Mark Solomon joined DC VELOCITY as senior editor in August 2008, and was promoted to his current position on January 1, 2015. He has spent more than 30 years in the transportation, logistics and supply chain management fields as a journalist and public relations professional. From 1989 to 1994, he worked in Washington as a reporter for the Journal of Commerce, covering the aviation and trucking industries, the Department of Transportation, Congress and the U.S. Supreme Court. Prior to that, he worked for Traffic World for seven years in a similar role. From 1994 to 2008, Mr. Solomon ran Media-Based Solutions, a public relations firm based in Atlanta. He graduated in 1978 with a B.A. in journalism from The American University in Washington, D.C.
For nearly 25 years, Transplace, a third-party logistics service provider (3PL) based in the Dallas suburb of Frisco, Texas, has carved out a successful living in North America. Transplace's home market remains robust, with at least five years of abundant opportunities left to it, said Frank McGuigan, the company's president and chief operating officer.
Yet when the privately held company looked for a new owner after its private equity fund parent made plans to sell, it had more than North America on its mind. Transplace wanted a buyer to have a global network should it decide to expand beyond North America, a scenario that Transplace has discussed with many customers who want it to go global, McGuigan said.
In mid-August, Transplace's parent, Greenbriar Capital, sold it to private equity behemoth TPG, a $73 billion company with 16 offices worldwide. Transplace will leverage TPG's capital and footprint to make selective acquisitions, though McGuigan said there is no concrete plan for the company to make international deals.
Two years before, the transport and logistics services powerhouse XPO Logistics Inc. pursued Jacobson Cos., a U.S.-based contract logistics, transport management, and packaging company, but lost out to French trucking and logistics company Norbert Dentressangle S.A. XPO Chairman and Chief Executive Officer Brad Jacobs knew little or nothing about the company that had prevailed over his. "I had trouble even pronouncing it at first," he said.
However, as Jacobs analyzed Dentressangle's business, he realized the two companies were mirror images of each other. Less than a year later, Greenwich, Conn.-based XPO acquired Lyon-based Dentressangle in a $3.5 billion deal that would become the springboard for XPO's European expansion. Today, the company operates in 31 countries and is plotting additional overseas moves by leveraging an $8 billion war chest generated from a recent secondary equity offering.
Jacobs said XPO would have eventually gone global because its multinational customer base would have demanded it. But those plans weren't on the drawing board in mid-2015. The Dentressangle deal was "completely opportunistic," he said.
THERE FOR THE TAKING?
Not every U.S. 3PL has access to private equity as Transplace does or deep internal resources like XPO's. Nor is every 3PL like giant C.H. Robinson Worldwide Inc., which in 2012 acquired Phoenix International, an international freight forwarder and customs broker, for $635 million—a move that overnight more than doubled the revenue of Robinson's global forwarding unit—and then followed it up last year by buying Australian 3PL APC Logistics for $225 million.
Yet that shouldn't stop 3PLs of all sizes from casting their nets outside the U.S., because that's where the growth is, according to Evan Armstrong, president of consultancy Armstrong & Associates Inc. According to Armstrong data, China, India, Russia, and the Asia-Pacific will generates the highest growth rates for 3PL services from 2016 through 2022, expanding at an annual compound rate of 8 percent a year during that time. By contrast, the North American market is projected to grow by 5.2 percent a year through 2022, Armstrong said.
As Asian consumers accumulate wealth and increase their consumption, services are shifting to support intraregional ground distribution and away from export-related activity, Armstrong said. "3PLs providing value-added warehousing and distribution, and cross-border transportation management services in these countries are experiencing significant growth," he wrote in a note.
Another reason to go abroad is that expansion-minded customers will want their service partners to be in as many markets as possible, Jacobs said. Large global accounts will, almost by definition, be off-limits to providers whose geographies don't align with their clients', he added.
U.S. firms not operating outside North America "should listen to their customers and find ways to leverage operational strengths" to enlarge their footprint, Armstrong urged. That will usually mean an acquisition versus organic growth, he said.
That is all very well, but for small to mid-sized U.S. 3PLs with champagne tastes and (perhaps) beer budgets, jumping into global markets presents a bevy of challenges. Unlike the homogeneity of U.S. commerce, working in global markets means multiple customs borders, languages, cultures, and currencies.
Going abroad also means butting heads with a raft of seasoned competitors. For example, European-based 3PLs like Panalpina, DHL Global Forwarding, Kuehne + Nagel, Schenker, and Ceva Logistics have decades of experience serving global markets and have the resources to go, without much friction, where customer demand takes them.
