<div class="phx-topic abstract-wrapper">Companies and governments have spent or committed nearly US$7 billion since 2009 to investment in ships, ports and terminals, and waterways infrastructure on the Great Lakes and St. Lawrence Seaway, a new survey reports.</div>

Companies and governments have spent or committed nearly US$7 billion since 2009 to investment in ships, ports and terminals, and waterways infrastructure on the Great Lakes and St. Lawrence Seaway, a new survey reports.

<div>Companies and governments have spent or committed nearly US$7 billion since 2009 to investment in ships, ports and terminals, and waterways infrastructure on the Great Lakes and St. Lawrence Seaway, a new survey reports.The investments include nearly $4.7 billion in 2009-13 and more than $2 billion committed after 2013, <a>said the report</a>, prepared by Martin Associates for the American Great Lakes Ports Association and the Canadian Chamber of Marine Commerce.The report was based on investment data from 454 companies or agencies among 628 stakeholders contacted.Actual and committed investments totaled nearly $4 billion for vessels, $1.7 billion for ports and terminals,...

Companies and governments have spent or committed nearly US$7 billion since 2009 to investment in ships, ports and terminals, and waterways infrastructure on the Great Lakes and St. Lawrence Seaway, a new survey reports. The investments include nearly $4.7 billion in 2009-13 and more than $2 billion committed after 2013, said the report , prepared by Martin Associates for the American Great Lakes Ports Association and the Canadian Chamber of Marine Commerce. The report was based on investment data from 454 companies or agencies among 628 stakeholders contacted. Actual and committed investments totaled nearly $4 billion for vessels, $1.7 billion for ports and terminals, and $1.2 billion for waterways infrastructure. The numbers do not include maintenance and repair, or maintenance dredging. Two-thirds of the investment was from the private sector, and included more than $2.3 billion in investment in Canadian-flag vessels by companies such as Fednav Ltd., which began a 27-ship construction program in 2012. Investments totaled $1.4 billion for international vessels serving the Lakes-Seaway system and $334 million for U.S.-flag vessels. Actual or committed investment in port and terminal infrastructure totaled just under US$1.3 billion for Canada and $463.7 million for the United States. Waterway infrastructure spending was $891.3 billion for Canada and $350.7 billion for the U.S. Contact Joseph Bonney at jbonney@joc.com and follow him on Twitter: @ JosephBonney .

Container lines

Survey reports $7 billion in Lakes-Seaway investment

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

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

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

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

Logistics Technology News

Supply chain

project44 wades into TMS market to fill modal, geographic gaps

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

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

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

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

Container Shipping News

Transport, Trade and Regulation News

Trans-Pacific

Maritime

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

<div class="phx-topic abstract-wrapper">A new method for billing for chassis usage involves GPS technology and geofencing, something TRAC hopes will encourage truckers and cargo owners to build a resilient fleet of equipment. </div>

A new method for billing for chassis usage involves GPS technology and geofencing, something TRAC hopes will encourage truckers and cargo owners to build a resilient fleet of equipment.

<div class="phx-topic">TRAC Intermodal, one of the US’ largest providers of marine chassis, has introduced a new pricing program aimed at encouraging trucking companies and beneficial cargo owners (BCOs) to maintain larger fleets of equipment as a buffer for when port volumes surge. The initiative, called “GeoFleet,” uses GPS technology and geofencing to track chassis usage. Under the plan, TRAC customers entering long-term lease agreements would pay a fixed daily rate for the first 50% of their leased chassis, regardless of whether they are used. That is the traditional model of charging for chassis. For the other half of the chassis under contract, charges are based on GPS data and geofencing, a new way to charge for usage. If the trucker or BCO uses the chassis only once per month, then they are billed for a single day. If the chassis leaves the geofenced area 20 times in a month, then the bill reflects 20 days of use. “It gives reassurance to customers that when [container] volume ticks up, they don't need to rush to us and say, ‘Oh, I need more term lease units,’ or ‘Oh I need to utilize pool units for the rail terminal or port’,” Jake Gilene, TRAC’s chief commercial officer, told the Journal of Commerce. Gilene said, for example, a trucker or BCO who regularly uses 500 chassis could lease 1,000 under the program. While the first 500 would be billed under the traditional model, the additional 500 would only incur charges on the days they left the geofence area. In normal market times, many of those units might never leave the geofence, but the surplus fleet would be readily available to the trucker or BCO during demand spikes. While the program benefits customers who have chassis in reserve that they would only pay for when needed, TRAC benefits because fewer chassis are occupying space in its depots and fewer customers would be frantically calling the company seeking equipment during a surge in demand. Customers being proactive rather than reactive reduces the likelihood TRAC will have to reposition chassis between US cities. <h3>Program made small launch in spring </h3>TRAC unveiled the GeoFleet program in the spring but didn’t want to publicize it until the company determined if the business model worked in a controlled setting before opening it up to a larger group of customers. TRAC competitor DCLI does not offer a comparable pricing program to GeoFleet but points out other improvements it has made for its long-term customers. DCLI has increased the number of chassis that have received tire upgrades, introduced leasing programs that let customers tailor the size and makeup of their fleets, and created a premium pool that guarantees customers high-quality equipment. “DCLI has been touting the benefits of chassis choice for several years now,” Mike O’Malley, the company’s senior vice president for government and public relations, said in a statement to the Journal of Commerce. “We believe our customers are best positioned to decide which procurement method fits their business.” Contact Ari Ashe at <a href="mailto:ari.ashe@spglobal.com">ari.ashe@spglobal.com</a>. </div>

