<div class="phx-topic abstract-wrapper">How do trucking companies exit the industry? One desk, chair and belt buckle at a time.
 
</div>

How do trucking companies exit the industry? One desk, chair and belt buckle at a time.

<div>How do trucking companies exit the industry? One desk, chair and belt buckle at a time.An auction company in Tulsa, Okla., this week disposed of the remaining assets of <a>Arrow Trucking</a>, a flatbed hauler that slammed its doors shut a few days before Christmas.The shutdown stranded nearly 1,000 truck drivers without fuel money and left shippers scrambling to find their freight as tractor-trailers were abandoned hither and yon.In two days, <a>Mr. Ed&amp;rsquo;s Auction</a> disposed of company assets, from a case of Arrow Trucking belt buckles to tractors, trailers, forklifts and shop equipment.The bids, as reported by D.R. Stewart in the...

How do trucking companies exit the industry? One desk, chair and belt buckle at a time. An auction company in Tulsa, Okla., this week disposed of the remaining assets of Arrow Trucking , a flatbed hauler that slammed its doors shut a few days before Christmas. The shutdown stranded nearly 1,000 truck drivers without fuel money and left shippers scrambling to find their freight as tractor-trailers were abandoned hither and yon. In two days, Mr. Ed&rsquo;s Auction disposed of company assets, from a case of Arrow Trucking belt buckles to tractors, trailers, forklifts and shop equipment. The bids, as reported by D.R. Stewart in the Tulsa World on Tuesday and Wednesday , weren&rsquo;t staggering, though some of the items were surprising. Five electronic typewriters, for example, were sold for $30. A half-dozen boxes of company baseball caps fetched $70. And that case of company belt buckles went for $190. Watch for these items on Craigslist or e-Bay. Some of the items up for sale on the second day of the auction included a 2006 Kenworth tractor, a 1999 Freightliner and a restored 1956 International. Some of the bidders on Wednesday were other trucking outfits looking for bargains. The Kenworth, which had more than 462,000 miles, sold for $21,500, the newspaper said. That 1956 International, restored a few years ago, sold for $15,000. This wasn&rsquo;t the first Arrow auction &mdash; many trucks were sold in March. By this week, bidders were pretty much picking the bones of the company. Arrow, which filed for Chapter 7 bankruptcy protection from its creditors in January, had only $8.5 million in assets and nearly $100 million in liabilities. One item that reportedly wasn&rsquo;t auctioned off &mdash; as it was attached to a fence &mdash; was a sign saying &ldquo;Welcome Drivers &mdash; Thank You For Making Our Jobs Possible.&rdquo; Those drivers and other employees may be owed more than $720,000 in back wages. To get paid, they&rsquo;ll have to get in line with other creditors. For Arrow Trucking, it's all over but the lawsuits. Transportation Alliance Bank is suing the company's former executives for fraud and racketeering . Contact William B. Cassidy at wcassidy@joc.com .

Auctioning Off Arrow Trucking

<div class="phx-topic abstract-wrapper">The action is tied to WiseTech’s acquisition of E2open in 2025, which included software that Australia’s competition commission deemed gave WiseTech too much control of the market.</div>

The action is tied to WiseTech’s acquisition of E2open in 2025, which included software that Australia’s competition commission deemed gave WiseTech too much control of the market.