U.S. 3PLs should also know that while Europe's transport and distribution infrastructure is more unified than ever, there are still differences among the continent's trading partners that could affect operations, said Alex LeRoy, a 3PL analyst for Transport Intelligence, a U.K. consultancy. LeRoy said the European 3PL market may be too established and saturated for U.S. firms to break into and advised them to focus on the Asia-Pacific marketplace, which is not nearly as mature and where the growth rates are "so inviting that you can't ignore it."
HELP ON THE GROUND
To ease their way into unfamiliar markets, 3PLs sometimes turn to outside help. Matson Logistics, the North American 3PL unit of liner company Matson Shipping, will often enter international markets through a relationship with a local agent with existing operations, said Jeffrey Ivinski, director of supply chain marketing and sales for the Concord, Calif.-based company. Once Matson Logistics gains experience and volume with a market, it may look to structure its own entity and on-the-ground presence in that location, Ivinski said.
Using an agent appears a prudent step for a newcomer, but it carries its own risks, according to Mike Short, president of C.H. Robinson's global forwarding unit. Because most agents don't work exclusively for one 3PL, a company entering a market is not going to be the agent's sole focus, Short said. Without a commitment to exclusivity on an agent's part, a 3PL without a physical presence in a foreign land may not have the visibility into its business there that it needs, Short said.
The arena of customs compliance, where failure to meet complex and precise government requirements can result in hefty penalties and delayed shipments, is where agents can stumble, Short said. Ongoing training and education is essential for proper compliance, yet agents cannot devote their full training efforts to one 3PL, according to Short. Robinson employs a staff of 80 full-time compliance educators and trainers, backed by a team of auditors, Short said. This gives Robinson the "boots on the ground" needed to facilitate the penetration of overseas markets, he said.
Jacobs of XPO said a U.S. 3PL seeking to go abroad should be led by executives seasoned in the ways of global commerce. This is an important step to developing a "global approach" that promotes the concept of a single brand that's bringing a coherent message to market, which is why XPO is unlikely to seek out agents as it expands its international presence, according to Jacobs.
A guiding principle for 3PLs to follow is to apply overseas the unique capabilities that made them competitive in the U.S., said Paul Man, head of North Asia for APL Logistics, a Singapore-based 3PL that has served the U.S. since 1980. Man said 3PLs will need to properly segment their market and then deliver value-added solutions to appeal to a new customer base. That may sound like 3PL 101, yet it's a universal philosophy that is likely to work in any geography.
Nearly one-third of American consumers have increased their secondhand purchases in the past year, revealing a jump in “recommerce” according to a buyer survey from ShipStation, a provider of web-based shipping and order fulfillment solutions.
The number comes from a survey of 500 U.S. consumers showing that nearly one in four (23%) Americans lack confidence in making purchases over $200 in the next six months. Due to economic uncertainty, savvy shoppers are looking for ways to save money without sacrificing quality or style, the research found.
Younger shoppers are leading the charge in that trend, with 59% of Gen Z and 48% of Millennials buying pre-owned items weekly or monthly. That rate makes Gen Z nearly twice as likely to buy second hand compared to older generations.
The primary reason that shoppers say they have increased their recommerce habits is lower prices (74%), followed by the thrill of finding unique or rare items (38%) and getting higher quality for a lower price (28%). Only 14% of Americans cite environmental concerns as a primary reason they shop second-hand.
Despite the challenge of adjusting to the new pattern, recommerce represents a strategic opportunity for businesses to capture today’s budget-minded shoppers and foster long-term loyalty, Austin, Texas-based ShipStation said.
For example, retailers don’t have to sell used goods to capitalize on the secondhand boom. Instead, they can offer trade-in programs swapping discounts or store credit for shoppers’ old items. And they can improve product discoverability to help customers—particularly older generations—find what they’re looking for.
Other ways for retailers to connect with recommerce shoppers are to improve shipping practices. According to ShipStation:
70% of shoppers won’t return to a brand if shipping is too expensive.
51% of consumers are turned off by late deliveries
40% of shoppers won’t return to a retailer again if the packaging is bad.
The “CMA CGM Startup Awards”—created in collaboration with BFM Business and La Tribune—will identify the best innovations to accelerate its transformation, the French company said.
Specifically, the company will select the best startup among the applicants, with clear industry transformation objectives focused on environmental performance, competitiveness, and quality of life at work in each of the three areas:
Shipping: Enabling safer, more efficient, and sustainable navigation through innovative technological solutions.
Logistics: Reinventing the global supply chain with smart and sustainable logistics solutions.
Media: Transform content creation, and customer engagement with innovative media technologies and strategies.
Three winners will be selected during a final event organized on November 15 at the Orange Vélodrome Stadium in Marseille, during the 2nd Artificial Intelligence Marseille (AIM) forum organized by La Tribune and BFM Business. The selection will be made by a jury chaired by Rodolphe Saadé, Chairman and CEO of the Group, and including members of the executive committee representing the various sectors of CMA CGM.
