Ecommerce - a Paradigm Shift for Air Cargo

Total Page:16

File Type:pdf, Size:1020Kb

Ecommerce - a Paradigm Shift for Air Cargo eCommerce - A paradigm shift for Air Cargo Michael Steen EVP & Chief Commercial Officer Atlas Air Worldwide Inc. Atlas Air Worldwide at a Glance Structure 2017 Global Operating Network Headquarters: 2017 Operating Rev: Purchase, NY $2.16 Billion 252,802 Total Block Hours 422 Airports in 103 Countries Employees: NASDAQ Listed: 48,983 Flights 2,870 AAWW 790 Charters Completed 80+ Unique Customers Fleet (105 aircraft) Valued Customers Cargo Passenger Shippers Forwarders/ Airlines Integrators 10 (747-8F) 12 (777-200LRF) 4 (747-400) Brokers 35 (767-200/300F) 28 (747-400F) 4 (767-200/300ER) 1 (757-200F) 4 (747-LCF) 6 (737-400F) 1 (737-800) Privileged and Confidential 2 Our Value Proposition – Integrated Solutions ACMI CMI Charter Dry Leasing Services • Turnkey solution • Crew & technical • Ad-hoc & program • Asset financing & • Network analysis expertise charters management & design • Large fleet - various platforms • Economy of scale • Custom cargo & • Dry leasing, sales • Pilot training PAX service & sale / leaseback • Global footprint - • Flexible network • Spare parts scalable network solutions • Leader in South • Fleet planning management American freight • Performance, • Commercial • Conversion • Transportation reliability & collaboration • Leader in US DOD management visibility solution expertise passenger & cargo service A History of Delivering Value to Our Customers Privileged and Confidential 3 The Global Air Cargo Market & the impact of eCommerce Global Air Freight is a Large and Growing Industry Airlines operating freighters generate 90% of industry revenues Passenger Belly Only 10% All Cargo $8.5B 10% $8.5B Express Carrier Total 41% $33.6B $85B Combination Carrier 39% $32.8B Sources: Flight Global, U.S. DOT F41, airline reports, and Boeing estimates (2017 data) Privileged and Confidential 5 Air Cargo is essential to the Global Economy eCommerce will increase the value Privileged and Confidential 6 Megatrends Will Drive Opportunity in Airfreight Economic Megatrends Digitization . Increases in urban consumption . Technological breakthroughs at by the growing consuming an increasing pace class – Increase by 1.8B by . Adoption of new technologies 2025 . Change in buying behaviors. Global consumption to e-Commerce related surpass $30 trillion – increase airfreight demand growing from $12 trillion today significantly Globalization eCommerce . Global flows increasing – trade, . New consumer focused retail finance, people and data model will drive significant demand growth . Tourism and general travel increasing, adding jobs . Trends will require efficient air networks to serve effectively . Manufacturing moving away from traditional passenger hubs . Freighters will play a more important role in the future Privileged and Confidential 7 Global Airfreight Industry Performance Trends Global Airfreight Market Global Express Market . International freight tonne kilometers (FTKs) flown up 10.6% in 2017 . The International Express market is showing robust growth . FTK growth expected to exceed 4.3% in 2018 . 5.8% CAGR since 2011 vs. nominal CAGR for International FTK’s . PMI Index at 55 for 2017 and semi-conductor sales +18% for 2017 . The Express segment benefiting from the e-Commerce growth Total Global Airfreight Tonnage Growing from Record Levels International Express Market – DHL, FedEx and UPS 150% ??