<div class="phx-topic abstract-wrapper">Sharp spot rate increases could take effect as soon as Thursday.</div>

Sharp spot rate increases could take effect as soon as Thursday.

<div><a>The bankruptcy and apparent unraveling of Hanjin Shipping</a> on Wednesday — the world’s seventh-largest container line — following the withdrawal of support from its creditors after a lengthy period of financial distress, will cause an immediate upward adjustment in US import rates and untold headaches for shippers, sources told JOC Wednesday.A set of sharp trans-Pacific spot rate increases will take effect on Thursday, as the ocean carrier announced it has put a hold on container loadings on ships, and forwarders and Hanjin's alliance partners are canceling bookings with the Korean liner and frantically seeking to divert freight to other container...

The bankruptcy and apparent unraveling of Hanjin Shipping on Wednesday — the world’s seventh-largest container line — following the withdrawal of support from its creditors after a lengthy period of financial distress, will cause an immediate upward adjustment in US import rates and untold headaches for shippers, sources told JOC Wednesday. A set of sharp trans-Pacific spot rate increases will take effect on Thursday, as the ocean carrier announced it has put a hold on container loadings on ships, and forwarders and Hanjin's alliance partners are canceling bookings with the Korean liner and frantically seeking to divert freight to other container lines and the alliances in which Hanjin does not participate. JOC was told that Cosco, partners of Hanjin in the CKYHE Alliance, have ceased making bookings on Hanjin ships, as did a major forwarder according to what it told JOC. Evergreen Line, a CKYHE member, told customers Wednesday that none of its cargo would be loaded onto Hanjin ships and that Hanjin cargo wouldn't be loaded onto the Taiwan-based carrier's ships. Gemini Shippers on Wednesday warned its members of likely disruptions and delays of cargo riding on Hanjin ships and through its bill of ladings. With capacity from Asia to the US East and West coast already tight, the nonprofit serving various retail shippers urged its customers to book space at least three weeks in advance. Trans-Pacific eastbound rates were already trending higher in recent weeks owing to higher utilization amid the peak holiday shipping season, and now they will go higher still. According to one large forwarder, carriers as of Sept. 1 will implement a $600 increase per 40-foot-equivalent unit for freight all kinds (FAK) cargo to a level of $1,700, representing a 54 percent rate increase from Asia to the U.S. West Coast. The rate to the East Coast will go up by $800 per FEU to $2,400, a 50 percent hike. Similar increases were announced to Vancouver, Prince Rupert, Houston, Mobile, and inland ports such as Chicago, Detroit, Memphis, Fort Worth, and Kansas City. This comes on top of recent increases that have largely held; spot rates to the U.S. West Coast have climbed from $753 per FEU in late June to $1,153 in the latest reading from the Shanghai Shipping Exchange's Shanghai Containerized Freight Index, a 53 percent increase. Carriers will likely achieve these increases, and perhaps more to come, given that Hanjin, according to one larger forwarder, was carrying 20,000 TEUs to 25,000 TEUs in the trans-Pacific eastbound trade. The withdrawal of its capacity will create a rush of volume to other carriers who are already operating at 90 percent to 100 percent utilization. According to the Agriculture Transportation Coalition in a member advisory on Wednesday, “There is currently, overall for all carriers, about 8,000 TEUs to 10,000 TEUs of unused capacity (in the) trans-Pacific eastbound. So if Hanjin ceases operations, suddenly we are in [a] massive demand-over-supply situation. Impact on westbound shipments will be significant, but may be less than for eastbound imports.” “It is expected that rates will increase and capacity will tighten as previous Hanjin customers look for space with other carriers. This will create significant demand on a market which is already suffering from a lack of available space.” said Bruce Chilton, director of trade managment at freight forwarder Marisol International in an email bulletin. In other words, although it's a constaint refrain that a bankruptcy won't alter container shipping overcapacity, in the short-term, significant capacity will be temporarily removed until the Hanjin ships find new owners and get deployed in new services. That could take months, and with the peak shipping season already under way the market impact will be immediate. The rate increases come as the Hanjin business appeared to be coming apart on Monday. One large forwarder on Monday told JOC it was immediately cancelling all bookings with Hanjin. Another forwarder said it was told by Hanjin officials that the company is entering bankruptcy and to cease booking with the carrier. One forwarder told JOC on Wednesday that it is “devanning containers that are loaded at origin to get it on other carriers.” In a customer announcement on Wednesday Hanjin said, “All containers intended to load on vessel are put on-hold for loading as per instruction of our Head office to avoid further problems that may incur at transshipment port.” It further stated, “Advance booking confirmation which has been released will also be put on-hold. Kindly refrain from sending out truckers to our CY [container yard] for empty container withdrawal, our CY has been advised not to release empty containers to truckers.” “While Hanjin Shipping has not yet officially announced the court receivership, all new bookings, ground operations and loading processes have ceased,” Marisol's Chilton said. Shippers on Wednesday were scrambling. According to one U.S. agricultural shipper, "We are currently pulling containers from the port and rail, and cross-docking product into other carriers. We have exposure with containers on the water and at ports right now. This is consuming a great deal of time and we are trying to be proactive with our communication with our customers." Some saw the writing on the wall and took action in advance of the bankruptcy. Two non-vessel-operating common carriers doing business with Hanjin dramatically pulled back their exposure to the ailing carrier in June, according to an analysis of the latest data available via PIERS, a sister product of JOC within the maritime and trade business of IHS Markit. Between May and June, Seattle-based Expeditors, the largest trans-Pacific NVOCC, went from shipping nearly 2,100 TEUs to moving under 100. Vilden Global Transportation Solutions also pulled back its exposure in the same period, going from 2,334 TEUs to 663 TEUs. Expeditors and Vilden didn’t respond to requests for comment. Unlike Expeditors and Vilden Global Transportation Solutions, the third- and fifth-biggest movers of NVO cargo for Hanjin, OEC Group, Orient Star International and an undisclosed NVOCC that commands the top spot increased their exposure. Translink, the fourth-biggest source of NVO business, reduced its monthly volume from 1,750 TEUs in May to 1,374 TEUs in June. United Arab Shipping Co., a fellow CKYHE Alliance member of Hanjin, told customers Tuesday it was closely monitoring their cargo that is aboard Hanjin ships and has taken emergency contingency planning of such cargo. China Cosco Shipping told JOC Wednesday morning that it hadn’t heard of any of its customers’ cargo on Hanjin ships being seized. “We are trying to get all the information we can. Our first objective is to protect shippers,” said Howard Finkel, executive vice president of China Cosco Shipping Americas. “We have to find out legally what we can and can’t do.” “We’re going into brand new territory so there are a lot of questions that need to get answered. This is going to hurt,” Finkel said. A Hanjin bankruptcy, according to Alphaliner, would be by far the largest container line collapse in history, dwarfing prior bankruptices such as Cho Yang in 2001, Hainan POS in 2013, Grand China Shipping in 2013 and U.S. Lines in 1986. Hanjin operated a peak of over 600,000 TEUs of capacity at its peak, compared with barely 100,000 TEUs by U.S. Line and well less than 100,000 TEUs by Cho Hang. "Hanjin Shipping's potential bankruptcy would be the largest container shipping failure in history, dwarfing all previous carrier bankruptcies in absolute terms," it said on Tuesday. The bankruptcy begins what will be a “complex insolvency process,” said the UK law firm Psydens, which issued an initial advisory with preliminary details on shippers’ options. A big issue for shippers will be getting cargo released from terminals that are owed money by Hanjin and will use loaded containers as leverage to get paid. One forwarder told JOC on Wednesday that it has containers that have been refused release by the terminal because of unpaid balances owed to the terminal by the carrier. "In a receivership situation, the party going into receivership cannot trade (accept cargo) once they know they are insolvent. Hanjin appeared to find this out on Tuesday when it was reported that key lenders had withdrawn their support," Psydens said.