The global air cargo market’s hot summer of double-digit demand growth continued in August with average spot rates showing their largest year-on-year jump with a 24% increase, according to the latest weekly analysis by Xeneta.
Xeneta cited two reasons to explain the increase. First, Global average air cargo spot rates reached $2.68 per kg in August due to continuing supply and demand imbalance. That came as August's global cargo supply grew at its slowest ratio in 2024 to-date at 2% year-on-year, while global cargo demand continued its double-digit growth, rising +11%.
The second reason for higher rates was an ocean-to-air shift in freight volumes due to Red Sea disruptions and e-commerce demand.
Those factors could soon be amplified as e-commerce shows continued strong growth approaching the hotly anticipated winter peak season. E-commerce and low-value goods exports from China in the first seven months of 2024 increased 30% year-on-year, including shipments to Europe and the US rising 38% and 30% growth respectively, Xeneta said.
“Typically, air cargo market performance in August tends to follow the July trend. But another month of double-digit demand growth and the strongest rate growths of the year means there was definitely no summer slack season in 2024,” Niall van de Wouw, Xeneta’s chief airfreight officer, said in a release.
“Rates we saw bottoming out in late July started picking up again in mid-August. This is too short a period to call a season. This has been a busy summer, and now we’re at the threshold of Q4, it will be interesting to see what will happen and if all the anticipation of a red-hot peak season materializes,” van de Wouw said.
The report cites data showing that there are approximately 1.7 million workers missing from the post-pandemic workforce and that 38% of small firms are unable to fill open positions. At the same time, the “skills gap” in the workforce is accelerating as automation and AI create significant shifts in how work is performed.
That information comes from the “2024 Labor Day Report” released by Littler’s Workplace Policy Institute (WPI), the firm’s government relations and public policy arm.
“We continue to see a labor shortage and an urgent need to upskill the current workforce to adapt to the new world of work,” said Michael Lotito, Littler shareholder and co-chair of WPI. “As corporate executives and business leaders look to the future, they are focused on realizing the many benefits of AI to streamline operations and guide strategic decision-making, while cultivating a talent pipeline that can support this growth.”
But while the need is clear, solutions may be complicated by public policy changes such as the upcoming U.S. general election and the proliferation of employment-related legislation at the state and local levels amid Congressional gridlock.
“We are heading into a contentious election that has already proven to be unpredictable and is poised to create even more uncertainty for employers, no matter the outcome,” Shannon Meade, WPI’s executive director, said in a release. “At the same time, the growing patchwork of state and local requirements across the U.S. is exacerbating compliance challenges for companies. That, coupled with looming changes following several Supreme Court decisions that have the potential to upend rulemaking, gives C-suite executives much to contend with in planning their workforce-related strategies.”
Stax Engineering, the venture-backed startup that provides smokestack emissions reduction services for maritime ships, will service all vessels from Toyota Motor North America Inc. visiting the Toyota Berth at the Port of Long Beach, according to a new five-year deal announced today.
Beginning in 2025 to coincide with new California Air Resources Board (CARB) standards, STAX will become the first and only emissions control provider to service roll-on/roll-off (ro-ros) vessels in the state of California, the company said.
Stax has rapidly grown since its launch in the first quarter of this year, supported in part by a $40 million funding round from investors, announced in July. It now holds exclusive service agreements at California ports including Los Angeles, Long Beach, Hueneme, Benicia, Richmond, and Oakland. The firm has also partnered with individual companies like NYK Line, Hyundai GLOVIS, Equilon Enterprises LLC d/b/a Shell Oil Products US (Shell), and now Toyota.
Stax says it offers an alternative to shore power with land- and barge-based, mobile emissions capture and control technology for shipping terminal and fleet operators without the need for retrofits.
In the case of this latest deal, the Toyota Long Beach Vehicle Distribution Center imports about 200,000 vehicles each year on ro-ro vessels. Stax will keep those ships green with its flexible exhaust capture system, which attaches to all vessel classes without modification to remove 99% of emitted particulate matter (PM) and 95% of emitted oxides of nitrogen (NOx). Over the lifetime of this new agreement with Toyota, Stax estimated the service will account for approximately 3,700 hours and more than 47 tons of emissions controlled.
“We set out to provide an emissions capture and control solution that was reliable, easily accessible, and cost-effective. As we begin to service Toyota, we’re confident that we can meet the needs of the full breadth of the maritime industry, furthering our impact on the local air quality, public health, and environment,” Mike Walker, CEO of Stax, said in a release. “Continuing to establish strong partnerships will help build momentum for and trust in our technology as we expand beyond the state of California.”