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<div class="phx-topic">Australian regulators are forcing WiseTech Global to sell an Oceania-based customs and forwarding software unit it took over as part of its $2.1 billion <a href="https://www.joc.com/article/wisetech-notches-biggest-acquisition-with-21-billion-deal-for-e2open-6011581">acquisition of E2open</a> in mid-2025. The company, Expedient, was initially acquired by BluJay Solutions in 2020, prior to BluJay <a href="https://www.joc.com/article/e2open-acquires-blujay-solutions-for-17-billion-5249821">being acquired in 2021 by E2open.</a> Forwarders in Australia argued to the Australian Competition and Consumer Commission (ACCC) that WiseTech’s ownership of Expedient gave it too large a share of the market that software forwarders and customs brokers use to run their businesses. WiseTech’s flagship product, CargoWise One, is the most used forwarding software globally. Expedient will be sold, subject to ACCC approval, to a purchaser that will be able to operate it as a viable competitor to WiseTech in Australia, according to a statement from the regulator this week. “The ACCC considers that WiseTech already has substantial market power in the supply of logistics software, and the acquisition has the effect of removing the competition between CargoWise and Expedient and significantly reduced the choice available to Australian customers,” ACCC Chairwoman Gina Cass-Gottlieb said in the statement. “The ACCC received significant concerns from users of logistics software during the investigation, and was concerned that the acquisition could lead to higher prices or lower quality services.” WiseTech’s rollup of core customs compliance software in various regions has been a key foundation of its ascent to become <a href="https://www.joc.com/article/cargowises-pricing-model-change-could-mark-final-milestone-in-market-ascent-6133279">the biggest forwarding software provider globally</a>. Contact Eric Johnson at <a href="mailto:eric.johnson@spglobal.com">eric.johnson@spglobal.com.</a></div>

Australian regulators are forcing WiseTech Global to sell an Oceania-based customs and forwarding software unit it took over as part of its $2.1 billion acquisition of E2open in mid-2025. The company, Expedient, was initially acquired by BluJay Solutions in 2020, prior to BluJay being acquired in 2021 by E2open. Forwarders in Australia argued to the Australian Competition and Consumer Commission (ACCC) that WiseTech’s ownership of Expedient gave it too large a share of the market that software forwarders and customs brokers use to run their businesses. WiseTech’s flagship product, CargoWise One, is the most used forwarding software globally. Expedient will be sold, subject to ACCC approval, to a purchaser that will be able to operate it as a viable competitor to WiseTech in Australia, according to a statement from the regulator this week. “The ACCC considers that WiseTech already has substantial market power in the supply of logistics software, and the acquisition has the effect of removing the competition between CargoWise and Expedient and significantly reduced the choice available to Australian customers,” ACCC Chairwoman Gina Cass-Gottlieb said in the statement. “The ACCC received significant concerns from users of logistics software during the investigation, and was concerned that the acquisition could lead to higher prices or lower quality services.” WiseTech’s rollup of core customs compliance software in various regions has been a key foundation of its ascent to become the biggest forwarding software provider globally . Contact Eric Johnson at eric.johnson@spglobal.com.

Logistics Technology News

Supply chain

Australian regulators force WiseTech to sell software vendor

<div class="phx-topic abstract-wrapper">The storm is bringing fierce winds and Arctic conditions to the region, impacting ocean, road and rail freight transport.</div>

The storm is bringing fierce winds and Arctic conditions to the region, impacting ocean, road and rail freight transport.

<div class="phx-topic">Heavy snow, ice and freezing temperatures are disrupting port and inland operations and grounding flights across Northern Europe as a winter storm hammers the region. Hundreds of flights in France, Belgium, the Netherlands and Germany were canceled Wednesday because of snow, high winds and icy conditions that are also affecting container terminal handling and road and rail networks. Maersk noted in an advisory that operations at key terminals, particularly in Rotterdam and Hamburg, were being disrupted. “As a result, productivity at terminals and depots has been reduced, while snow and icy road conditions are causing traffic congestion and delays for trucks,” the carrier said. “Rail services are also being affected by frozen track switches, leading to service disruptions and cancellations,” the advisory added, with the rail woes contributing to longer waiting times for import and export cargo and increasing yard congestion at hub ports in Northern Europe. <h3>Hamburg disruptions</h3>Terminal operator Eurogate is facing disruptions from snow, ice and strong winds at its Port of Hamburg facilities, but a spokesperson said its other German locations have so far been spared from the severe weather. “This may change, as the weather forecast for the coming days predicts very low temperatures, precipitation and strong winds for the whole of northern Germany,” the Eurogate spokesperson told the Journal of Commerce. “We are preparing as well as possible for these weather conditions but in some cases, we may have to pause operations.” A spokesperson for the Port of Hamburg said heavy snowfall restricted rail traffic last weekend, and while rail operations were “gradually returning to normal,” it will take time to clear backlogs. “Operations are running at the container terminals, but weather conditions are causing delays in handling across all modes of transport,” the port spokesperson said. “Winter service teams at the terminals are currently working flat out to ensure that handling operations continue as smoothly as possible.” Maersk highlighted challenging inland operating conditions in Northern Europe, warning of slower processing of trucks at Antwerp and Rotterdam, disrupted rail services between Rotterdam and Venlo, and delays between Rotterdam and Duisburg. Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com.</a></div>

