains-5196715","__typename":"Redirect"},{"Path":"/article/covid-19-forces-shippers-service-providers-redesign-food-supply-chains_20200921.html","__typename":"Redirect"},{"Path":"/international-logistics/cool-cargoes/covid-19-forces-shippers-service-providers-redesign-food-supply-chains_20200921.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eFood logistics providers increasing their offerings in the \"new\" last-mile — from restaurants and grocery stores to consumers' homes — as demand for online grocery shopping and direct-to-consumer food delivery skyrockets due to the COVID-19 pandemic.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Food logistics providers increasing their offerings in the \"new\" last-mile — from restaurants and grocery stores to consumers' homes — as demand for online grocery shopping and direct-to-consumer food delivery skyrockets due to the COVID-19 pandemic.","__typename":"Document"}],"isError":false,"pageType":1,"horizontalProms":[{"Id":"24670325-71a5-41e3-9f96-17f5982b1aa2","Name":"Upgrade Subscription - Gold Trials","Description":"","Body":"Use code GTW695 at checkout and save $800 on first year of an annual Gold subscription!","Title":"Become a Gold Subscriber and Save!","PromotionType":"CTA_WIDE","ButtonLink":"https://joc.com/subscription/choose-plan?utm_source=joc\u0026utm_medium=wide_box\u0026utm__campaign=GT_upgrade","ButtonOpenInNewWindow":false,"ButtonText":"Save Now","CardLink":"","Icon":"alert","Published":true,"PublishingStart":"1740154651956","PublishingEnd":"1767243599956","SubscriberLevel":["Gold_Trial"],"CloseDelay":null,"DisplayDelay":null,"DisplayPerSession":null,"Taxonomies":[],"TargetUrls":[],"Position":null,"FeatureImageId":null,"FeatureImage":null,"__typename":"InternalPromotion"},{"Id":"49ccf923-230e-483d-80a9-487160c1eb9d","Name":"Group Subscriptions - Wide Box","Description":"Group Subscriptions - Wide Box","Body":"Arm your team with the most trusted information portal for the international container shipping industry.","Title":"Get into a group subscription today","PromotionType":"CTA_WIDE","ButtonLink":"https://subscribe.joc.com/groupsubscriptions/","ButtonOpenInNewWindow":true,"ButtonText":"Learn More","CardLink":"","Icon":"alert","Published":true,"PublishingStart":"1669629822558","PublishingEnd":"1767243599558","SubscriberLevel":["Gold"],"CloseDelay":null,"DisplayDelay":null,"DisplayPerSession":null,"Taxonomies":[],"TargetUrls":[],"Position":null,"FeatureImageId":null,"FeatureImage":null,"__typename":"InternalPromotion"},{"Id":"4afc17d8-d881-4908-a086-645154a4ea15","Name":"Subscribe Now - Free Trials - Wide Box","Description":"Subscribe Now - Free Trials - Wide Box","Body":"Use code STSW20 at checkout to save 20% on the first year of any annual subscription! 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","Title":"Upgrade Subscription","PromotionType":"OFFERBOX","ButtonLink":"https://joc.com/subscription/choose-plan?utm_source=joc\u0026utm_medium=offer_box\u0026utm__campaign=upgrade","ButtonOpenInNewWindow":false,"ButtonText":"Save Now","CardLink":"","Icon":null,"Published":true,"PublishingStart":"1672223948951","PublishingEnd":"1767243599951","SubscriberLevel":["Silver","Silver_Plus"],"CloseDelay":null,"DisplayDelay":null,"DisplayPerSession":null,"Taxonomies":[],"TargetUrls":[],"Position":null,"FeatureImageId":null,"FeatureImage":null,"__typename":"InternalPromotion"}],"nativeAdvertising":[{"Id":"5994e1c1-333c-462d-a230-0e63dd01a9b8","Title":"Shippers save money, time with automated transportation bidding tools","ContentBody":"\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eThe 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.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eDavid 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.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eIn 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.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e“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.”\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eIn 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.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eAnother 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.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eThe spreadsheet technique also made bidding analysis an onerous task. Since Bid$ense automates and streamlines the entire RFP process, intensive examination is now simple. SMC³ knows that each bid has more than one best outcome. With uniform responses from each carrier, shippers can quickly rank results and create an unlimited quantity of what-if scenarios to make the optimal procurement decision.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eJesse Burnett of Central Garden \u0026amp; Pet experiences many of the same benefits. Founded in 1980, Central Garden \u0026amp; Pet has spent the last three decades growing from a small garden supply company to a provider of a range of products from dog chews and bird seed to soil supplements and natural insecticides. For much of its life, the company shipped these disparate goods via LTL and truckload carriers to retailers throughout the country, relying on each business unit to negotiate directly with their freight transportation providers. This arrangement worked fairly well for a small company, but as Central Garden \u0026amp; Pet expanded, leadership decided to consolidate decision making.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eBurnett helped centralize the transportation decision making in 2015 with SMC³’s Bid$ense. Before Bid$ense, every business unit operated independently as far as negotiating with carriers.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e“There were a lot of different things just floating around,” he said. “We didn’t have master agreements in place; no national pricing at all. The pricing from carriers was just all over the place, depending on where you were.”