Year: 2024

Carrier shows Elmia Lastbil, Sweden


Jonkoping, Sweden: Carrier Transicold will show its electric transport refrigeration at the Elmia Lastbil trade show taking place in Jönköping, Sweden, from 21 to 24 August.

Carrier Transicold will show the Vector HE 19, the next generation temperature-controlled trailer system that integrates the company’s E-Drive all-electric technology with new features that significantly enhance performance and efficiency.

The Vector HE 19 features a multi-speed engine design, working in conjunction with the E-Drive all-electric technology. This combination can deliver up to 30% fuel savings compared to the previous generation Vector 1950.  

In addition to the Vector HE 19, Carrier Transicold will feature its latest electric refrigeration units for trucks and light commercial vehicles. Visitors to the Carrier Transicold booth can also explore new additions to the Lynx Fleet digital platform, helping customers to optimise cold chains, decrease energy use and enhance outcomes. 



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Australian pomegranate pioneers aim to expand local consumption


What started off as a project to test irrigation equipment in Australia ended up in the first importation of pomegranate trees from Israel by Mare and Annette Goldstein. 

“There were no agronomists or people in Australia back then that could give you advice, so we had to go overseas and learn,” Annette told ABC News. 

Starting off, as the fruit was not well known in the continent, they didn’t have many buyers, and “by the fourth year we were producing about 70 tons that we ended up giving to cow growers and other farmers around because we didn’t know what to do with it,” Mare said. 

Pomegranate is still considered an emerging industry in Australia, leading this family of growers to diversify their offer. 

At the factory in Monato, they pack whole fresh fruit on one side, an industry they say has picked up since pomegranates started appearing on cooking programs.

However, due to the fruit’s short shelf life, whatever fruit is not sold is processed, with its red, juicy seeds either frozen or turned into juice. 

Other brands in Victoria are also investing heavily in pomegranates, as is the case of SPC which has taken over the Pom life brand and processing industry of Australian pomegranate growers, one of the industry’s big players according to ABC News Australia. 

A spokesperson for SPC says the chairman of the company is a strong believer that pomegranates are the fruit of the future. 

Profitability

Processors say the fruit itself from the farm is not sold at a high price. However, selling pomegranate seeds packed is a great added value to the fruit, retailing for nearly $80 AUS dollars a kilo (USD $54).

“The margin is definitely there,” said a spokesperson for SPC. “But we’re not there yet.”

Today, the Australian pomegranate industry includes innovative growers, nursery businesses, breeders, researchers, advisers, processors, and industry leaders with further investment and supporting research, development, and extension looking to grow, thrive, and expand market share.

This article was written based on an ABC News Australia report. 



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Posted on Author Categories Fruits

Questions abound as Harris raises prospect of price gouging ban


Legal experts and economists say it’s hard to tell how a federal ban on price gouging in the food industry would work, and they warn that price controls such as those suggested by Vice President Kamala Harris could come with unintended consequences.

Harris has vowed to pass the “first ever federal ban on price gouging,” adding the plan will “include new penalties for opportunistic companies that exploit crises and break the rules. “We will help the food industry become more competitive,” Harris said at an event last Friday.

There’s no universal definition for price gouging — but its use, at least in the current debate, could be interpreted as “unnecessary increases in price above cost,” according to Arizona State University agribusiness professor Tim Richards.

Gouging would be “completely opposite” of inflation, which is the general rise of all prices. If gouging were to occur, it would happen amid a price spike, or a short-term cost increase above average. 

Still, it’s hard to pin down exactly what Harris sees as price gouging, and the lack of clarity has left some observers questioning what she truly means. 

“I think the price gouging line, which sure got attention, was not advised, especially without a much more explicit one-sentence or two-sentence ‘what I mean by price gouging is,’” said University of Wisconsin-Madison law professor Peter Carstensen, who noted that it “opens the door to all kinds of fantasies.”

Price gouging laws are currently in place in around 37 states, with varying triggers and applications, according to the American Bar Association. Many are regional and don’t kick in unless some sort of emergency disaster, like a hurricane, is declared in the midst of rising prices. Some also apply only to certain products like food, gas or medical supplies.