TRAC Intermodal, one of the US’ largest providers of marine chassis, has introduced a new pricing program aimed at encouraging trucking companies and beneficial cargo owners (BCOs) to maintain larger fleets of equipment as a buffer for when port volumes surge. The initiative, called “GeoFleet,” uses GPS technology and geofencing to track chassis usage. Under the plan, TRAC customers entering long-term lease agreements would pay a fixed daily rate for the first 50% of their leased chassis, regardless of whether they are used. That is the traditional model of charging for chassis. For the other half of the chassis under contract, charges are based on GPS data and geofencing, a new way to charge for usage. If the trucker or BCO uses the chassis only once per month, then they are billed for a single day. If the chassis leaves the geofenced area 20 times in a month, then the bill reflects 20 days of use. “It gives reassurance to customers that when [container] volume ticks up, they don't need to rush to us and say, ‘Oh, I need more term lease units,’ or ‘Oh I need to utilize pool units for the rail terminal or port’,” Jake Gilene, TRAC’s chief commercial officer, told the Journal of Commerce. Gilene said, for example, a trucker or BCO who regularly uses 500 chassis could lease 1,000 under the program. While the first 500 would be billed under the traditional model, the additional 500 would only incur charges on the days they left the geofence area. In normal market times, many of those units might never leave the geofence, but the surplus fleet would be readily available to the trucker or BCO during demand spikes. While the program benefits customers who have chassis in reserve that they would only pay for when needed, TRAC benefits because fewer chassis are occupying space in its depots and fewer customers would be frantically calling the company seeking equipment during a surge in demand. Customers being proactive rather than reactive reduces the likelihood TRAC will have to reposition chassis between US cities. Program made small launch in spring TRAC unveiled the GeoFleet program in the spring but didn’t want to publicize it until the company determined if the business model worked in a controlled setting before opening it up to a larger group of customers. TRAC competitor DCLI does not offer a comparable pricing program to GeoFleet but points out other improvements it has made for its long-term customers. DCLI has increased the number of chassis that have received tire upgrades, introduced leasing programs that let customers tailor the size and makeup of their fleets, and created a premium pool that guarantees customers high-quality equipment. “DCLI has been touting the benefits of chassis choice for several years now,” Mike O’Malley, the company’s senior vice president for government and public relations, said in a statement to the Journal of Commerce. “We believe our customers are best positioned to decide which procurement method fits their business.” Contact Ari Ashe at ari.ashe@spglobal.com .

Trucking News

New TRAC offering reimagines pricing model for chassis use

<div class="phx-topic abstract-wrapper">The deal comes as freight marketplaces and solutions providers look to expand their services to offer carriers, shippers and brokers end-to-end platforms. </div>

The deal comes as freight marketplaces and solutions providers look to expand their services to offer carriers, shippers and brokers end-to-end platforms.