Heavy snow, ice and freezing temperatures are disrupting port and inland operations and grounding flights across Northern Europe as a winter storm hammers the region. Hundreds of flights in France, Belgium, the Netherlands and Germany were canceled Wednesday because of snow, high winds and icy conditions that are also affecting container terminal handling and road and rail networks. Maersk noted in an advisory that operations at key terminals, particularly in Rotterdam and Hamburg, were being disrupted. “As a result, productivity at terminals and depots has been reduced, while snow and icy road conditions are causing traffic congestion and delays for trucks,” the carrier said. “Rail services are also being affected by frozen track switches, leading to service disruptions and cancellations,” the advisory added, with the rail woes contributing to longer waiting times for import and export cargo and increasing yard congestion at hub ports in Northern Europe. Hamburg disruptions Terminal operator Eurogate is facing disruptions from snow, ice and strong winds at its Port of Hamburg facilities, but a spokesperson said its other German locations have so far been spared from the severe weather. “This may change, as the weather forecast for the coming days predicts very low temperatures, precipitation and strong winds for the whole of northern Germany,” the Eurogate spokesperson told the Journal of Commerce. “We are preparing as well as possible for these weather conditions but in some cases, we may have to pause operations.” A spokesperson for the Port of Hamburg said heavy snowfall restricted rail traffic last weekend, and while rail operations were “gradually returning to normal,” it will take time to clear backlogs. “Operations are running at the container terminals, but weather conditions are causing delays in handling across all modes of transport,” the port spokesperson said. “Winter service teams at the terminals are currently working flat out to ensure that handling operations continue as smoothly as possible.” Maersk highlighted challenging inland operating conditions in Northern Europe, warning of slower processing of trucks at Antwerp and Rotterdam, disrupted rail services between Rotterdam and Venlo, and delays between Rotterdam and Duisburg. Contact Greg Knowler at greg.knowler@spglobal.com.

Port News

Rail News

Surface

Marine terminals

International ports

International rail

Maritime

Severe winter storm disrupts North Europe port, inland operations

<div class="phx-topic abstract-wrapper">Contract shippers have not felt the impact of the surge last month in spot market truckload rates, but that could change amid market uncertainty as 2026 begins.</div>

Contract shippers have not felt the impact of the surge last month in spot market truckload rates, but that could change amid market uncertainty as 2026 begins.