While a potential Harris policy has been presented in the context of food, it’s unclear whether it would also apply in the case of emergencies. Her focus on high grocery prices could indicate a broader policy that could apply without an emergency situation, said Weber State University economist Gavin Roberts. 

Such policies also come with risks and only benefit consumers in instances where one company holds a monopoly over the industry, Roberts said. Price controls could lead to product shortages and may not address, and possibly even contribute to, what is often the root cause of the pricing problem – industry concentration.

Gavin Roberts of Weber State

“Doing price gouging regulation is like putting a bandaid on the situation, because the problem, the disease, is some type of lack of competitiveness in the industry,” Roberts said, noting that under general economic theory, more competition helps to keep prices consistent and price gouging restrictions discourage outside competitors from jumping into markets during high-profit periods.

One route Harris could take would be to bar companies from increasing the price of any item by a certain percentage within a certain period of time like a month or a year, Roberts said. 

If she made the percentage threshold high enough, such a policy would only be triggered by drastic price changes and violations, at least in the grocery sector, would occur rarely, if ever. Doing this would allow Harris to keep her campaign promise without drawing too much attention to the actual policy.

Barring price increases over a lower threshold, such as 1% a year, could come with consequences, Roberts warned. Competitors would face less incentive to jump into sectors where profits are increasing, if the government could step in and regulate prices. That in turn could lead to more consolidation in the food and grocery industry. 

“It becomes a circle at that point because the beginning of the conversation is usually about competitiveness,” Roberts said. “So we want to be very careful about getting in the way of that competitiveness.”

A less likely approach could be to force grocery retailers to justify price increases by requiring them to show federal enforcers cost-of-production information, though Roberts noted that such a policy would impose greater bureaucratic burden. 

Harris could also be signaling an intent to throw her weight behind a price-gouging bill proposed earlier this year by a group of Democratic senators, said Joe Maxwell, the president of the Farm Action Fund. That bill would list price gouging as an unfair and deceptive practice under the FTC Act, require public companies to disclose their costs and pricing strategies, and “create an affirmative defense for small businesses acting in good faith.”

Joe Maxwell of Farm Action Fund

Maxwell applauded Harris’ focus on price gouging, which he called “spot on.” Some of the actions she’d need to take, like providing additional authorities and resources for the FTC, would likely require congressional action, he noted.

Harris’ potential pursuit of a price gouging ban could also separate her from current President Joe Biden when it comes to competition policy, Maxwell noted. Biden himself has not made the push for a similar FTC-centered authority, he said. 

“I think that she’ll not just do lockstep everything that President Biden was looking at,” Maxwell said. “I think she’ll have her own approach.”

Harris’ economic plan also calls for for a crackdown on “unfair mergers and acquisitions,” and says she intends to “support smaller businesses, like grocery stores, meat processors, farmers, and ranchers, so those industries can become more competitive.”

The Justice Department’s antitrust division, in addition to setting up an agriculture-focused team of enforcers in Chicago, has brought a case against information firm Agri Stats. DOJ also worked with the Agriculture Department to create a joint portal for producers to submit comments and concerns about anticompetitive behavior.

The USDA, meanwhile, has unveiled a series of Packers and Stockyards Act rulemakings aimed at preventing companies from engaging in retaliatory or discriminatory action against producers.

“The optimist in me wants to read what she says as much more of a broader commitment to the policy that the Biden administration is pursuing: enhanced competition, enforcement both as a regulatory matter at various agencies and enforcement of antitrust laws,” Carstensen said of the plan’s language.

For more news, go to www.agri-pulse.com. 



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MSC’s market share now nearly 20%, Maersk under pressure


MSC now has a market share of nearly 20% in the container the shipping industry, an all-time high for any liner operator.

According to Alphaliner, MSC has added at least 400,000 TEUs to its fleet so far this year.

The Swiss-Italian market leader’s share of the operated fleet rose to 19.8% at the end of July, marking the highest-ever figure recorded by a carrier.

Only Maersk Line, which MSC surpassed in 2022, has come close to dominating the market
in the same way. Maersk’s market share peaked at 19.4% in 2018 but has seen its market
share decline in each of the five consecutive years since then.

