<div class="phx-topic abstract-wrapper">The New York Insurance Department wants to keep closer track of insurers'financial records e</div>

The New York Insurance Department wants to keep closer track of insurers'financial records e

<div>The New York Insurance Department wants to keep closer track of insurers'financial records even if the company moves a portion of its operations out- of-state.A proposed department regulation outlines the specific books of account an insurer must maintain in its New York offices if some company operations are moved out-of-state, said Stephen Maluk, supervising examiner in the department's life insurance and companies bureau.The regulation also would define which company officers, including personnel who can interpret the financial records, must remain in New York, he added.The proposal is designed to insure the department has access to a company's financial records if...

The New York Insurance Department wants to keep closer track of insurers' financial records even if the company moves a portion of its operations out- of-state. A proposed department regulation outlines the specific books of account an insurer must maintain in its New York offices if some company operations are moved out-of-state, said Stephen Maluk, supervising examiner in the department's life insurance and companies bureau.The regulation also would define which company officers, including personnel who can interpret the financial records, must remain in New York, he added. The proposal is designed to insure the department has access to a company's financial records if the company should enter liquidation or rehabilitation, Mr. Maluk said. The regulation is a response to several insurers' decision to move substantial number of employees, along with vital financial records, to out- of-state locations. The department has experienced difficulty in obtaining access to out-of-state records after a company has encountered financial problems, Mr. Maluk said. Some of the Texas courts have not been eager to permit records to come back to New York, Mr. Maluk said. The present law never gave us enough teeth (to get the books). At a public hearing last month, the life insurance industry voiced its objections to the regulation. In a prepared text, Peter J. Flanagan, president of the Life Insurance Council of New York, said the regulation would stifle growth and competition among insurers in the state. He also said the regulation is outside the superintendent's authority and contrary to federal and state law. The council represents the interests of about 60 domestic life insurance companies. Mr. Flanagan could not be reached for additional comment. The department is forming a task force with industry officials to develop a workable regulation, Mr. Maluk said. He could not say when the regulation would take effect, but he said the department is accepting public comment until early this month. The regulation pertains to property/casualty and life insurance companies.

NY SEEKS TO TO KEEP CLOSER TABS ON INSURERS' FINANCIAL RECORDS

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

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

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

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

Surface

Supply chain

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

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

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

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

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

Truckload

Logistics Technology News

DAT, AscendTMS push Convoy load automation into small broker world

<div class="phx-topic abstract-wrapper">The delay in adopting the IMO’s net-zero emissions framework has injected more uncertainty into an alternative fuel market that was already struggling to attract crucial investment from both the public and private sectors.</div>

The delay in adopting the IMO’s net-zero emissions framework has injected more uncertainty into an alternative fuel market that was already struggling to attract crucial investment from both the public and private sectors.

<div class="phx-topic">The following is part of the Journal of Commerce’s 2026 Annual Review and Outlook. The big picture: The October postponement of a vote on the International Maritime Organization’s (IMO’s) net-zero framework will make it more difficult for ocean carriers to hit already ambitious interim targets for reducing carbon emissions. Opposition from the White House — including threats of retaliation against members voting for the framework — derailed what would have been the first industry-wide emissions-cutting regulations for at least a year, and possibly longer if the US continues to lobby against it over the next 12 months. <div class="wrapper-narrow float-right-element"><img src="/images/phoenix/6144852_0.1.jpg"></img></div>A look back: Significant divisions emerged between IMO member states over the net-zero framework, which includes midterm measures limiting carbon intensity in maritime fuel and an emissions pricing mechanism. But after intense debate at the IMO’s Marine Environmental Protection Committee (MEPC) meeting in London in April, the majority of member states voted to accept the framework. At that point, it seemed like a foregone conclusion that the IMO would officially adopt the framework during the October MEPC meeting and roll the regulations out globally in 2027. But the Trump administration had other ideas, and after an extensive campaign supported by petrostates and some of the world’s largest flag states, the IMO delayed voting on the measure until October 2026 at the earliest, putting global emissions goals for 2030 in serious doubt. In addition, the delay has injected more uncertainty into an alternative fuel market that was already struggling to attract crucial investment from both the public and private sectors. A look ahead: The MEPC will meet again this coming October, but a vote on the net-zero framework is not guaranteed. And although the delay may hurt the broader case for investment in the development of alternative fuels and related infrastructure, container carriers and shipowners remain firmly focused on LNG and methanol as the green fuels of choice in newbuild vessel orders. Even if the lack of a global regulatory framework from the IMO results in a patchwork of regional emissions-cutting initiatives, investment in dual-fuel ships capable of running on LNG or methanol will likely prove to be money well spent. <div class="wrapper-narrow"><dynamic-object type="jocchartid" resource-id="af67ccea-0445-4726-bb51-ae3b852484b9"></dynamic-object></div>The next inflection: Narrowing the price differential between alternative fuels and traditional carbon-based fuel will be the key that unlocks adoption and accelerates the decarbonization of maritime shipping. Green fuels such as e-methanol, e-methane and green ammonia remain significantly more expensive than conventional bunkers, and the availability of biofuels is limited by supply constraints and high demand from other sectors such as aviation. The IMO adopting its net-zero framework would be a major step toward narrowing the price gap, guaranteeing demand for fuel suppliers hesitant to invest in large-scale production and, in turn, increasing availability and lowering costs for carriers. Contact Greg Knowler at <a href="mailto:greg.knowler@spglobal.com">greg.knowler@spglobal.com</a>.</div>