<div class="phx-topic">The newfound strength in US truckload pricing could become a turning point if it lasts until mid-February, long enough that shippers could see it in their contracts, but there are also plenty of hazards that could cause the freight recession to linger into a fourth year, analysts warn. Truckload spot rates were largely tepid between February and November, but shot up 19 cents per mile in December from November, which was also a 9.1% increase year over year, according to a Journal of Commerce analysis of truckload data from DAT Freight and Analytics and managed transportation provider Loadsmart. The average national rate paid by shippers last month was $2.46 per mile across the US, including fuel, on lanes 250 miles or greater. “I do think a lot of (the) rate increase in December was weather driven...winter weather hitting the Midwest and Northeast,” David Spencer, vice president of market intelligence at Arrive Logistics, said Tuesday on the Meet Me for Coffee podcast hosted by Samantha Jones. “Rates are going to come back down. I think it’s a short-lived season volatility.” Jason Miller, professor of supply chain management at Michigan State University, said the key month to watch is February. Rates tend to remain slightly elevated in January because of the reverse logistics involved in returning Christmas gifts. But if rates remain elevated through February — which Miller doesn’t believe will happen — then pricing power could shift to the carriers. “We’re entering this year, from a manufacturing standpoint, in a worse position today than we were entering last year,” Miller said on the podcast. A shipper who did not want to be identified told the Journal of Commerce that his contract truckload carriers have not broached the subject of raising contract rates based off the December spot market surge. <h3>Data picture is cloudy </h3>Economists are working through the backlog of data that accumulated during the 43-day government shutdown in October and November. “The hard part is that we’re still waiting for a lot of government data that we’d love to have,” Miller said. “New single family home permits were down 10% year over year last August, but that feels like ancient history.” The S&amp;P Global Manufacturing Purchasing Managers Index was in expansion territory in December at 51.8, but the outlook was much more cautious. “Something of a Wile E. Coyote scenario has developed, whereby – just like the cartoon character continues to run despite chasing the roadrunner off a cliff – factories are continuing to produce goods despite suffering a drop in orders,” wrote Chris Williamson, chief business economist at S&amp;P Global Market Intelligence. The gap between production and new orders was the widest since the Great Recession of 2008-2009, indicating “current factory production levels are clearly unsustainable,” Williamson wrote. That’s relevant because industrial freight powers the trucks and railroads, hauling raw materials and intermediate products used to make durable and non-durable consumer products. There are other signs that could cool the December euphoria of carriers, including the federal government this month beginning to garnish the wages of those who are delinquent on their student loans, a practice that was halted during the COVID-19 pandemic. “Holiday shopping is often on credit cards, and so when we start seeing wage garnishments to pay student loans, it’s going to create real strain on some consumers,” Aaron Terrazas, an independent economist who previously worked for companies such as Convoy, Glassdoor and Zillow, said on the Jones webcast. <h3>Things could change fast </h3>Despite the lackluster macroeconomic picture, there are unknowns that could quickly shock the market and shift pricing power back to carriers. The US Supreme Court must rule on whether President Donald Trump had the authority to use the International Emergency Economic Powers Act (IEEPA) to apply reciprocal tariffs across dozens of trading partners last year. The Court will hand down a series of rulings this Friday, but it’s unknown if the tariffs case will be one of them. If the Court rules against Trump, and the Federal Reserve continues to lower interest rates, then it could create a one-two punch that could shock the markets. "There will be a window which I think shippers will just force as much they can through the pipe before the administration finds another way to get tariffs in place," Terrazas said. "If the pipe opens, even if it's for just two or three months, I think you'll see just an absolute bonanza... It'll be absolute and total hell on all transportation managers [shippers].” If the Court rules for Trump, however, the administration has floated the idea of issuing tariff rebate checks of up to $2,000 to US citizens. If people receive that money, it could be the demand catalyst to kickstart a freight recovery, according to Terrazas and Miller. There is also the battle between the US Department of Transportation (USDOT) and several states over rescinding non-domiciled commercial driver’s licenses (CDLs) to asylum seekers and other visa holders that were previously qualified. California announced a 60-day extension on canceling the non-domiciled CDLs, kicking the issue to March, while the USDOT has threatened to withhold federal funds over that decision. It’s unclear what the impact on both truckload and port drayage would be if California canceled as many as 17,000 non-domiciled CDLs.”I think vulnerability to sustained disruption is a major issue,” Spencer said on the webcast. “Use this past little stretch in December as a good indicator of what to expect because there are going to be periods of volatility.” Contact Ari Ashe at <a href="mailto:ari.ashe@spglobal.com">ari.ashe@spglobal.com</a></div>