Container lines

Hanjin unraveling as US import rates set to soar

<div class="phx-topic abstract-wrapper">The Owner-Operator Independent Driver’s Association is urging Congress to codify new regulations aimed at tightening oversight of commercial driver licensing and to support more training for new drivers. </div>

The Owner-Operator Independent Driver’s Association is urging Congress to codify new regulations aimed at tightening oversight of commercial driver licensing and to support more training for new drivers.

Feature image

<div class="phx-topic">A crackdown on unqualified and illegal truck drivers in the US is already said to be tightening capacity in certain markets, but some want the crackdown to go further. The Owner-Operator Independent Driver’s Association (OOIDA) is urging the House of Representatives and Senate to write <a href="https://www.joc.com/article/usdot-cracks-down-on-non-domiciled-cdls-targets-california-6087419">new truck driver licensing rules</a> into law. OOIDA is also calling for enhanced new driver training and more stringent audits of new carriers. The group also opposes efforts to lower the legal age required to drive a commercial truck in interstate commerce from 21 to 18. The Infrastructure Investment and Jobs Act of 2022 established a three-year pilot program for 18- to 20-year-old truck drivers. “Simply put, far too many individuals are entering the trucking industry without the basic skills necessary to safely operate a commercial vehicle,” Todd Spencer, OOIDA’s president, said in a letter to the House and Senate transportation committees. “Additionally, inconsistent and improper licensing processes among states have permitted hundreds of thousands of unqualified drivers to work on our nation’s roads, which has needlessly resulted in numerous fatal crashes,” Spencer wrote. Since June, truck drivers have been the focus of English-language proficiency (ELP) and commercial driver’s license (CDL) enforcement initiatives by the US Department of Transportation (DOT) and its Federal Motor Carrier Safety Administration (FMCSA). The DOT initiatives have focused on enforcing <a href="https://www.joc.com/article/us-dot-presses-states-to-enforce-english-language-trucking-rules-6069884">English-language proficiency</a> requirements and tightening standards for non-domiciled commercial driver’s licenses (CDLs) issued by states. The US also stopped issuing certain work visas for foreign truck drivers. In its letter, the OOIDA urged Congress to take up the Non-Domiciled CDL Integrity Act <a href="https://rouzer.house.gov/news/documentsingle.aspx?DocumentID=2587">introduced in the House</a> on Oct. 8 by Rep. David Rouzer (R-North Carolina). The bill would codify the interim final rule on non-domiciled CDLs published by the FMCSA on Sept. 29. The interim final rule and the House bill attempt to prevent those in the US illegally from receiving non-domiciled licenses that some states issue to drivers living outside their jurisdiction. The rules also tighten state enforcement of licensing requirements. <h3>‘A little tightness’ </h3>The DOT crackdown on ELP requirements and licensing is already having an impact on some truck lanes and on spot market truckload rates, according to motor carriers. The extent of the impact, however, is hard to measure. “We believe recent developments in regulations and enforcement when taken together could have a noticeable impact on available industry capacity,” Nicholas Hobbs, COO at J.B. Hunt Transport Services, said during a third-quarter earnings call Oct. 15. “We've seen a little tightness in probably eight to 10 markets,” said Hobbs. He attributed that not just to DOT roadside inspections, but also immigration enforcement. “You can follow the news and see where (US Immigration and Customs Enforcement) is active,” he said. The average US national truckload spot rate was $1.70 per mile in the week ended Oct. 18, according to DAT Freight &amp; Analytics, flat with the week prior. The load board operator is seeing evidence that DOT and ICE enforcement are affecting capacity. “We’re seeing drivers who are US citizens saying, ‘We’re going to sit this one out,’” said Dean Croke, principal analyst at DAT. “They’ll go do something else, (like) maybe run locally.” Contact William B. Cassidy at <a href="mailto:bill.cassidy@spglobal.com">bill.cassidy@spglobal.com</a>. </div>