The Gianluigi Aponte-headed MSC is striving to widen its lead over its peers, with massive
newbuilding orders lined up.

MSC has ordered six 19,000 TEU ships at Shanghai Waigaoqiao Shipbuilding (SWS) and eight 11,500 TEU vessels at Penglai Zhongbai Jinglu Ship Industry (Jinglu), all to be LNG dual-fuelled.

These orders came just days after MSC booked a dozen 19,000 TEU LNG dual-fuelled ships
at Zhoushan Changhong International Shipyard, taking its order book to 1.84 million TEUs.

The delivery of 25 newbuildings, including 75,000 TEUs of methanol Neopanamax boxships, temporarily halted Maersk Line’s slide in the first half of the year, but the downward trend resumed in July.

Maersk, which has opted to cap fleet size in favour of non-shipping growth, reiterated in
April intending to remain in a target fleet range of 4.1 to 4.3 million TEUs. This will inevitably curb its market share at a time of rapid growth by competitors, notably MSC and CMA CGM.

Five major carriers (MSC, CMA CGM, COSCO, Ocean Network Express and Evergreen) now
have orderbooks bigger than Maersk’s, which stands at 442,374 TEUs.

Alphaliner said: “The group could come under pressure from shareholders for the strategy if financial returns do not improve, with the group’s preliminary figures for Q2 indicating an
operating margin of 6%, despite the Red Sea crisis.”

Martina Li,

Asia Correspodent




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Mondelez highlights affordability, portion control and variety as key drivers for AMEA snacks market



Global economic and geopolitical conditions have resulted in increased demands from consumers all over the world for affordable options, even within the snacking market which maintained stable popularity after seeing rapid growth during the COVID-19 pandemic.

However, moving to simply slash prices is not a feasible strategy given rising ingredient costs as well as parallel consumer demands for product taste and health to remain as good if not better than status quo – so many brands have had to look to other strategies to make this happen.

“The demands from consumers in the Asia, Middle East and Africa (AMEA) region are really changing very fast, and particularly their expectations of snacks are almost changing from year to year,”​ Mondelez VP for Strategy and Commercial Excellence AMEA Tomas Centeno told FoodNavigator-Asia​ after presenting the results of the company’s latest State of Snacking report at Growth Asia Summit 2024.

“When it comes to snacking it is pivotal to allow consumers to make choices, which means that portfolio variety is absolutely crucial, and the wrong attitude would be to completely cut back on any particular segment of snacks.​

“During economic downturns like we are seeing, the part of the business that provides affordable options is quite important as consumers want to choose products that they can afford comfortably – but it is tricky as these products not only need to have the right affordable prices, but also the right quality, and we need to hit all those factors at the same time.​

“One of the findings from the report has been that around 67% of AMEA consumers are now looking for portion control in their snacks, and part of that need is to guarantee affordability as well as to portion the amount they are consuming.​

“The affordability piece is very important as it is key to retaining loyalty to our products, so we need to continuously adapt to these consumer needs, ensuring our consumers feel in control and that the products are affordable, so they stay loyal.” ​

Watch the video below to hear more about Mondelez’s stand on affordability.

 ​

Portion control also plays a major role in Mondelez’s push for the ‘Mindful Indulgence’ concept, which again leads back to consumers having control over their snacking.

“Indulgence is always given a bad rap but when it comes to salt and sugar consumers actually already know that too much is not a good thing, and tend to say these are acceptable as long as eaten mindfully,”​ he added.

“This can be seen through the finding that 75% of AMEA consumers actually prefer smaller portions of indulgent snacks than large portions of low-fat or low-sugar alternative versions.​

“Basically, they just want to be in control of their snacking and indulge in a healthy way instead of being told what they should eat or need to eat – this ties back to ensuring that there are many options available for consumers to choose from.”​



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Fewer roasters are offering limited-edition coffees – will there always be a market for them?


Whether you refer to them as rare, exclusive, or ultra-premium, limited-edition lots are synonymous with specialty coffee. For years now, roasters have marketed these coffees to offer a premium product to consumers who are looking for a more unique flavour experience, as well as increased traceability.