The newfound strength in US truckload pricing could become a turning point if it lasts until mid-February, long enough that shippers could see it in their contracts, but there are also plenty of hazards that could cause the freight recession to linger into a fourth year, analysts warn. Truckload spot rates were largely tepid between February and November, but shot up 19 cents per mile in December from November, which was also a 9.1% increase year over year, according to a Journal of Commerce analysis of truckload data from DAT Freight and Analytics and managed transportation provider Loadsmart. The average national rate paid by shippers last month was $2.46 per mile across the US, including fuel, on lanes 250 miles or greater. “I do think a lot of (the) rate increase in December was weather driven...winter weather hitting the Midwest and Northeast,” David Spencer, vice president of market intelligence at Arrive Logistics, said Tuesday on the Meet Me for Coffee podcast hosted by Samantha Jones. “Rates are going to come back down. I think it’s a short-lived season volatility.” Jason Miller, professor of supply chain management at Michigan State University, said the key month to watch is February. Rates tend to remain slightly elevated in January because of the reverse logistics involved in returning Christmas gifts. But if rates remain elevated through February — which Miller doesn’t believe will happen — then pricing power could shift to the carriers. “We’re entering this year, from a manufacturing standpoint, in a worse position today than we were entering last year,” Miller said on the podcast. A shipper who did not want to be identified told the Journal of Commerce that his contract truckload carriers have not broached the subject of raising contract rates based off the December spot market surge. Data picture is cloudy Economists are working through the backlog of data that accumulated during the 43-day government shutdown in October and November. “The hard part is that we’re still waiting for a lot of government data that we’d love to have,” Miller said. “New single family home permits were down 10% year over year last August, but that feels like ancient history.” The S&P Global Manufacturing Purchasing Managers Index was in expansion territory in December at 51.8, but the outlook was much more cautious. “Something of a Wile E. Coyote scenario has developed, whereby – just like the cartoon character continues to run despite chasing the roadrunner off a cliff – factories are continuing to produce goods despite suffering a drop in orders,” wrote Chris Williamson, chief business economist at S&P Global Market Intelligence. The gap between production and new orders was the widest since the Great Recession of 2008-2009, indicating “current factory production levels are clearly unsustainable,” Williamson wrote. That’s relevant because industrial freight powers the trucks and railroads, hauling raw materials and intermediate products used to make durable and non-durable consumer products. There are other signs that could cool the December euphoria of carriers, including the federal government this month beginning to garnish the wages of those who are delinquent on their student loans, a practice that was halted during the COVID-19 pandemic. “Holiday shopping is often on credit cards, and so when we start seeing wage garnishments to pay student loans, it’s going to create real strain on some consumers,” Aaron Terrazas, an independent economist who previously worked for companies such as Convoy, Glassdoor and Zillow, said on the Jones webcast. Things could change fast Despite the lackluster macroeconomic picture, there are unknowns that could quickly shock the market and shift pricing power back to carriers. The US Supreme Court must rule on whether President Donald Trump had the authority to use the International Emergency Economic Powers Act (IEEPA) to apply reciprocal tariffs across dozens of trading partners last year. The Court will hand down a series of rulings this Friday, but it’s unknown if the tariffs case will be one of them. If the Court rules against Trump, and the Federal Reserve continues to lower interest rates, then it could create a one-two punch that could shock the markets. "There will be a window which I think shippers will just force as much they can through the pipe before the administration finds another way to get tariffs in place," Terrazas said. "If the pipe opens, even if it's for just two or three months, I think you'll see just an absolute bonanza... It'll be absolute and total hell on all transportation managers [shippers].” If the Court rules for Trump, however, the administration has floated the idea of issuing tariff rebate checks of up to $2,000 to US citizens. If people receive that money, it could be the demand catalyst to kickstart a freight recovery, according to Terrazas and Miller. There is also the battle between the US Department of Transportation (USDOT) and several states over rescinding non-domiciled commercial driver’s licenses (CDLs) to asylum seekers and other visa holders that were previously qualified. California announced a 60-day extension on canceling the non-domiciled CDLs, kicking the issue to March, while the USDOT has threatened to withhold federal funds over that decision. It’s unclear what the impact on both truckload and port drayage would be if California canceled as many as 17,000 non-domiciled CDLs. ”I think vulnerability to sustained disruption is a major issue,” Spencer said on the webcast. “Use this past little stretch in December as a good indicator of what to expect because there are going to be periods of volatility.” Contact Ari Ashe at ari.ashe@spglobal.com

Trucking News

Truckload

US truckload pricing remains unsettled despite red-hot December

<div class="phx-topic abstract-wrapper">The acquisition continues a wave of supply chain consolidation seen in Australia and New Zealand in recent years as service providers search for inorganic growth in a highly competitive market. </div>

The acquisition continues a wave of supply chain consolidation seen in Australia and New Zealand in recent years as service providers search for inorganic growth in a highly competitive market.