A crackdown on unqualified and illegal truck drivers in the US is already said to be tightening capacity in certain markets, but some want the crackdown to go further. The Owner-Operator Independent Driver’s Association (OOIDA) is urging the House of Representatives and Senate to write new truck driver licensing rules into law. OOIDA is also calling for enhanced new driver training and more stringent audits of new carriers. The group also opposes efforts to lower the legal age required to drive a commercial truck in interstate commerce from 21 to 18. The Infrastructure Investment and Jobs Act of 2022 established a three-year pilot program for 18- to 20-year-old truck drivers. “Simply put, far too many individuals are entering the trucking industry without the basic skills necessary to safely operate a commercial vehicle,” Todd Spencer, OOIDA’s president, said in a letter to the House and Senate transportation committees. “Additionally, inconsistent and improper licensing processes among states have permitted hundreds of thousands of unqualified drivers to work on our nation’s roads, which has needlessly resulted in numerous fatal crashes,” Spencer wrote. Since June, truck drivers have been the focus of English-language proficiency (ELP) and commercial driver’s license (CDL) enforcement initiatives by the US Department of Transportation (DOT) and its Federal Motor Carrier Safety Administration (FMCSA). The DOT initiatives have focused on enforcing English-language proficiency requirements and tightening standards for non-domiciled commercial driver’s licenses (CDLs) issued by states. The US also stopped issuing certain work visas for foreign truck drivers. In its letter, the OOIDA urged Congress to take up the Non-Domiciled CDL Integrity Act introduced in the House on Oct. 8 by Rep. David Rouzer (R-North Carolina). The bill would codify the interim final rule on non-domiciled CDLs published by the FMCSA on Sept. 29. The interim final rule and the House bill attempt to prevent those in the US illegally from receiving non-domiciled licenses that some states issue to drivers living outside their jurisdiction. The rules also tighten state enforcement of licensing requirements. ‘A little tightness’ The DOT crackdown on ELP requirements and licensing is already having an impact on some truck lanes and on spot market truckload rates, according to motor carriers. The extent of the impact, however, is hard to measure. “We believe recent developments in regulations and enforcement when taken together could have a noticeable impact on available industry capacity,” Nicholas Hobbs, COO at J.B. Hunt Transport Services, said during a third-quarter earnings call Oct. 15. “We've seen a little tightness in probably eight to 10 markets,” said Hobbs. He attributed that not just to DOT roadside inspections, but also immigration enforcement. “You can follow the news and see where (US Immigration and Customs Enforcement) is active,” he said. The average US national truckload spot rate was $1.70 per mile in the week ended Oct. 18, according to DAT Freight & Analytics, flat with the week prior. The load board operator is seeing evidence that DOT and ICE enforcement are affecting capacity. “We’re seeing drivers who are US citizens saying, ‘We’re going to sit this one out,’” said Dean Croke, principal analyst at DAT. “They’ll go do something else, (like) maybe run locally.” Contact William B. Cassidy at bill.cassidy@spglobal.com .

Trucking News

Transport, Trade and Regulation News

Surface

Industry group calls for tougher licensing, better training amid trucker crackdown

<div class="phx-topic abstract-wrapper">The absence of a framework on how global shipping can pass on the higher operating costs of using low- or zero-emission fuels to cargo owners will likely stall investment in the sector. </div>

The absence of a framework on how global shipping can pass on the higher operating costs of using low- or zero-emission fuels to cargo owners will likely stall investment in the sector.