% 62.5 Change in Demand (Base year 2011 - 100%) 65 Freight Tonnes 59.9 (Millions) 54.9 140% 51.5 52.8 31% 55 49.1 49.3 48.8 49.5 130% 25% 43.4 45.4 45.1 45 41.1 19% 120% 12% 35 110% 6% 25 100% 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017E 2018F 2.5% 6.4% 4.6% (0.7)% (8.9)% 19.5)% 0.4% (1.0)% 1.4% 4.0% 1.5% 3.8% 10.6% 4.3% 90% 2011 2012 2013 2014 2015 2016 2017 Global e-Commerce Market Supply vs. Demand Global e-Commerce Estimates ($ Billion) 15% FTK and AFTK Growth $2,864 $3,000 $2,450 10% $2,076 $2,000 $1,735 5% $1,450 $1,191 $940 0% $1,000 $727 -5% $0 FTK AFTK 2012 2013 2014 2015 2016 2017 2018F 2019F -10% Overall e-Commerce market penetration is still low Sources: IATA, ICAO, Euromonitor, Forrester, eMarketer, BofA Merrill Lynch Global Research estimates Privileged and Confidential 8 Market Growth 2017 Privileged and Confidential 9 Evolution of Distribution Models The Last Mile Privileged and Confidential 10 B2C vs. B2B B2C B2B Number of Customers Millions Thousands Geographical Density Low High Shipment Unit Package Pallet Value/Weight Ratio High Low Delivery Frequency On-demand Scheduled Delivery Speed ASAP Predictable Shipper-Consignee Relationship Transactional Contractual Payment Credit card Purchase order Privileged and Confidential 11 e-Commerce – A real Paradigm Shift . e-Commerce only accounts for ~10% of global retail e-Commerce Penetration sales (as percentage of global retail sales) 16% 15.5% . US e-Commerce spend 14.6% $385B in 2016 – forecasted to grow to $600B by 2020 14% 13.1% . USA: 237M internet users – 12% 11.6% 73% mobile penetration – 9% e-Commerce penetration 10.1% 10% 8.7% . China: 700M internet users – 50% mobile penetration – 8% 7.4% 10% e-Commerce penetration 6% . India: 300M internet users – 2015 2016 2017* 2018* 2019* 2020* 2021* 25% mobile penetration – 2% e-Commerce penetration Source: Forrester, Statista, eMarketer Privileged and Confidential 12 Asia Express & e-Commerce has Great Potential ~2 People within ~500 billion 4 Hour Flight million Average 6.2% GDP Growth 2.5 - 3% (2016-2020) Stable w/ Middle Class 9% Growth limited growth Regional Limited Freighters Very fleet Deployed large fleet Source: Worldbank.org / Brookings Institution / OECD.org Privileged and Confidential 13 Summary Global Macro Outlook Growth of global “consuming class” will fuel the economy Airfreight Outlook Continued growth driven by e-Commerce and Express Supply Outlook Demand is expected to outpace Supply eCommerce will change the Supply Chain Continued globalization driven by consumer demand Positive Disruption Participate with expertize, digitization and continued investment.
Recommended publications
  • Hidden Cargo: a Cautionary Tale About Agroterrorism and the Safety of Imported Produce
    HIDDEN CARGO: A CAUTIONARY TALE ABOUT AGROTERRORISM AND THE SAFETY OF IMPORTED PRODUCE 1. INTRODUCTION The attacks on the World Trade Center and the Pentagon on Septem­ ber 11, 2001 ("9/11") demonstrated to the United States ("U.S.") Gov­ ernment the U.S. is vulnerable to a wide range of potential terrorist at­ tacks. l The anthrax attacks that occurred immediately following the 9/11 attacks further demonstrated the vulnerability of the U.S. to biological attacks. 2 The U.S. Government was forced to accept its citizens were vulnerable to attacks within its own borders and the concern of almost every branch of government turned its focus toward reducing this vulner­ ability.3 Of the potential attacks that could occur, we should be the most concerned with biological attacks on our food supply. These attacks are relatively easy to initiate and can cause serious political and economic devastation within the victim nation. 4 Generally, acts of deliberate contamination of food with biological agents in a terrorist act are defined as "bioterrorism."5 The World Health Organization ("WHO") uses the term "food terrorism" which it defines as "an act or threat of deliberate contamination of food for human con- I Rona Hirschberg, John La Montagne & Anthony Fauci, Biomedical Research - An Integral Component of National Security, NEW ENGLAND JOURNAL OF MEDICINE (May 20,2004), at 2119, available at http://contenLnejrn.org/cgi/reprint/350/2112ll9.pdf (dis­ cussing the vulnerability of the U.S. to biological, chemical, nuclear, and radiological terrorist attacks). 2 Id.; Anthony Fauci, Biodefence on the Research Agenda, NATURE, Feb.