<div class="phx-topic">Medlog Oceania, a subsidiary of Mediterranean Shipping Co. (MSC) operating in Australia and New Zealand, said Wednesday it has signed an agreement to acquire the intermodal business of Melbourne-based Seaway’s, significantly expanding its footprint in the region. The acquisition continues a wave of supply chain consolidation in Australia and New Zealand in recent years as service providers search for inorganic growth in a highly competitive market. Financial details of the acquisition were not disclosed, but the deal is expected to be completed in the first quarter. “This acquisition reinforces our ability to deliver value-added solutions and drive sustainable growth across Oceania,” Giuseppe Prudente, chairman of Medlog, said in a statement. Medlog Oceania provides integrated logistics for Australian businesses, managing supply chains through road, rail and port connectivity. It offers container transport and warehousing, including cold storage, and connects regional exporters to global markets from locations in Western Australia, Victoria and New South Wales. While the acquisition does not include Seaway’s Sea Freight Forwarding, Air Freight and Shipping Agencies divisions, it strengthens Medlog Oceania’s presence in the state of Victoria and in the agricultural heartland on the Victoria-New South Wales border known as Sunraysia. It also supports Medlog’s global sustainability strategy, with the rail component playing a critical role in reducing carbon emissions. Seaway’s intermodal business offers integrated logistics solutions through a combination of road, rail and warehousing services, connecting regional exporters and importers across key markets. Craig McElvaney, CEO of Seaway Group, highlighted the need for scale and investment in offering intermodal services to customers in the region. “The Seaway Board believes its intermodal business has reached a point where its next phase of growth will be best supported by an organization with the scale, resources, and infrastructure to invest in, and expand the business further,” he said in the joint statement. <h3>Acquisitions drive economies of scale </h3>The last few years have seen significant mergers and acquisitions within Oceania’s supply chain and logistics sectors. Medlog itself has been expanding rapidly across Australia with full-suite services introduced in the past two years in addition to acquiring an empty container park near VICT terminal in Melbourne in 2024 and setting up its own intermodal operation and container park in Sydney last September. Other supply chain acquisitions include DP World Australia acquiring Australian logistics provider Silk Logistics in a deal valued at US$115 million in late 2024; Dachser taking over ACA International in 2023 to add Australia and New Zealand to its air and sea network; DHL Supply Chain acquiring Glen Cameron Group in 2022 and last year opening a health logistics facility in Auckland. In 2021, Mondiale Freight Services and VISA Global Logistics merged their international transport and logistics services to launch an $800 million revenue operation reaching across Australia, New Zealand, North Asia, Southeast Asia, the Indian Subcontinent and Europe. Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com.</a></div>