<div class="phx-topic">The most optimistic view of global maritime regulators punting on a new net-zero emissions framework is that efforts to derail it completely were avoided. For most in the shipping industry, however, the International Maritime Organization’s one-year delay is viewed as a major missed opportunity to give the investment community the certainty it needs to fund the transition to net-zero fuels. The Friday motion to delay adoption of the IMO’s net-zero framework was made at a tense and combative session of its Marine Environment Protection Committee (MEPC) in London. The vote to delay was 57 in favor and 49 against, with 21 abstentions. In the interim, member states will continue to work towards consensus on the decarbonization plans, but achieving the emissions-cutting targets agreed under the revised IMO greenhouse gas strategy in 2023 will now be under pressure. The IMO’s targets include at least a 20% — striving for 30% — reduction in emissions by 2030 and at least a 70%, striving for 80%, reduction by 2040 compared to 2008 levels. The ultimate goal is to achieve net-zero emissions by 2050. But critics argue that the absence of a framework on how global shipping can pass on to cargo owners the higher operating costs of using low- or zero-emission fuels will likely stall investment in shipbuilding and in scaling up production of alternative fuels to replace conventional, heavy emission bunkers. They fear that with no global pricing mechanism, there is likely to emerge a host of local carbon pricing initiatives that will be difficult for carriers to navigate. The United States’ willingness to threaten IMO member states voting against White House efforts to water down the regulations brings a challenge that wasn’t present in July 2023 when the IMO’s revised greenhouse gas strategy was agreed. The US believes putting a price on carbon emissions from ships will be passed on to its consumers, increasing costs by 10%. It was what triggered the extraordinary threats by the White House that included sanctions, port fees and visa refusals against member states voting to adopt the IMO net-zero framework. President Donald Trump even weighed in on his Truth Social media platform with a post last week saying, “the US will not stand for this Global Green New Scam Tax on Shipping. Stand with the US and vote NO in London...!” <h3>States swayed by US threats </h3>The US was supported in its opposition to the measures by petrostates Saudi Arabia, Russia and Venezuela, with Singapore raising the idea that the regulation be delayed and Saudi Arabia calling for the vote. Pressure from the US saw Liberia, the world’s largest ship registry with 16% of global tonnage, and Bahamas, home to almost 4% of global tonnage, reversing their support for the framework. Not everyone was cowed by the US threats, particularly the tiny Pacific Island states that are most vulnerable to the climate change dismissed as a hoax by Trump. “Don’t pretend that the Pacific was voiceless. We were ignored, bullied, threatened, cornered, sidelined and harassed. But we stood tall,” Marshall Islands Ambassador Albon Ishoda <a href="https://www.linkedin.com/in/albon-ishoda-384472333/recent-activity/all/">wrote in a LinkedIn post</a>. “When you mention those large countries that fought for or against the framework, don’t forget that it was the Pacific Island countries and Seychelles that gave the hardest miles and took the hardest hit,” Ishoda wrote. “A year delay is a year of more devastation and displacement for our communities that have nothing to do with this catastrophe. We don’t have the luxury of time.” There are concerns that the US considers the delay in adopting IMO decarbonization plans as a win and will use the time between now and next October to build further opposition against the net-zero framework, potentially killing the regulation. There are also concerns that the delay is a win for liquefied natural gas (LNG) that will continue to be the fuel of choice across shipping sectors. Reaction to the IMO vote to adjourn the attempted adoption of the net-zero framework for a year has been loud and predominantly negative, particularly concerning the enormous investment required to decarbonize the maritime industry. The Global Maritime Forum has estimated that achieving a 50% reduction in shipping's greenhouse gas emissions by 2050 will require investment of $1 trillion to $1.4 trillion between 2030 and 2050. If full decarbonization is the goal, the total could be as high as $1.9 trillion. “From an economic standpoint, introducing carbon pricing is essential to level the playing field with sustainable fuels, which are currently not economically viable,” said Rico Luman, senior economist for transport and logistics at global bank ING. “Regardless of the timing, a pricing mechanism will eventually be necessary to drive progress in reducing greenhouse gas emissions, also as it helps funding green investments,” Luman noted. <h3>Delay puts targets under pressure </h3>It was a sentiment repeated time and again as the reaction rolled in following the Friday afternoon vote. “The industry needs clarity to be able to make the investments needed to decarbonize the maritime sector, in line with the goals set out in the IMO greenhouse gas strategy,” said Thomas Kazakos, secretary-general of the International Chamber of Shipping. Kazakos said the framework would have created the first global carbon pricing mechanism for any industrial sector, with the aim of delivering a clear path for shipping’s transition to net-zero. The delay means meeting the IMO’s decarbonization targets has been made more difficult, Luman told the Journal of Commerce. “The current timeline needs to be reassessed, as the projected CO₂ reductions by 2030 already fall short of earlier ambitions,” he said. “As a result, achieving the 2040 and 2050 targets set out in the IMO’s net-zero strategy is becoming increasingly challenging — particularly given the long investment horizons typical in the shipping industry.” Jesse Fahnestock, director of decarbonization at the Global Maritime Forum, agreed, calling Friday’s adjournment “a disappointing setback for shipping” that will make delivery of maritime decarbonization targets even more challenging. Lars Jensen, CEO of Vespucci Maritime and a Journal of Commerce contributor, said the main container carriers were unlikely to stray from their current newbuilding path, at least for now. “But it will make it more difficult to convince...investors to come in hard on green fuel production with the new uncertainty,” <a href="https://www.linkedin.com/in/larsjensenvespuccimaritime/recent-activity/all/">Jensen wrote in a LinkedIn post</a> Monday. “In such an environment, LNG just got another improvement in its relative competitiveness versus the fully green fuels.” Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