<div class="phx-topic">Freight marketplace Truckstop.com said Tuesday it is expanding the reach of its spot-market technology platform by acquiring Denim, a financial technology company and factoring service. The deal will speed payments for carriers and freight brokers using Truckstop.com. Terms of the acquisition were not disclosed. The acquisition comes as freight marketplaces and solutions providers look to expand their services to offer carriers, shippers and brokers end-to-end platforms. Truckstop.com rival DAT Freight &amp; Analytics in late July <a href="https://www.joc.com/article/dat-acquiring-convoy-automation-platform-from-flexport-6051850">acquired the Convoy platform</a> from Flexport, two months after it acquired <a href="https://www.joc.com/article/dat-adds-in-house-factoring-services-with-latest-acquisition-6005462">payments and factoring technology provider Outgo</a>. Earlier this year, factoring provider Triumph Financial <a href="https://www.joc.com/article/triumph-acquires-broker-focused-pricing-technology-provider-greenscreensai-5951484">acquired Greenscreens.ai</a>, a spot truckload pricing and analytics provider. The wave of acquisitions is driven in part by the rapid development of AI and the need to protect competitive positions in the logistics technology sector. But it also represents an evolution of the load board model, one in which Truckstop has fiercely competed with DAT over the years. Issues such as carrier cash flow, cargo theft and fraud, and rate benchmarking have put load boards under intense scrutiny, so DAT and Truckstop have responded by making acquisitions intended to build stickiness with broker customers and trust from carriers. <h3>Truckstop in midst of ‘strategic realignment’ </h3>Truckstop’s purchase of Denim, founded in 2019, is the first acquisition announced by the company since the <a href="https://www.joc.com/article/truckstop-begins-strategic-realignment-names-founder-as-interim-ceo-6020214">return of its founder</a>, Scott Moscrip, to the CEO’s seat in June. Moscrip, who founded Truckstop.com in 1995, is serving as interim CEO while leading a “strategic realignment” of the company with an emphasis on innovation. Truckstop.com noted that AI and automation have helped reduce the time to process 75% of Denim’s factoring payments to under one minute. Denim is one of a cohort of payment, finance and factoring software companies to have emerged in recent years, alongside companies such as Loop, Upwell, BasicBlock and Moneiva. Established players in that space include US Bank, Cass, and Triumph. Contact William B. Cassidy at <a href="mailto://bill.cassidy@spglobal.com">bill.cassidy@spglobal.com</a>.Senior Editor Eric Johnson contributed to this report.</div>

Freight marketplace Truckstop.com said Tuesday it is expanding the reach of its spot-market technology platform by acquiring Denim, a financial technology company and factoring service. The deal will speed payments for carriers and freight brokers using Truckstop.com. Terms of the acquisition were not disclosed. The acquisition comes as freight marketplaces and solutions providers look to expand their services to offer carriers, shippers and brokers end-to-end platforms. Truckstop.com rival DAT Freight & Analytics in late July acquired the Convoy platform from Flexport, two months after it acquired payments and factoring technology provider Outgo . Earlier this year, factoring provider Triumph Financial acquired Greenscreens.ai , a spot truckload pricing and analytics provider. The wave of acquisitions is driven in part by the rapid development of AI and the need to protect competitive positions in the logistics technology sector. But it also represents an evolution of the load board model, one in which Truckstop has fiercely competed with DAT over the years. Issues such as carrier cash flow, cargo theft and fraud, and rate benchmarking have put load boards under intense scrutiny, so DAT and Truckstop have responded by making acquisitions intended to build stickiness with broker customers and trust from carriers. Truckstop in midst of ‘strategic realignment’ Truckstop’s purchase of Denim, founded in 2019, is the first acquisition announced by the company since the return of its founder , Scott Moscrip, to the CEO’s seat in June. Moscrip, who founded Truckstop.com in 1995, is serving as interim CEO while leading a “strategic realignment” of the company with an emphasis on innovation. Truckstop.com noted that AI and automation have helped reduce the time to process 75% of Denim’s factoring payments to under one minute. Denim is one of a cohort of payment, finance and factoring software companies to have emerged in recent years, alongside companies such as Loop, Upwell, BasicBlock and Moneiva. Established players in that space include US Bank, Cass, and Triumph. Contact William B. Cassidy at bill.cassidy@spglobal.com . Senior Editor Eric Johnson contributed to this report.

Truckload

Surface

Truckstop.com acquires truckload factoring service Denim

<div class="phx-topic abstract-wrapper">The acquisition will allow Overhaul to incorporate FreightVerify’s visibility data that helps shippers and logistics providers measure when freight is at risk while in transit.</div>

The acquisition will allow Overhaul to incorporate FreightVerify’s visibility data that helps shippers and logistics providers measure when freight is at risk while in transit.