Against a backdrop of high market prices and rising inflation over the past two years, however, it seems more and more roasters have shifted to higher-volume specialty lots. These coffees allow businesses to better manage costs while also staying competitive in a market that still demands exclusivity – albeit on an increasingly smaller scale.

So what does the future hold for limited-edition coffees? To find out more, I spoke to Matt Chitharanjan, co-founder of Blue Tokai Coffee Roasters, Rahul Reddy, founder of Subko Coffee Roasters, David Lalonde, founder of Rabbit Hole Roasters, and Pranoy Thipaiah, a producer at Kerehaklu Plantations.

You may also like our article on how ultra-rare varieties rise and fall.

Why the market for exclusive coffees will always remain small

Since the beginning of specialty coffee, micro lots have been popular among high-end roasters. The term usually refers to smaller, higher-quality lots that are sold separately to other coffees from the same farm, or lots sold by smaller-scale and smallholder producers.

To market these coffees effectively, roasters highlight their unique and desirable characteristics, which in turn, allows them to differentiate their brand from other competitors. Moreover, given the small size of micro lots, roasters can emphasise that these coffees are available for limited time only or until stocks last – which only adds to their perceived value and exclusivity.

Matt Chitharanjan is a co-founder of Blue Tokai Coffee Roasters – a prominent specialty coffee chain in India.

“The market for these coffees was only recently established and we have barely scratched the surface,” he says. “The availability of ultra-premium lots is still limited – in India alone it totals just a couple of tonnes – but the market has huge potential.”

Premiumisation has been a huge driver of this growth. This is the process by which roasters sell more exclusive, rare, and superior quality coffee to drive brand appeal and increase prices – typically in more mature markets. Ultimately, this adds a greater sense of value for the buyer, and makes them more willing to pay higher prices.

Affordability is more important than ever

In the late 2010s, as the market price for coffee reached the lowest levels in over a decade, micro lots and rare coffees became a more popular option for roasters to leverage low prices and stand out. Fast forward to a post-pandemic world, however, and the situation is the opposite – with record C prices, inflationary pressures, and economic uncertainty all impacting roasters’ margins and consumer preferences.

Rahul Reddy is the founder of Subko Coffee Roasters – another established specialty coffee company which operates in India. He explains how roasters have to pay more for limited-edition coffees, and that many aren’t willing to take the higher risk-to-reward ratio in current economic circumstances.

“While there is growing interest in ultra-premium coffees, there is also an education gap to fill,” he says. “Roasters have to absorb a much higher cost per kg for these coffees, so they have become some sort of litmus test to assess whether the price is justifiable to the consumer.”

David Lalonde is the founder of Rabbit Hole Roasters in Delson, Quebec, which received Roast Magazine’s 2023 Micro Roaster of the Year award.

“Quite often, we won’t break even on these lots,” he says. “But it’s part of the game – our ultra-premium coffees help draw attention to our ‘regular’ menu offerings as well.”

The challenges of producing limited-edition coffees

To sell micro and limited-edition lots for a higher price, roasters have to strategically market these coffees to showcase their desirable attributes. These can range from highlighting the specific plot of land the coffee was grown on to using experimental and innovative processing techniques.

Although the novelty and scarcity of these coffees is a unique selling point, this poses a significant risk to farmers in particular – one which they may not always be able to absorb.

Pranoy Thipaiah is a producer at Kerehaklu Plantations – a biodynamic coffee farm in India that was established in 1953.

“It’s always our aim to receive a higher cup score, but when planning to produce a micro lot, it’s our intention to highlight uniqueness in the cup first,” he says. “Hypothetically, if we have three piles of harvested cherries that more ripe than the others on the same day and from the same block, we will separate them for exclusive processing.

“Marketing these coffees as limited releases isn’t the ultimate goal, however,” he adds. “Sometimes we just want to experiment and see how we can improve the cup – this also comes with a lot of risk but the rewards can be massive, too.”

Balancing the cost-to-risk ratio

Pranoy mentions how erratic climate conditions pose significant challenges for producers to achieve consistent results with experimental processing methods, while extended fermentation periods can increase the likelihood of creating undesirable flavours.