The following is part of the Journal of Commerce’s 2026 Annual Review and Outlook. The big picture: The October postponement of a vote on the International Maritime Organization’s (IMO’s) net-zero framework will make it more difficult for ocean carriers to hit already ambitious interim targets for reducing carbon emissions. Opposition from the White House — including threats of retaliation against members voting for the framework — derailed what would have been the first industry-wide emissions-cutting regulations for at least a year, and possibly longer if the US continues to lobby against it over the next 12 months. A look back: Significant divisions emerged between IMO member states over the net-zero framework, which includes midterm measures limiting carbon intensity in maritime fuel and an emissions pricing mechanism. But after intense debate at the IMO’s Marine Environmental Protection Committee (MEPC) meeting in London in April, the majority of member states voted to accept the framework. At that point, it seemed like a foregone conclusion that the IMO would officially adopt the framework during the October MEPC meeting and roll the regulations out globally in 2027. But the Trump administration had other ideas, and after an extensive campaign supported by petrostates and some of the world’s largest flag states, the IMO delayed voting on the measure until October 2026 at the earliest, putting global emissions goals for 2030 in serious doubt. In addition, the delay has injected more uncertainty into an alternative fuel market that was already struggling to attract crucial investment from both the public and private sectors. A look ahead: The MEPC will meet again this coming October, but a vote on the net-zero framework is not guaranteed. And although the delay may hurt the broader case for investment in the development of alternative fuels and related infrastructure, container carriers and shipowners remain firmly focused on LNG and methanol as the green fuels of choice in newbuild vessel orders. Even if the lack of a global regulatory framework from the IMO results in a patchwork of regional emissions-cutting initiatives, investment in dual-fuel ships capable of running on LNG or methanol will likely prove to be money well spent. The next inflection: Narrowing the price differential between alternative fuels and traditional carbon-based fuel will be the key that unlocks adoption and accelerates the decarbonization of maritime shipping. Green fuels such as e-methanol, e-methane and green ammonia remain significantly more expensive than conventional bunkers, and the availability of biofuels is limited by supply constraints and high demand from other sectors such as aviation. The IMO adopting its net-zero framework would be a major step toward narrowing the price gap, guaranteeing demand for fuel suppliers hesitant to invest in large-scale production and, in turn, increasing availability and lowering costs for carriers. Contact Greg Knowler at greg.knowler@spglobal.com .

Transport, Trade and Regulation News

Container lines

Container Shipping News

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Regulatory uncertainty weighs heavy on green fuel investment as 2026 dawns

<div class="phx-topic abstract-wrapper">The move by the Chinese-Polish operator will help meet growing demand for wind and energy storage systems cargoes.</div>

The move by the Chinese-Polish operator will help meet growing demand for wind and energy storage systems cargoes.