The most optimistic view of global maritime regulators punting on a new net-zero emissions framework is that efforts to derail it completely were avoided. For most in the shipping industry, however, the International Maritime Organization’s one-year delay is viewed as a major missed opportunity to give the investment community the certainty it needs to fund the transition to net-zero fuels. The Friday motion to delay adoption of the IMO’s net-zero framework was made at a tense and combative session of its Marine Environment Protection Committee (MEPC) in London. The vote to delay was 57 in favor and 49 against, with 21 abstentions. In the interim, member states will continue to work towards consensus on the decarbonization plans, but achieving the emissions-cutting targets agreed under the revised IMO greenhouse gas strategy in 2023 will now be under pressure. The IMO’s targets include at least a 20% — striving for 30% — reduction in emissions by 2030 and at least a 70%, striving for 80%, reduction by 2040 compared to 2008 levels. The ultimate goal is to achieve net-zero emissions by 2050. But critics argue that the absence of a framework on how global shipping can pass on to cargo owners the higher operating costs of using low- or zero-emission fuels will likely stall investment in shipbuilding and in scaling up production of alternative fuels to replace conventional, heavy emission bunkers. They fear that with no global pricing mechanism, there is likely to emerge a host of local carbon pricing initiatives that will be difficult for carriers to navigate. The United States’ willingness to threaten IMO member states voting against White House efforts to water down the regulations brings a challenge that wasn’t present in July 2023 when the IMO’s revised greenhouse gas strategy was agreed. The US believes putting a price on carbon emissions from ships will be passed on to its consumers, increasing costs by 10%. It was what triggered the extraordinary threats by the White House that included sanctions, port fees and visa refusals against member states voting to adopt the IMO net-zero framework. President Donald Trump even weighed in on his Truth Social media platform with a post last week saying, “the US will not stand for this Global Green New Scam Tax on Shipping. Stand with the US and vote NO in London...!” States swayed by US threats The US was supported in its opposition to the measures by petrostates Saudi Arabia, Russia and Venezuela, with Singapore raising the idea that the regulation be delayed and Saudi Arabia calling for the vote. Pressure from the US saw Liberia, the world’s largest ship registry with 16% of global tonnage, and Bahamas, home to almost 4% of global tonnage, reversing their support for the framework. Not everyone was cowed by the US threats, particularly the tiny Pacific Island states that are most vulnerable to the climate change dismissed as a hoax by Trump. “Don’t pretend that the Pacific was voiceless. We were ignored, bullied, threatened, cornered, sidelined and harassed. But we stood tall,” Marshall Islands Ambassador Albon Ishoda wrote in a LinkedIn post . “When you mention those large countries that fought for or against the framework, don’t forget that it was the Pacific Island countries and Seychelles that gave the hardest miles and took the hardest hit,” Ishoda wrote. “A year delay is a year of more devastation and displacement for our communities that have nothing to do with this catastrophe. We don’t have the luxury of time.” There are concerns that the US considers the delay in adopting IMO decarbonization plans as a win and will use the time between now and next October to build further opposition against the net-zero framework, potentially killing the regulation. There are also concerns that the delay is a win for liquefied natural gas (LNG) that will continue to be the fuel of choice across shipping sectors. Reaction to the IMO vote to adjourn the attempted adoption of the net-zero framework for a year has been loud and predominantly negative, particularly concerning the enormous investment required to decarbonize the maritime industry. The Global Maritime Forum has estimated that achieving a 50% reduction in shipping's greenhouse gas emissions by 2050 will require investment of $1 trillion to $1.4 trillion between 2030 and 2050. If full decarbonization is the goal, the total could be as high as $1.9 trillion. “From an economic standpoint, introducing carbon pricing is essential to level the playing field with sustainable fuels, which are currently not economically viable,” said Rico Luman, senior economist for transport and logistics at global bank ING. “Regardless of the timing, a pricing mechanism will eventually be necessary to drive progress in reducing greenhouse gas emissions, also as it helps funding green investments,” Luman noted. Delay puts targets under pressure It was a sentiment repeated time and again as the reaction rolled in following the Friday afternoon vote. “The industry needs clarity to be able to make the investments needed to decarbonize the maritime sector, in line with the goals set out in the IMO greenhouse gas strategy,” said Thomas Kazakos, secretary-general of the International Chamber of Shipping. Kazakos said the framework would have created the first global carbon pricing mechanism for any industrial sector, with the aim of delivering a clear path for shipping’s transition to net-zero. The delay means meeting the IMO’s decarbonization targets has been made more difficult, Luman told the Journal of Commerce. “The current timeline needs to be reassessed, as the projected CO₂ reductions by 2030 already fall short of earlier ambitions,” he said. “As a result, achieving the 2040 and 2050 targets set out in the IMO’s net-zero strategy is becoming increasingly challenging — particularly given the long investment horizons typical in the shipping industry.” Jesse Fahnestock, director of decarbonization at the Global Maritime Forum, agreed, calling Friday’s adjournment “a disappointing setback for shipping” that will make delivery of maritime decarbonization targets even more challenging. Lars Jensen, CEO of Vespucci Maritime and a Journal of Commerce contributor, said the main container carriers were unlikely to stray from their current newbuilding path, at least for now. “But it will make it more difficult to convince...investors to come in hard on green fuel production with the new uncertainty,” Jensen wrote in a LinkedIn post Monday. “In such an environment, LNG just got another improvement in its relative competitiveness versus the fully green fuels.” Contact Greg Knowler at greg.knowler@spglobal.com .

Maritime

Delay in IMO decarbonization plans robs green fuels investors of certainty

<div class="phx-topic abstract-wrapper">The partnership is part of a broader effort to advance the development of the India-Middle East-Europe Economic Corridor via the Adriatic’s main port. </div>

The partnership is part of a broader effort to advance the development of the India-Middle East-Europe Economic Corridor via the Adriatic’s main port.

<div class="phx-topic">CMA CGM and the Slovenian Port of Koper have established an automotive logistic services joint venture, expanding the carrier’s reach into Central Europe and upgrading an existing long-standing partnership. Rodolphe Saadé, CMA CGM’s chairman and CEO, signed the deal Monday during a visit to the port, alongside Slovenian Prime Minister Robert Golob and French President Emmanuel Macron. “In the context of the emerging India-Middle East-Europe Economic Corridor, CMA CGM and the Port of Koper share the ambition to strengthen Slovenia’s role as a sustainable logistics hub at the heart of Europe,” CMA CGM said in a statement. Financial terms of the deal were not disclosed. Koper is the Adriatic’s main port and a strategic gateway for the transport of vehicles to and from Asia by sea and rail, and the logistics JV will build on CMA CGM’s established intermodal network in the region. The JV company will equip, maintain and operate the site for automotive logistic services. CMA CGM and Koper are considering other joint projects to improve the competitive position of the port and further develop regional trade flows, according to the statement. CMA CGM’s services from Koper are operated by LNG or methanol-powered vessels with a capacity of 15,000 TEUs, with rail connections to major Central European markets. The carrier has two weekly maritime services calling Koper: the Phoenician Express connecting Asia to the Mediterranean and the Bora Med service within the Mediterranean basin. Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>. </div>