<div class="phx-topic">Supply chain management software vendor Overhaul on Tuesday said it has acquired a visibility provider that caters predominantly to automotive and healthcare shippers in a bid to extend its value from risk management to inventory control. The deal for Michigan-based FreightVerify, terms of which were not disclosed, will see Overhaul incorporating FreightVerify’s part-level visibility data into its platform that helps shippers and logistics providers measure when freight is at risk while in transit. Transportation visibility has traditionally been centered around container or truckload-level tracking, whereas most shippers tend to need more granular information at a part, pallet, or product-level basis. “Enterprises need dynamic inventory control,” Overhaul CEO Barry Conlon told the Journal of Commerce. “It’s not telling them there’s a problem; it’s telling them what was done to resolve the problem.” Conlon said the demand from shippers, in particular, is managed services, not purely a software-as-a-service (SaaS) platform, and that the FreightVerify acquisition helps Overhaul move further in that direction. “Putting all these data streams together is compelling,” he said. FreightVerify was founded in 2014 by Larne Dornell and Yossi Sheffi to help shippers with complex supply chains receive granular visibility into parts and stock-keeping units (SKUs). Sheffi is better known as the director of the MIT Center for Transportation &amp; Logistics. FreightVerify has found particular success in the automotive and healthcare verticals. Conlon said incorporating part-level data into Overhaul’s platform will expose FreightVerify’s product to a wider market beyond industries such as automotive and healthcare. Overhaul customers typically use the platform to help track freight and identify security risks that could compromise production schedules or in-store availability. <h3>Goods in motion harder to track </h3>In particular, the merged application will help shippers get a warehouse level of tracking for goods in motion, which are generally harder to track. The solution will be targeted at “high-consequence cargo across the high-tech, consumer, automotive, healthcare, and life sciences industries, where visibility, precision, and protection are non-negotiable,” Overhaul said in a statement. Overhaul nominally competes in the freight visibility category with names such as project44, FourKites, and Shippeo, although it has always been more focused on the risk management end of the visibility spectrum, as it was developed as a tool to help monitor cargo security. Moving into the broader market of risk management pits it against companies such as Everstream Analytics and Resilinc. Overhaul’s last acquisition came in 2023 with its purchase of competitor SensiGuard. Conlon said Overhaul’s strong customer base in high-tech and pharmaceuticals complements FreightVerify’s industry focus, and that there is little existing customer overlap. “It’s a nice tuck-in for us,” Conlon said. “They needed a home, and we won’t break stride.” Contact Eric Johnson at <a href="mailto:eric.johnson@spglobal.com">eric.johnson@spglobal.com</a>.</div>

Supply chain management software vendor Overhaul on Tuesday said it has acquired a visibility provider that caters predominantly to automotive and healthcare shippers in a bid to extend its value from risk management to inventory control. The deal for Michigan-based FreightVerify, terms of which were not disclosed, will see Overhaul incorporating FreightVerify’s part-level visibility data into its platform that helps shippers and logistics providers measure when freight is at risk while in transit. Transportation visibility has traditionally been centered around container or truckload-level tracking, whereas most shippers tend to need more granular information at a part, pallet, or product-level basis. “Enterprises need dynamic inventory control,” Overhaul CEO Barry Conlon told the Journal of Commerce. “It’s not telling them there’s a problem; it’s telling them what was done to resolve the problem.” Conlon said the demand from shippers, in particular, is managed services, not purely a software-as-a-service (SaaS) platform, and that the FreightVerify acquisition helps Overhaul move further in that direction. “Putting all these data streams together is compelling,” he said. FreightVerify was founded in 2014 by Larne Dornell and Yossi Sheffi to help shippers with complex supply chains receive granular visibility into parts and stock-keeping units (SKUs). Sheffi is better known as the director of the MIT Center for Transportation & Logistics. FreightVerify has found particular success in the automotive and healthcare verticals. Conlon said incorporating part-level data into Overhaul’s platform will expose FreightVerify’s product to a wider market beyond industries such as automotive and healthcare. Overhaul customers typically use the platform to help track freight and identify security risks that could compromise production schedules or in-store availability. Goods in motion harder to track In particular, the merged application will help shippers get a warehouse level of tracking for goods in motion, which are generally harder to track. The solution will be targeted at “high-consequence cargo across the high-tech, consumer, automotive, healthcare, and life sciences industries, where visibility, precision, and protection are non-negotiable,” Overhaul said in a statement. Overhaul nominally competes in the freight visibility category with names such as project44, FourKites, and Shippeo, although it has always been more focused on the risk management end of the visibility spectrum, as it was developed as a tool to help monitor cargo security. Moving into the broader market of risk management pits it against companies such as Everstream Analytics and Resilinc. Overhaul’s last acquisition came in 2023 with its purchase of competitor SensiGuard. Conlon said Overhaul’s strong customer base in high-tech and pharmaceuticals complements FreightVerify’s industry focus, and that there is little existing customer overlap. “It’s a nice tuck-in for us,” Conlon said. “They needed a home, and we won’t break stride.” Contact Eric Johnson at eric.johnson@spglobal.com .

Overhaul dives deeper into ‘part-level’ tracking with FreightVerify deal

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

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