    [Show full text]
  • In-Transit Cargo Crime Impacting the Retail Supply Chain
    Journal of Transportation Management Volume 29 Issue 1 Article 4 7-1-2018 In-transit cargo crime impacting the retail supply chain John Tabor National Retail Systems, Inc. Follow this and additional works at: https://digitalcommons.wayne.edu/jotm Part of the Operations and Supply Chain Management Commons, and the Transportation Commons Recommended Citation Tabor, John. (2018). In-transit cargo crime impacting the retail supply chain. Journal of Transportation Management, 29(1), 27-34. doi: 10.22237/jotm/1530446580 This Article is brought to you for free and open access by the Open Access Journals at DigitalCommons@WayneState. It has been accepted for inclusion in Journal of Transportation Management by an authorized editor of DigitalCommons@WayneState. IN-TRANSIT CARGO CRIME IMPACTING THE RETAIL SUPPLY CHAIN John Tabor1 National Retail Systems, Inc. ABSTRACT Surveys of retail security directors show that almost half of those polled had been the victims of a supply- chain disruption directly related to cargo theft. This is a significant increase from just five years ago. In order to fully understand the issue of cargo theft, retailers need to know why it exists, who is perpetrating it, how risk can be reduced, and ultimately how to react to a loss. This article explores a number of dimensions of the issue, and offers several suggestions for mitigating the risk and dealing with theft after it occurs. INTRODUCTION That said, remember that virtually 100 percent of the merchandise in retail stores is delivered by truck. Surveys of retail security directors showed that In many cases the only two preventative measures almost half of those polled had been the victims of a put in place to secure that same merchandise in supply-chain disruption directly related to cargo transit is a key to the tractor and a seal on the rear theft.
    [Show full text]
  • Air Cargo E-Commerce & COVID-19 Impact
    52%of consumers bought more online during the COVID-19 crisis 74%growth in global online retail sales average transaction volumes in March compared with the same period last year 200%growth in online sales of home appliances, Personal Protection Equipment (PPE) and food and health products • Shifts on international trade, as border restrictions place the focus An opportunity for transformation on local purchasing. Air cargo e-commerce and COVID-19 impact • Software-driven process chang- es, including artificial intelligence (AI) and the internet of things (IoT), as Since early March, we have seen e-Commerce: key for air cargo social distancing and business-conti- how COVID-19 has changed the In 2019, e-Commerce only repre- nuity needs accelerate their develop- world. It forced governments to sented 14% of the total retail sales. ment. close borders and take drastic This means there is much room for • Shifts in markets’ domestic measures to protect people and growth as consumers continue to commerce, driven by changing ensure essential services. The ban move online. In the last year, IATA consumer behaviors and the growth on social gatherings, the closing of studied whether the air cargo supply of e-commerce. stores, restaurants, grocery shops, chain was ready for this tsunami of gardening centers, theatres and parcels and how airlines could adapt • Machine-driven process changes, concerts have led consumers to live to benefit from this growth. as the perception of investments in their lives online, including shop- automation improves, speeding up The annual value of global e-com- ping. its development. merce sales of goods reached 2 In September, IPC reported that more trillion USD and was forecasted to Building supply chain resilience than half of consumers bought more exceed 4.4 trillion by 2025.
    [Show full text]
  • Promoting Logistics Development in Rural Areas
    Promoting Logistics Development in Rural Areas Logistics plays an important role in agricultural production and supply-chain management, ultimately enhancing food safety and quality. Improvements in rural logistics help farmers to harvest and market crops more e ciently; and by facilitating communication, they serve to expand the markets for agricultural products. While recognizing the rapidly changing rural landscape in the People’s Republic of China, the distribution of goods is still impeded, and the quality of services poor. This study is part of the Asian Development Bank’s initiative to support and promote the development of the agriculture sector and establish e cient rural–urban synergies. Read how the private and public sectors can improve and promote logistics development in rural areas. About the Asian Development Bank ADB’s vision is an Asia and Pacifi c region free of poverty. Its mission is to help its developing member countries reduce poverty and improve the quality of life of their people. Despite the region’s many successes, it remains home to a large share of the world’s poor. ADB is committed to reducing poverty through inclusive economic growth, environmentally sustainable growth, and regional integration. Based in Manila, ADB is owned by members, including from the region. Its main instruments for helping its developing member countries are policy dialogue, loans, equity investments, guarantees, grants, and technical assistance. PROMOTING LOGISTICS DEVELOPMENT IN RURAL AREAS ASIAN DEVELOPMENT BANK 6 ADB Avenue, Mandaluyong City 1550 Metro Manila. Philippines 9 789292 579913 ASIAN DEVELOPMENT BANK www.adb.org PROMOTING LOGISTICS DEVELOPMENT IN RURAL AREAS ASIAN DEVELOPMENT BANK Creative Commons Attribution 3.0 IGO license (CC BY 3.0 IGO) © 2017 Asian Development Bank 6 ADB Avenue, Mandaluyong City, 1550 Metro Manila, Philippines Tel +63 2 632 4444; Fax +63 2 636 2444 www.adb.org Some rights reserved.