CMA CGM and the Slovenian Port of Koper have established an automotive logistic services joint venture, expanding the carrier’s reach into Central Europe and upgrading an existing long-standing partnership. Rodolphe Saadé, CMA CGM’s chairman and CEO, signed the deal Monday during a visit to the port, alongside Slovenian Prime Minister Robert Golob and French President Emmanuel Macron. “In the context of the emerging India-Middle East-Europe Economic Corridor, CMA CGM and the Port of Koper share the ambition to strengthen Slovenia’s role as a sustainable logistics hub at the heart of Europe,” CMA CGM said in a statement. Financial terms of the deal were not disclosed. Koper is the Adriatic’s main port and a strategic gateway for the transport of vehicles to and from Asia by sea and rail, and the logistics JV will build on CMA CGM’s established intermodal network in the region. The JV company will equip, maintain and operate the site for automotive logistic services. CMA CGM and Koper are considering other joint projects to improve the competitive position of the port and further develop regional trade flows, according to the statement. CMA CGM’s services from Koper are operated by LNG or methanol-powered vessels with a capacity of 15,000 TEUs, with rail connections to major Central European markets. The carrier has two weekly maritime services calling Koper: the Phoenician Express connecting Asia to the Mediterranean and the Bora Med service within the Mediterranean basin. Contact Greg Knowler at greg.knowler@spglobal.com .

Port News

Asia-Europe

International ports

Container Shipping News

CMA CGM inks auto logistics joint venture with Slovenian Port of Koper

<div class="phx-topic abstract-wrapper">The ocean carrier and logistics provider already has big investments in Panama but may lack dedicated berth space for ships if MSC swoops in on two big container terminals there.</div>

The ocean carrier and logistics provider already has big investments in Panama but may lack dedicated berth space for ships if MSC swoops in on two big container terminals there.

<div class="phx-topic">Maersk signaled its interest in helping develop the Panama Canal’s yet-to-be-built container terminals, as the carrier faces the prospect of its former alliance partner Mediterranean Shipping Co. taking control of Panama’s current terminal assets. Speaking at an event Oct. 9 sponsored by Denmark’s embassy in Colombia, Maersk Chief Executive Vincent Clerc said his company may invest in the new terminals the Panama Canal Authority (ACP) hopes to build on both sides of the canal. This summer, <a href="https://www.joc.com/article/panama-canal-mulls-developing-corozal-to-allay-neutrality-fears-over-hutchison-deal-6023330">the ACP said it was looking to develop container terminals</a> on the Pacific side at Corozal and on the Atlantic side near Colon. According to local press reports about the event, the ACP is starting its outreach to ocean carriers and terminal operators about the new terminal concessions, with a formal tender expected in the second half of 2026. The new terminals are part of Panama’s response to US government concerns about Chinese conglomerate CK Hutchison owning terminals on both sides of the canal. President Donald Trump has repeatedly pressured Panama’s government about selling the terminals to a non-Chinese firm, despite <a href="https://www.joc.com/article/panama-canal-transit-data-belies-trumps-claims-of-chinas-control-project44-5948559">no evidence of US-bound ships receiving less preferential treatment for canal transits</a>. ACP President Ricuarte Vasquez Morales has said the canal needs more common carrier terminal capacity. MSC’s Terminal Investment Limited subsidiary and BlackRock’s Global Infrastructure Partners have emerged as the leading bidders for the terminals in Colon and Balboa. The sale, though, faces a lengthy regulatory review, plus the potential inclusion of Cosco Shipping as another partner as <a href="https://www.joc.com/article/beijing-issues-warning-over-hutchisons-proposed-sale-of-panama-ports-company-5962910">a sop to China for approving Hutchison’s sale of the terminals</a>. Hutchison has confirmed that a “major strategic investor from China” was looking to be part of a Hutchison acquisition. An MSC takeover of the two terminals could shut out Maersk from an important transshipment point for its north-south services. Over the past 12 months, Maersk-operated container ships have made 1,345 calls to Panama’s ports, according to data from Sea-web, a sister product of the Journal of Commerce within S&amp;P Global. MSC, as well, is a heavy user of Panama’s terminals, with 1,563 calls over the same time. In April, <a href="https://www.joc.com/article/apm-acquires-first-railroad-asset-with-deal-for-panama-canals-short-line-5975493">Maersk bought the Panama Canal Railway</a>, the short-line railroad that links the ports of Balboa and Colon. Maersk, which is the railway’s largest customer, also operates a logistics park in the country. Contact Michael Angell at <a href="mailto:michael.angell@spglobal.com">michael.angell@spglobal.com</a>. </div>

Maersk signaled its interest in helping develop the Panama Canal’s yet-to-be-built container terminals, as the carrier faces the prospect of its former alliance partner Mediterranean Shipping Co. taking control of Panama’s current terminal assets. Speaking at an event Oct. 9 sponsored by Denmark’s embassy in Colombia, Maersk Chief Executive Vincent Clerc said his company may invest in the new terminals the Panama Canal Authority (ACP) hopes to build on both sides of the canal. This summer, the ACP said it was looking to develop container terminals on the Pacific side at Corozal and on the Atlantic side near Colon. According to local press reports about the event, the ACP is starting its outreach to ocean carriers and terminal operators about the new terminal concessions, with a formal tender expected in the second half of 2026. The new terminals are part of Panama’s response to US government concerns about Chinese conglomerate CK Hutchison owning terminals on both sides of the canal. President Donald Trump has repeatedly pressured Panama’s government about selling the terminals to a non-Chinese firm, despite no evidence of US-bound ships receiving less preferential treatment for canal transits . ACP President Ricuarte Vasquez Morales has said the canal needs more common carrier terminal capacity. MSC’s Terminal Investment Limited subsidiary and BlackRock’s Global Infrastructure Partners have emerged as the leading bidders for the terminals in Colon and Balboa. The sale, though, faces a lengthy regulatory review, plus the potential inclusion of Cosco Shipping as another partner as a sop to China for approving Hutchison’s sale of the terminals . Hutchison has confirmed that a “major strategic investor from China” was looking to be part of a Hutchison acquisition. An MSC takeover of the two terminals could shut out Maersk from an important transshipment point for its north-south services. Over the past 12 months, Maersk-operated container ships have made 1,345 calls to Panama’s ports, according to data from Sea-web, a sister product of the Journal of Commerce within S&P Global. MSC, as well, is a heavy user of Panama’s terminals, with 1,563 calls over the same time. In April, Maersk bought the Panama Canal Railway , the short-line railroad that links the ports of Balboa and Colon. Maersk, which is the railway’s largest customer, also operates a logistics park in the country. Contact Michael Angell at michael.angell@spglobal.com .