\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eThe transformations he saw with Bid$ense were immediate. Burnett has been using the tool about every other year since its implementation at the company. Central Garden and Pet’s $19.6 million 2019 LTL bid saved the company just more than 9 percent when compared to its historical average. For Burnett, though, bid automation extends far beyond savings.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e“We knew that we weren’t getting the best pricing offer from our carriers just because nothing was centralized,” he continued. “We knew that if we combined everything from all these business units and paired it with one corporate offering, then it would drive some cost benefit with it.”\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eWhen the company initially decided to centralize bid procurement, executives researched a number of different methodologies and technologies. In the end, though, Burnett found that Bid$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.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e“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.”\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eTransportation procurement is an integral part of the modern supply chain. With Bid$ense, shippers can develop a strategic implementation plan that saves them time and money, but also helps them create strong relationships with their carrier partners. These carriers appreciate the solution’s data-cleansing process; when carriers receive a complete shipment history and future volume forecast, they don’t have to guess on pricing. Carriers that receive more data from shippers get a complete picture of that shipper’s freight, allowing them to accurately plan instead of simply preparing for the worst-case scenario. Clean data presented through an automated system can lead to both bigger shipment savings and a lasting partnership between carrier and customer.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eWhether customers are looking to streamline over-the-road transportation bidding by automating the RFP process or create an entirely new, centralized sourcing process, Bid$ense has the analytical horsepower to get the job done.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eSMC³ 2020 Customer Case Study\u003c/span\u003e\u003c/p\u003e","Author":"Sponsored by SMC3","PhotoCutline":"Photo Credits: Shutterstock","FeatureImageId":"5a250a9a-79d5-4e11-99a9-055c34871cc2","FeatureImage":{"Id":"5a250a9a-79d5-4e11-99a9-055c34871cc2","Name":"SMC3rates_shutterstock_5247046.jpg","Path":"/content-assets/1724062812611_SMC3rates_shutterstock_5247046.jpg","__typename":"File"},"Taxonomy":null,"Redirects":[{"Path":"/shippers-save-money-time-with-automated-transportation-bidding-tools-5994e1c1","__typename":"Redirect"}],"EntityMetadata":{"CreatedAt":"1724062819729","__typename":"EntityMetadata"},"__typename":"PartnerContent"},{"Id":"c7bc78df-b12e-42e2-964e-ea543f4d66a9","Title":"Filling the Supply Chain Education Gap with LTL Education Courses","ContentBody":"\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eIf 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.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cb\u003e\u003cstrong class=\"joc_admin__textBold\" style=\"white-space: pre-wrap;\"\u003eGlobal Scope Can Overlook Local Intricacies\u003c/strong\u003e\u003c/b\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eIn 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.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cb\u003e\u003cstrong class=\"joc_admin__textBold\" style=\"white-space: pre-wrap;\"\u003eAccelerating Need for Dedicated LTL Education\u003c/strong\u003e\u003c/b\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eThis 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.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eThat 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.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cb\u003e\u003cstrong class=\"joc_admin__textBold\" style=\"white-space: pre-wrap;\"\u003eA Multimodal Approach Ensures On-Time Delivery\u003c/strong\u003e\u003c/b\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eThis 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.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eLearn more about\u0026nbsp;\u003c/span\u003e\u003ca href=\"https://logisticstrainingcenter.com/smc3-courses/\" rel=\"noreferrer\" class=\"joc_admin__link\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eSMC³’s LTL Online Education program\u003c/span\u003e\u003c/a\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e\u0026nbsp;and view the 2021 hybrid schedule, featuring live industry experts,\u0026nbsp;\u003c/span\u003e\u003ca href=\"https://www.smc3.com/onlinelearning2021/\" rel=\"noreferrer\" class=\"joc_admin__link\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003ehere.\u003c/span\u003e\u003c/a\u003e\u003c/p\u003e","Author":"Sponsored by SMC³","PhotoCutline":"Photo Credits: Shutterstock","FeatureImageId":"bf8b13fa-df15-4b0e-8d1d-d8ef28bdb121","FeatureImage":{"Id":"bf8b13fa-df15-4b0e-8d1d-d8ef28bdb121","Name":"SMC3rates_shutterstock_5247046 (1).jpg","Path":"/content-assets/1726241504084_SMC3rates_shutterstock_5247046 (1).jpg","__typename":"File"},"Taxonomy":null,"Redirects":[{"Path":"/filling-the-supply-chain-education-gap-with-ltl-education-courses-c7bc78df","__typename":"Redirect"}],"EntityMetadata":{"CreatedAt":"1726241511473","__typename":"EntityMetadata"},"__typename":"PartnerContent"}],"taxonomyTree":[{"Id":"18","Name":"Cool Cargo News","Menu":true,"MetaTitle":"Cool Cargo News | Journal of Commerce","MetaDescription":"A thorough cool cargoes news by Journal of Commerce. 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