Medlog Oceania, a subsidiary of Mediterranean Shipping Co. (MSC) operating in Australia and New Zealand, said Wednesday it has signed an agreement to acquire the intermodal business of Melbourne-based Seaway’s, significantly expanding its footprint in the region. The acquisition continues a wave of supply chain consolidation in Australia and New Zealand in recent years as service providers search for inorganic growth in a highly competitive market. Financial details of the acquisition were not disclosed, but the deal is expected to be completed in the first quarter. “This acquisition reinforces our ability to deliver value-added solutions and drive sustainable growth across Oceania,” Giuseppe Prudente, chairman of Medlog, said in a statement. Medlog Oceania provides integrated logistics for Australian businesses, managing supply chains through road, rail and port connectivity. It offers container transport and warehousing, including cold storage, and connects regional exporters to global markets from locations in Western Australia, Victoria and New South Wales. While the acquisition does not include Seaway’s Sea Freight Forwarding, Air Freight and Shipping Agencies divisions, it strengthens Medlog Oceania’s presence in the state of Victoria and in the agricultural heartland on the Victoria-New South Wales border known as Sunraysia. It also supports Medlog’s global sustainability strategy, with the rail component playing a critical role in reducing carbon emissions. Seaway’s intermodal business offers integrated logistics solutions through a combination of road, rail and warehousing services, connecting regional exporters and importers across key markets. Craig McElvaney, CEO of Seaway Group, highlighted the need for scale and investment in offering intermodal services to customers in the region. “The Seaway Board believes its intermodal business has reached a point where its next phase of growth will be best supported by an organization with the scale, resources, and infrastructure to invest in, and expand the business further,” he said in the joint statement. Acquisitions drive economies of scale The last few years have seen significant mergers and acquisitions within Oceania’s supply chain and logistics sectors. Medlog itself has been expanding rapidly across Australia with full-suite services introduced in the past two years in addition to acquiring an empty container park near VICT terminal in Melbourne in 2024 and setting up its own intermodal operation and container park in Sydney last September. Other supply chain acquisitions include DP World Australia acquiring Australian logistics provider Silk Logistics in a deal valued at US$115 million in late 2024; Dachser taking over ACA International in 2023 to add Australia and New Zealand to its air and sea network; DHL Supply Chain acquiring Glen Cameron Group in 2022 and last year opening a health logistics facility in Auckland. In 2021, Mondiale Freight Services and VISA Global Logistics merged their international transport and logistics services to launch an $800 million revenue operation reaching across Australia, New Zealand, North Asia, Southeast Asia, the Indian Subcontinent and Europe. Contact Greg Knowler at greg.knowler@spglobal.com.

MSC’s Medlog Oceania inks deal for Seaway’s intermodal business

<div class="phx-topic abstract-wrapper">The integration will allow small truckload brokers to automate a range of load processes within their existing transportation management system.</div>

The integration will allow small truckload brokers to automate a range of load processes within their existing transportation management system.

<div class="phx-topic">DAT Freight &amp; Analytics on Wednesday said it has made its Convoy Platform that automates load posting and booking available within AscendTMS, a widely used transportation management system (TMS) for small to midsize truckload freight brokers. The integration is part of a broader evolution away from manual posting on load boards, of which DAT operates the largest in North America, toward a purely digital process that includes posting, bidding, booking, tracking, shipment documentation and payment. That process was set in motion in July through <a href="https://www.joc.com/article/dat-acquiring-convoy-automation-platform-from-flexport-6051850">DAT’s purchase of Convoy from Flexport</a>, with DAT running the Convoy Platform in parallel to its DAT One load board for brokers that preferred to automate all the constituent parts of a load lifecycle. Loads executed through the Convoy Platform are assessed a transaction fee, with DAT saying that brokers using AscendTMS will benefit from a “pay-as-you-go model” where they pay only for loads matched and completed within their pricing specifications. There are no additional monthly costs or minimum transaction requirements, the companies said in a statement. “Brokers are operating on tighter margins while navigating increasing fraud risk,” Bill Driegert, executive vice president of the Convoy Platform at DAT, said in the statement. “This integration provides AscendTMS users with the advanced freight automation and fraud-protection technology they need without a change in workflow or upfront investment.” AscendTMS CEO Tim Higham said the integration with DAT took a year to build to “work seamlessly 100% of the time.” “This integration is one of the most comprehensive we’ve ever done with any partner,” Higham said. “We expect that in three to five years, close to 100% of all spot market loads that were once posted to DAT [and to other load boards] will be transacted 100% digitally, with zero human involvement from initial match to final payment.” Driegert told the Journal of Commerce at the time of the Convoy acquisition that the platform would give brokers “optionality,” as there were some brokers that are eager to automate while others are still gravitating toward a more digital posting, bidding and booking workflow. <h3>Cost pressures </h3>The integration comes as brokers are under increasing cost pressure to manage their buy rates from carriers and sell rates to shippers. Ken Adamo, chief of analytics at DAT, posted on X Tuesday that December broker gross margins for 933,000 loads across 446 companies in DAT’s platform were $189.47 per load, an average of 9.9% margins. “Gross margins under 10% are concerning and very rare at an industry level,” he wrote. “Generally, when we see [gross margin percentage] this low, it’s because rates are high and the [gross margin] per load is up.” For example, in December 2021, the gross margin per load was about 11%, but that translated into approximately $250 per load. “Not only are we underperforming those margin levels, but brokers are also netting nearly 25% less gross profit per load than other high-rate environments,” Adamo wrote. Contact Eric Johnson at <a href="mailto:eric.johnson@spglobal.com">eric.johnson@spglobal.com</a>. </div>