Marine terminals

Maersk considering investment in Panama’s new terminals

<div class="phx-topic abstract-wrapper">Companies large and small — from C.H. Robinson to ShipAngel — are unveiling new suites of AI agents to augment their customers’ capacities and help them organize unstructured data.</div>

Companies large and small — from C.H. Robinson to ShipAngel — are unveiling new suites of AI agents to augment their customers’ capacities and help them organize unstructured data.

<div class="phx-topic">The march of artificial AI into the world of logistics is accelerating, specifically around the development of AI agents built directly into standalone software or tools provided by third-party logistics providers (3PLs). Those advancements are impacting key processes in both the international and domestic logistics environment, including demand planning and auditing freight bills, but more broadly agents are popping up in virtually every software platform with which shippers interact. Yet, there remains confusion and residual skepticism about the extent to which AI agents can transform logistics workforces. Most logistics professionals have a sense they are either already using AI agents or interacting with them in an unseen way but aren’t yet experiencing a different way of working. As more major logistics players make investments in agentic AI, that could soon change. The latest example is C.H. Robinson, which on Monday said it has enhanced its ability to use AI to uncover data from sources where it has been traditionally hard to extract and categorize information. C.H. Robinson, the largest US freight broker and a top 10 ocean forwarder, has <a href="https://www.joc.com/article/truckload-brokers-eye-human-technology-balance-as-ai-takes-hold-5876340">leaned heavily into AI</a> over the last few years as a means to reshape its business. “With agentic AI, we’re unlocking the value trapped in unstructured data: phone calls, emails, tribal knowledge,” the company’s chief technology officer, Mike Neill, said in a statement Monday. “In September alone, one of our AI agents captured 318,000 freight tracking updates from a single type of phone call. Previously invisible to our systems, that data now flows to another AI agent that updates our platform, feeding our predictive [estimated times of arrival] and optimizing our customers’ deliveries.” While C.H. Robinson is a prime example of the largest companies in logistics recrafting their service offerings around agentic AI, it is far from alone. Among other large providers, project44 and FourKites have <a href="https://www.joc.com/article/fourkites-exit-from-gartner-visibility-assessment-highlights-evolving-market-5958243">built entire sets of AI agents</a> to support their ambitions to appeal more broadly to shippers. WiseTech Global — provider of the most widely-used freight management software among global forwarders, told the Journal of Commerce in September it is similarly building an array of AI agents to allows its customers to better utilize its customs, tracking and accounting products. And Maersk <a href="https://www.joc.com/article/maersk-launches-ai-customs-tool-to-tackle-rising-regulatory-chaos-6031746">launched an AI customs tool</a> in June designed to benefit from the large datasets that the shipping line’s scale provides. C.H. Robinson, with the largest dataset in truckload brokerage, has made a similar connection. <h3>Wide spectrum of tools </h3>The activity is far from confined to larger players in the market. Last week, ShipAngel, which started as a freight rate management software vendor for shippers, announced it is now offering a more comprehensive set of tools for shippers, all driven by embedded AI agents that can book and track shipments off an already established rate. “Enterprise software is undergoing a once-in-a-generation transformation,” ShipAngel CEO Graham Parker said about what the company is describing as a shift into enterprise resource planning (ERP) specifically built for supply chains. “Monolithic systems are giving way to modular, intelligent architectures.” Parker’s contention is that most shippers are burdened with ERPs that are built mostly for finance and planning teams, not supply chain teams. ShipAngel’s use of AI agents — also known as digital workers — is key to its ability to gather unstructured data that’s often difficult for those teams to gather and make decisions about. In late September, Jason Traff, CEO of transportation management system (TMS) provider Shipwell, told the Journal of Commerce Inland Distribution Conference that the most likely functions to be handed to AI agents are demand planning, truckload scheduling, freight bill auditing, and logistics cost analysis. Traff stressed that AI agents’ strengths lie in adapting to new variables and simulating human-like behavior and reasoning. AI-based workflow automation, on the other hand, is strongest at pattern recognition and handling sets of complex rules. <h3>Accessing unstructured data </h3>At the Virginia Maritime Association’s (VMA’s) International Trade Symposium in Norfolk Thursday, Vijay Harrell, CEO of software provider TradeLanes, described how AI agents within the company’s product allow its exporter customers to get automated messages around vessel schedule amendments or changes to earlier return dates. Those changes have historically been detected by having people — at the exporter or the exporter’s 3PL — periodically check carrier or terminal websites. Paul Albert-Lebrun, CEO of container terminal software provider Nodal, similarly explained on an AI panel how digital workers would help terminal operators get more out of their existing terminal operating systems and extract key pieces of unstructured data from adjacent systems to make informed decisions on things such as labor deployment and crane operations. At the RateLinx Insight Conference Tuesday in Scottsdale, Arizona, CEO Shannon Vaillancourt described how AI helps shippers make informed decisions that have traditionally been negatively affected by human sentiment. For instance, he said people tend to “remember things that didn’t happen and anchor decisions based on irrelevant data.” He also said people resist change because they fixate on bad experiences with transportation vendors that aren’t representative of that vendor’s objective performance. But Mac McCall, a senior research associate at the Virginia Tech Transportation Institute, told the VMA conference that a future based around digital workers need not exclude people. “I’m a Star Trek fan, and if you look at the bridge of the Enterprise, you see the most advanced technology available, but there are still people being presented with information and making decisions,” he said. Contact Eric Johnson at <a href="mailto:eric.johnson@spglobal.com">eric.johnson@spglobal.com</a>. </div>