For some producers, the risk is worth taking, as selling to high-end specialty roasters is a dependable revenue stream. But for others, it understandably adds too much pressure to manage practices sustainably.

“Premium lots showcase amazing coffees, but they also create this trend of demanding more from farmers,” David says. “Key industry players advocate for higher and higher cup scores, which leaves behind millions of smallholder farmers who can’t produce those coffees on a regular basis.”

Demand for exclusivity will continue to grow – but at a slower pace

It’s an overstatement to say the market for premium and limited-edition coffees has disappeared, but demand has notably dropped following a string of logistical issues in the supply chain over the last few years.

Unless prices significantly fall again, it’s unlikely that more roasters will start to stock up on micro lots to the extent seen in years prior. However, many will still remain a preference for the more niche specialty consumers.

“Some people only want to drink IPAs and craft beer,” Rahul points out. “This has driven the beer industry forward, and I think ultra-premium lots will do the same in specialty coffee.”

David agrees, saying: “I think we will see crazier and crazier fermentations in the future, which is intimidating, but also fun. I also hope we see a shift in mindset where both flavour and social impact will determine coffee prices.”

There will always be demand for novel and unique coffees in the specialty market. But as roasters grapple with rising costs, many have shifted away from micro lots and limited-edition releases.

These coffees still have an important place in the market, but if roasters and producers want to find viable ways to remain competitive, sourcing more affordable specialty lots is the answer – at least for the meantime.

Enjoyed this? Then read our article on why some roasters are willing to pay record prices for Gesha.

Photo credits: Blue Tokai Coffee Roasters, Subko Coffee Roasters

Perfect Daily Grind

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Several Illinois KFC restaurants have abruptly closed


Several KFC restaurants have abruptly closed in the Peoria and Rockford, Ill., markets. According to news reports, the eight restaurants were owned by EYM Chicken Operations, which franchises KFC locations in Illinois, Wisconsin, and Indiana.

In a statement, a spokesperson for the chicken chain confirmed the closures, stating, “These locations are owned by one franchisee. The decision to close a restaurant is always difficult for both the franchisee and the brand. We appreciate the patronage of our loyal guests.”

Related: Pizza Hut franchisee EYM files for Chapter 11 bankruptcy protection

WMBD-TV reported that the KFC stores will remain closed until the locations have new owners.

EYM Chicken Operations’ parent company EYM Group also franchises Denny’s, Pizza Hut, and Panera locations. In July, several of its Pizza Hut locations also closed and, shortly thereafter, EYM Pizza L.P. filed for Chapter 11 bankruptcy protection. The filing came after Pizza Hut sued EYM for not paying royalties on time, even after a forbearance period granted last year that ended in February.

EYM had previously sued Pizza Hut for breach of fiduciary duty, among other claims, but the case was dismissed, opening the way for Pizza Hut’s own lawsuit.

Contact Alicia Kelso at [email protected]



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U.S. FDA launches webpage on micro- and nanoplastics in food – Food Packaging Forum


The U.S. Food and Drug Administration (FDA) has introduced a new webpage dedicated to micro- and nanoplastics (MNPs) in food. The page, published on July 24, 2024, provides general information on MNPs, as well as how these particles may end up in foodstuffs, and whether there is scientific evidence on associated health risks (FPF reported).  

According to the FDA, the main source of MNP particles in foods is from environmental contamination where foods are produced. The agency further claims that “there is not sufficient scientific evidence to show that microplastics and nanoplastics from plastic food packaging migrate into foods and beverages” (FPF reported).  

While the methods for detecting and identifying MNPs are still being standardized (FPF reported), multiple studies have found evidence that the normal and intended usage of foodware and packaging is a source of MNPs in food (FPF reported, here and here). As food processing equipment is regulated under the same conditions as food packaging, it may not be appropriate to group it with broader sources of environmental contamination. 

The FDA notes that although MNPs have been detected in various foods, their presence does not inherently pose a risk or violate FDA regulations unless they are shown to cause health concerns. Additionally, the current lack of standardized methods for detecting, quantifying, and characterizing MNPs raises questions about the accuracy and specificity of many studies, the agency says. They will continue to monitor new research on MNPs. 