DAT Freight & Analytics on Wednesday said it has made its Convoy Platform that automates load posting and booking available within AscendTMS, a widely used transportation management system (TMS) for small to midsize truckload freight brokers. The integration is part of a broader evolution away from manual posting on load boards, of which DAT operates the largest in North America, toward a purely digital process that includes posting, bidding, booking, tracking, shipment documentation and payment. That process was set in motion in July through DAT’s purchase of Convoy from Flexport , with DAT running the Convoy Platform in parallel to its DAT One load board for brokers that preferred to automate all the constituent parts of a load lifecycle. Loads executed through the Convoy Platform are assessed a transaction fee, with DAT saying that brokers using AscendTMS will benefit from a “pay-as-you-go model” where they pay only for loads matched and completed within their pricing specifications. There are no additional monthly costs or minimum transaction requirements, the companies said in a statement. “Brokers are operating on tighter margins while navigating increasing fraud risk,” Bill Driegert, executive vice president of the Convoy Platform at DAT, said in the statement. “This integration provides AscendTMS users with the advanced freight automation and fraud-protection technology they need without a change in workflow or upfront investment.” AscendTMS CEO Tim Higham said the integration with DAT took a year to build to “work seamlessly 100% of the time.” “This integration is one of the most comprehensive we’ve ever done with any partner,” Higham said. “We expect that in three to five years, close to 100% of all spot market loads that were once posted to DAT [and to other load boards] will be transacted 100% digitally, with zero human involvement from initial match to final payment.” Driegert told the Journal of Commerce at the time of the Convoy acquisition that the platform would give brokers “optionality,” as there were some brokers that are eager to automate while others are still gravitating toward a more digital posting, bidding and booking workflow. Cost pressures The integration comes as brokers are under increasing cost pressure to manage their buy rates from carriers and sell rates to shippers. Ken Adamo, chief of analytics at DAT, posted on X Tuesday that December broker gross margins for 933,000 loads across 446 companies in DAT’s platform were $189.47 per load, an average of 9.9% margins. “Gross margins under 10% are concerning and very rare at an industry level,” he wrote. “Generally, when we see [gross margin percentage] this low, it’s because rates are high and the [gross margin] per load is up.” For example, in December 2021, the gross margin per load was about 11%, but that translated into approximately $250 per load. “Not only are we underperforming those margin levels, but brokers are also netting nearly 25% less gross profit per load than other high-rate environments,” Adamo wrote. Contact Eric Johnson at eric.johnson@spglobal.com .

DAT, AscendTMS push Convoy load automation into small broker world

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Monthly publication providing an editorial deep dive into global supply chain news

Journal of Commerce Magazine - Rectangle Box

Journal of Commerce Magazine

A premium access index of savings using domestic intermodal vs. OTR 

ISI Report - Rectangle Box

Intermodal Savings Index

An in-depth analysis of transport trends in the multipurpose and heavy-lift fleet segment

Breakbulk Report - Rectangle Box

Breakbulk Quarterly

An extensive dashboard of charts organized by trade lane, mode, and topic

Gateway - Rectangle Box

Gateway

Customers scoring their intermodal partners to identify the best service providers

Intermodal Service Scorecard - Rectangle Box

Intermodal Service Scorecard

A premium access outlook critical to shippers and transportation providers

QI Report - Rectangle Box

Quarterly Intelligence

The premier conference for the global container shipping and supply chain community

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The only editorially independent conference for the breakbulk & project cargo industry

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