The march of artificial AI into the world of logistics is accelerating, specifically around the development of AI agents built directly into standalone software or tools provided by third-party logistics providers (3PLs). Those advancements are impacting key processes in both the international and domestic logistics environment, including demand planning and auditing freight bills, but more broadly agents are popping up in virtually every software platform with which shippers interact. Yet, there remains confusion and residual skepticism about the extent to which AI agents can transform logistics workforces. Most logistics professionals have a sense they are either already using AI agents or interacting with them in an unseen way but aren’t yet experiencing a different way of working. As more major logistics players make investments in agentic AI, that could soon change. The latest example is C.H. Robinson, which on Monday said it has enhanced its ability to use AI to uncover data from sources where it has been traditionally hard to extract and categorize information. C.H. Robinson, the largest US freight broker and a top 10 ocean forwarder, has leaned heavily into AI over the last few years as a means to reshape its business. “With agentic AI, we’re unlocking the value trapped in unstructured data: phone calls, emails, tribal knowledge,” the company’s chief technology officer, Mike Neill, said in a statement Monday. “In September alone, one of our AI agents captured 318,000 freight tracking updates from a single type of phone call. Previously invisible to our systems, that data now flows to another AI agent that updates our platform, feeding our predictive [estimated times of arrival] and optimizing our customers’ deliveries.” While C.H. Robinson is a prime example of the largest companies in logistics recrafting their service offerings around agentic AI, it is far from alone. Among other large providers, project44 and FourKites have built entire sets of AI agents to support their ambitions to appeal more broadly to shippers. WiseTech Global — provider of the most widely-used freight management software among global forwarders, told the Journal of Commerce in September it is similarly building an array of AI agents to allows its customers to better utilize its customs, tracking and accounting products. And Maersk launched an AI customs tool in June designed to benefit from the large datasets that the shipping line’s scale provides. C.H. Robinson, with the largest dataset in truckload brokerage, has made a similar connection. Wide spectrum of tools The activity is far from confined to larger players in the market. Last week, ShipAngel, which started as a freight rate management software vendor for shippers, announced it is now offering a more comprehensive set of tools for shippers, all driven by embedded AI agents that can book and track shipments off an already established rate. “Enterprise software is undergoing a once-in-a-generation transformation,” ShipAngel CEO Graham Parker said about what the company is describing as a shift into enterprise resource planning (ERP) specifically built for supply chains. “Monolithic systems are giving way to modular, intelligent architectures.” Parker’s contention is that most shippers are burdened with ERPs that are built mostly for finance and planning teams, not supply chain teams. ShipAngel’s use of AI agents — also known as digital workers — is key to its ability to gather unstructured data that’s often difficult for those teams to gather and make decisions about. In late September, Jason Traff, CEO of transportation management system (TMS) provider Shipwell, told the Journal of Commerce Inland Distribution Conference that the most likely functions to be handed to AI agents are demand planning, truckload scheduling, freight bill auditing, and logistics cost analysis. Traff stressed that AI agents’ strengths lie in adapting to new variables and simulating human-like behavior and reasoning. AI-based workflow automation, on the other hand, is strongest at pattern recognition and handling sets of complex rules. Accessing unstructured data At the Virginia Maritime Association’s (VMA’s) International Trade Symposium in Norfolk Thursday, Vijay Harrell, CEO of software provider TradeLanes, described how AI agents within the company’s product allow its exporter customers to get automated messages around vessel schedule amendments or changes to earlier return dates. Those changes have historically been detected by having people — at the exporter or the exporter’s 3PL — periodically check carrier or terminal websites. Paul Albert-Lebrun, CEO of container terminal software provider Nodal, similarly explained on an AI panel how digital workers would help terminal operators get more out of their existing terminal operating systems and extract key pieces of unstructured data from adjacent systems to make informed decisions on things such as labor deployment and crane operations. At the RateLinx Insight Conference Tuesday in Scottsdale, Arizona, CEO Shannon Vaillancourt described how AI helps shippers make informed decisions that have traditionally been negatively affected by human sentiment. For instance, he said people tend to “remember things that didn’t happen and anchor decisions based on irrelevant data.” He also said people resist change because they fixate on bad experiences with transportation vendors that aren’t representative of that vendor’s objective performance. But Mac McCall, a senior research associate at the Virginia Tech Transportation Institute, told the VMA conference that a future based around digital workers need not exclude people. “I’m a Star Trek fan, and if you look at the bridge of the Enterprise, you see the most advanced technology available, but there are still people being presented with information and making decisions,” he said. Contact Eric Johnson at eric.johnson@spglobal.com .

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AI agents proliferate in logistics despite skepticism

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

SMC3rates_shutterstock_5247046.jpg

Shippers save money, time with automated transportation bidding tools

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

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Filling the Supply Chain Education Gap with LTL Education Courses

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