The Food Packaging Forum is part of AURORA, a research project focusing on early-life human health impacts from exposure to MNPs, funded by the European Union under the Horizon 2020 research and innovation program. AURORA is one of five projects within the CUSP research cluster investigating health impacts of MNPs. With the projects coming to an end in 2026 and 2025, respectively, new scientific insights on the topic are expected in the coming months. 

 

Reference 

US FDA (July 24, 2024) “Microplastics and nanoplastics in foods.” 

Read more 

Keller & Heckman (July 31, 2024) “FDA publishes web page on microplastics and nanoplastics in food.” 

Valerie Volcovici (August 14, 2024) “Exclusive-In shift, US backs global target to reduce plastic production, source says.” Reuters 



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New Tabasco Flavor is Rocoto


From the Andes to the Middle East to Avery Island, Louisiana comes new TABASCO® Rocoto Pepper Sauce.

Flavors from the Andes, the Middle East and Louisiana combine to produce the new TABASCO® Rocoto Pepper Sauce. This vibrant sauce is inspired by Baharat, a traditional Middle Eastern spice blend featuring cinnamon, cardamom, cloves, black pepper and nutmeg. By mixing these spices with fresh Peruvian rocoto peppers, maple syrup and a dash of TABASCO® Original Red Sauce, we get a Rocoto Pepper Sauce that is zesty and aromatic with a hint of sweetness — a welcome addition to any global pantry. source: tabasco.com

 

Ingredients:

Rocoto pepper, distilled vinegar, maple syrup, water, dried red bell pepper, salt, spices, dried sweet olive flower, TABASCO brand Pepper Sauce (distilled vinegar, red pepper, salt), lemon powder.

Available on Wed Nov 20th, 2019, this special edition flavor from the McIlhenny family sells for $14.99 for a 5 ounce bottle.

I just placed an order for the Rocoto as well as a few more items.

We’ll report back when we’ve had a chance to try the sauce.

Meanwhile, here’s where you can order a bottle or two for yourself!

https://countrystore.tabasco.com/

If you’ve tried this please let us know in the Comments below!



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DCSA on the rise of digitalisation in the shipping industry


Estimated reading time: 6 minutes

There can be little debate that digitalisation and standardisation are having a transformative impact on the trade finance and shipping industries.

To learn more about efforts to improve operational efficiency and sustainability in the shipping space through technological advancements, Trade Finance Global’s (TFG) Brian Canup (BC) spoke with Chris Sunderman (CS), Program Lead for Banks at the Digital Container Shipping Association (DCSA).

BC: Quick introduction! Who are you, and what is your background? 

CS: I come from a trade finance background and have a strong focus on improving our industry and striving for operational excellence that fosters a better client experience. I aim to leverage my experience to digitalise for a more sustainable future. 

A vital element of this involves collaborating with thought leaders from across the industry – including industry bodies and fintechs – to spearhead technology adoption and foster innovation to improve connectivity. 

This, in turn, enables cross- and intra-country access to digital trade for corporates, small- and medium-sized enterprises (SMEs), traders, banks, and other stakeholders, creating a more sustainable global trade ecosystem.

BC: Digitalising documents and shipping has changed rapidly in the past two years. Where is the industry now, and what progress is on the horizon? 

CS: The digitalisation of documents within the container shipping industry has progressed significantly over the past two years. DCSA has been leading this change, collaborating with stakeholders to lay the fundamentals for a more efficient future, starting with the electronic bill of lading (eBL). 

In 2022, DCSA—along with BIMCO (Baltic and International Maritime Council), FIATA (International Federation of Freight Forwarders Associations), the International Chamber of Commerce (ICC), and SWIFT—launched the Future of International Trade (FIT) Alliance to accelerate the adoption of the eBL among its members. 

This led to the launch of the FIT Alliance’s eBL Declaration in September 2023, which aims to secure commitment from international stakeholders to drive digitalisation. Alongside this, DCSA’s nine member carriers set the goal of achieving 100% eBL by 2030 and 50% by 2027 as part of its Digital Trade Initiative. 