<div class="phx-topic">Chinese-Polish multipurpose and heavy-lift vessel operator Chipolbrok is expanding its fleet after signing a shipbuilding deal with China’s Taizhou Sanfu Ship Engineering group for six 60,800-deadweight metric ton (dwt) MPVs. The deal also includes options for four similar vessels, Chipolbrok said in a statement Monday. The total order, including the options, will increase the carrier’s fleet by 25% to more than 40 ships. The company’s financial investment in the newbuilds was not immediately available. The carrier initially signed contracts for four vessels on Dec. 30 and followed that up with contracts signed with affiliate company Taizhou Kouan Shipbuilding on Monday for two additional ships plus the four options. The ships will “further strengthen our capabilities in project, oversized and special cargo trades,” Chipolbrok said in the statement. The first ship is due to be delivered in November 2027, with the remaining vessels scheduled to join the Chipolbrok fleet in 2028 and 2029.   <h3>Prior newbuild program almost over </h3>The vessels were ordered just as Chipolbrok completes its previous newbuilding program of eight 62,000-dwt multipurpose heavy-lift ships, also built by Taizhou Kouan Shipbuilding in China’s Jiangsu province. The seventh ship of that order, De An, was delivered in June, while construction of Kopernik, the final ship in the series, started in November. Chipolbrok said the latest ice-class vessels, designed with input from Shanghai Merchant Ship Design &amp; Research Institute, will each have three 200-ton capacity cranes that will be able to lift a maximum of 400 tons in tandem. They will also feature a forward accommodation and bridge block to maximize the rear deck space of about 70,000 square feet and improve cargo handling efficiency. The vessels will have a specially strengthened rear deck that will enable the ships to carry heavier wind energy components, as well as a 135-foot cargo hold to accommodate longer project cargoes. The ships will also have a capacity to handle 3,180 TEUs, making them suited to transporting containerized energy storage systems, battery packs and electrical charging equipment. Those goods now need to be carried as deck cargo under the latest International Maritime Dangerous Goods regulations that came into force on Jan. 1. Chipolbrok’s latest orders also show the growing importance of wind farm components, which now account for more than 50% of the carrier’s cargo volumes. The carrier said new energy equipment, including battery energy storage systems, is also growing in importance. Contact Keith Wallis at <a href="mailto:keithwallis@hotmail.com">keithwallis@hotmail.com</a>.</div>

Chinese-Polish multipurpose and heavy-lift vessel operator Chipolbrok is expanding its fleet after signing a shipbuilding deal with China’s Taizhou Sanfu Ship Engineering group for six 60,800-deadweight metric ton (dwt) MPVs. The deal also includes options for four similar vessels, Chipolbrok said in a statement Monday. The total order, including the options, will increase the carrier’s fleet by 25% to more than 40 ships. The company’s financial investment in the newbuilds was not immediately available. The carrier initially signed contracts for four vessels on Dec. 30 and followed that up with contracts signed with affiliate company Taizhou Kouan Shipbuilding on Monday for two additional ships plus the four options. The ships will “further strengthen our capabilities in project, oversized and special cargo trades,” Chipolbrok said in the statement. The first ship is due to be delivered in November 2027, with the remaining vessels scheduled to join the Chipolbrok fleet in 2028 and 2029.   Prior newbuild program almost over The vessels were ordered just as Chipolbrok completes its previous newbuilding program of eight 62,000-dwt multipurpose heavy-lift ships, also built by Taizhou Kouan Shipbuilding in China’s Jiangsu province. The seventh ship of that order, De An, was delivered in June, while construction of Kopernik, the final ship in the series, started in November. Chipolbrok said the latest ice-class vessels, designed with input from Shanghai Merchant Ship Design & Research Institute, will each have three 200-ton capacity cranes that will be able to lift a maximum of 400 tons in tandem. They will also feature a forward accommodation and bridge block to maximize the rear deck space of about 70,000 square feet and improve cargo handling efficiency. The vessels will have a specially strengthened rear deck that will enable the ships to carry heavier wind energy components, as well as a 135-foot cargo hold to accommodate longer project cargoes. The ships will also have a capacity to handle 3,180 TEUs, making them suited to transporting containerized energy storage systems, battery packs and electrical charging equipment. Those goods now need to be carried as deck cargo under the latest International Maritime Dangerous Goods regulations that came into force on Jan. 1. Chipolbrok’s latest orders also show the growing importance of wind farm components, which now account for more than 50% of the carrier’s cargo volumes. The carrier said new energy equipment, including battery energy storage systems, is also growing in importance. Contact Keith Wallis at keithwallis@hotmail.com .

Breakbulk carriers

Energy projects

Heavy-haul transport

Breakbulk News

Chipolbrok scales up heavy-lift multipurpose fleet with new ship orders

<div class="phx-topic abstract-wrapper">Intermodal marketing companies have long been at a disadvantage because rail-owned containers lacked the real-time tracking and tracing capabilities that are standard among private fleets.</div>

Intermodal marketing companies have long been at a disadvantage because rail-owned containers lacked the real-time tracking and tracing capabilities that are standard among private fleets.

<div class="phx-topic">A multiyear effort to install GPS devices on approximately 75,000 rail-owned intermodal containers shared among several North American Class I railroads has been completed, according to Union Pacific Railroad (UP), closing a visibility gap that gave private container owners a strategic advantage in negotiations with shippers. UP owns and operates the container fleet, which also runs on the networks of Canadian National Railway, CSX Transportation, Norfolk Southern Railway and Mexico’s Ferromex. “This is another meaningful step as we deliver the best customer experience possible,” Kenny Rocker, UP’s executive vice president of sales, said in a statement on Monday. “By combining GPS-enabled containers with real-time data and smarter visibility tools, we’re providing the transparency and reliability our customers depend on.” The rail-owned containers are a critical resource for non-asset intermodal marketing companies (IMC), which compete directly for shipper freight with private container owners such as Hub Group, J.B. Hunt Transport Services and Schneider National. IMCs have long been at a disadvantage because rail-owned containers lacked the real-time tracking and tracing capabilities that are standard among private fleets. By contrast, real-time visibility is now common across the US truckload sector. Closing that gap has taken on added importance as UP’s projections for truckload-to-rail conversions are a pillar of its <a href="https://www.joc.com/article/up-in-merger-filing-vows-to-convert-millions-of-loads-to-intermodal-annually-6138380">case before the US Surface Transportation Board</a> as it seeks approval of its proposed acquisition of Norfolk Southern. Real-time location tracking of the rail-owned boxes will be available through the Blume Global platform and will support e-mail notifications, geofencing and application programming interface (API) connectivity. The move also introduces potential risk, however, as much of the freight moving in rail-owned containers already relies on Blume Global software; the logistics technology provider was the target of a cyberattack in 2022. Contact Ari Ashe at <a href="mailto:ari.ashe@spglobal.com">ari.ashe@spglobal.com</a>.</div>

A multiyear effort to install GPS devices on approximately 75,000 rail-owned intermodal containers shared among several North American Class I railroads has been completed, according to Union Pacific Railroad (UP), closing a visibility gap that gave private container owners a strategic advantage in negotiations with shippers. UP owns and operates the container fleet, which also runs on the networks of Canadian National Railway, CSX Transportation, Norfolk Southern Railway and Mexico’s Ferromex. “This is another meaningful step as we deliver the best customer experience possible,” Kenny Rocker, UP’s executive vice president of sales, said in a statement on Monday. “By combining GPS-enabled containers with real-time data and smarter visibility tools, we’re providing the transparency and reliability our customers depend on.” The rail-owned containers are a critical resource for non-asset intermodal marketing companies (IMC), which compete directly for shipper freight with private container owners such as Hub Group, J.B. Hunt Transport Services and Schneider National. IMCs have long been at a disadvantage because rail-owned containers lacked the real-time tracking and tracing capabilities that are standard among private fleets. By contrast, real-time visibility is now common across the US truckload sector. Closing that gap has taken on added importance as UP’s projections for truckload-to-rail conversions are a pillar of its case before the US Surface Transportation Board as it seeks approval of its proposed acquisition of Norfolk Southern. Real-time location tracking of the rail-owned boxes will be available through the Blume Global platform and will support e-mail notifications, geofencing and application programming interface (API) connectivity. The move also introduces potential risk, however, as much of the freight moving in rail-owned containers already relies on Blume Global software; the logistics technology provider was the target of a cyberattack in 2022. Contact Ari Ashe at ari.ashe@spglobal.com .

Rail News

North-American rail

North American rail container fleet fully outfitted with GPS devices

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

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