Importantly, key stakeholders have increasingly pledged support for the eBL. Pacific International Lines (PIL), for example, joined DCSA in April 2024, having previously worked on its own digitalisation initiatives. 

Elsewhere, governments and regulators have been working to facilitate the use of digital documents and data—something DCSA actively supports. In 2023, the UK passed the Electronic Trade Documents Act (ETDA), which gave legal recognition to electronic trade documentation such as the eBL.

Such initiatives have seen uptake continue to increase – growing from 1.2% in 2021 to almost 5% in 2024 so far. As more stakeholders become aware of the digital movement and intensify collaboration across the industry, we expect adoption to increase exponentially in the coming years, firmly driven by data, technological and legal interoperability. 

To support momentum, we call on all stakeholders to join the digitalisation movement – including carriers, BCOs (Beneficial Cargo Owners), freight forwarders, banks, and insurers. 

The time to act is now.

import export port shipping

CS: DCSA is leading collaborative efforts to digitalise the container shipping industry. Key to this is promoting our digital standards, which facilitate the use of digital documentation such as the eBL. 

In addition to increasing security and streamlining operations, a key benefit of the eBL is that eliminating the use of paper drives sustainability within the container shipping sector and beyond. 

Given the breadth of the global supply chain, some 40 billion pieces of paper are transported annually, which is both costly and inefficient. Switching to the eBL could save over 28,000 trees per year and reduce greenhouse gas (GHG) emissions by 32 to 86 kg per end-to-end transaction. 

In addition to supporting national decarbonisation targets, this would significantly reduce emissions within the shipping sector and ensure that the expected growth in global trade remains sustainable. 

BC: What impact do you believe the standardisation of eBLs will have on global trade and shipping operations? 

CS: Standardisation of the eBL eases digitalisation and will increase accessibility across the industry. 

Currently, non-interoperability constitutes a significant barrier to adoption. So-called digital islands and a lack of standard data formats and processes create confusion – contributing to delays and unnecessary costs. What’s more, there is a wide range of solution providers that work in digital silos, meaning data cannot always be processed across platforms. 

DCSA is collaborating with solution providers to develop technical and legal standards that will facilitate the straightforward transfer of data across platforms, regardless of origin, giving businesses the confidence to move forward with adoption. 

As a result, processes will be faster, more secure, and gain efficiency. With global trade expected to triple by 2050, this will be central to ensuring the shipping sector – and, indeed, the entire trade eco-system – can keep up with growth and maintain the smooth running of supply chains. 

BC: How do you see the role of technology evolving in the shipping industry over the next five to ten years? 

CS: Technology will continue to be the driving force for change over the next decade. 

We will see a growing number of corporates and cargo owners moving from analogue to digital and adopting digital solutions to foster better decision-making and improve processes. 

Banks and other financial institutions will have to keep pace to retain their role in supporting global trade growth. Meanwhile, freight forwarders will likely enhance communication and operational efficiency with a shift toward real-time data. We anticipate that ports and terminals will focus on minimising manual processing and human interaction through data integration. 

We also expect that standardisation will continue accelerating the adoption of digital solutions across the supply chain. 

There is already a strong correlation between the level of standards adoption in areas such as track-and-trace and operational efficiency, and we are gradually seeing developments in freight visibility, with an increasing number of shippers adopting our common Track and Trace (T&T) API standard. 

In September 2023, for instance, less than 100 million APIs were called but this grew to 137 million in March this year – marking a roughly 40% increase. 

The Internet of Things (IoT) is another area where we expect increased activity. 

IoT enables container lines to obtain real-time information on when a container has been discharged, ready for pick up, or gated out. It also combines different data sources to provide information on micro-level details, such as how close a container is to reaching its inland destination. 

Access to this micro information level allows shippers to plan more accurately. We are already seeing significant developments here, with a growing number of container shipping lines fitting their dry fleets with tracking devices. We expect this will continue to play a central role in digitalising shipping in the years to come.

In all areas, we are seeing processes evolve and develop at a rapid pace, and this is thanks to technological advances and innovation. As such, technology will retain a central role in supporting industry growth in the coming decade and beyond. 



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