    [Show full text]
  • Shipbuilding
    Shipbuilding A promising rst half, an uncertain second one 2018 started briskly in the wake of 2017. In the rst half of the year, newbuilding orders were placed at a rate of about 10m dwt per month. However the pace dropped in the second half, as owners grappled with a rise in newbuilding prices and growing uncertainty over the IMO 2020 deadline. Regardless, newbuilding orders rose to 95.5m dwt in 2018 versus 83.1m dwt in 2017. Demand for bulkers, container carriers and specialised ships increased, while for tankers it receded, re ecting low freight rates and poor sentiment. Thanks to this additional demand, shipbuilders succeeded in raising newbuilding prices by about 10%. This enabled them to pass on some of the additional building costs resulting from higher steel prices, new regulations and increased pressure from marine suppliers, who have also been struggling since 2008. VIIKKI LNG-fuelled forest product carrier, 25,600 dwt (B.Delta 25), built in 2018 by China’s Jinling for Finland’s ESL Shipping. 5 Orders Million dwt 300 250 200 150 100 50 SHIPBUILDING SHIPBUILDING KEY POINTS OF 2018 KEY POINTS OF 2018 0 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 Deliveries vs demolitions Fleet evolution Deliveries Demolitions Fleet KEY POINTS OF 2018 Summary 2017 2018 Million dwt Million dwt Million dwt Million dwt Ships 1,000 1,245 Orders 200 2,000 m dwt 83.1 95.5 180 The three Asian shipbuilding giants, representing almost 95% of the global 1,800 orderbook by deadweight, continued to ght ercely for market share.
    [Show full text]
  • Top 20 Busiest Air Cargo Airports
    World’s 20 busiest Air Cargo Hubs (TOTAL CARGO) IATA REGION CITY COUNTRY AIRPORT NAME CODE % CHANGE Hong Kong 1 Asia-Pacific Hong Kong Hong Kong International Airport HKG 1. 4 2 North America Memphis TN United States Memphis International Airport MEM 3.1 3 Asia-Pacific Shanghai China Pudong International Airport PVG -1.5 4 Asia-Pacific Incheon Korea, Republic Of Incheon International Airport ICN 1. 0 Ted Stevens Anchorage 5 North America Anchorage AK United States International Airport ANC 3.5 United Arab 6 Middle East Dubai Emirates Dubai International Airport DXB -0.5 7 North America Louisville KY United States Louisville International Airport SDF 0.8 Taiwan Taoyuan 8 Asia-Pacific Taipei Chinese Taipei International Airport TPE 2.4 9 Asia-Pacific Tok yo Japan Narita International Airport NRT -3.2 Los Angeles 10 North America Los Angeles CA United States International Airport LAX 2.4 11 Middle East Doha Qatar Hamad International Airport DOH 8.8 12 Asia-Pacific Singapore Singapore Singapore Changi Airport SIN 1. 4 13 Europe Frankfurt Germany Flughafen Frankfurt/Main FRA -0.8 Aéroport de Paris-Charles 14 Europe Paris France de Gaulle CDG -1.8 15 North America Miami FL United States Miami International Airport MIA 2.8 Beijing Capital 16 Asia-Pacific Beijing China International Airport PEK 2.2 Guangzhou Bai Yun 17 Asia-Pacific Guangzhou China International Airport CAN 5.0 18 North America Chicago IL United States O’Hare International Airport ORD 3.6 19 Europe London United Kingdom Heathrow Airport LHR -1.3 20 Europe Amsterdam Netherlands Amsterdam Airport Schiphol AMS -2.7 Copyright © 2019 Airports Council International *Preliminary rankings for 2018, with respect to total cargo traffic.
    [Show full text]
  • Navy Force Structure and Shipbuilding Plans: Background and Issues for Congress
    Navy Force Structure and Shipbuilding Plans: Background and Issues for Congress September 16, 2021 Congressional Research Service https://crsreports.congress.gov RL32665 Navy Force Structure and Shipbuilding Plans: Background and Issues for Congress Summary The current and planned size and composition of the Navy, the annual rate of Navy ship procurement, the prospective affordability of the Navy’s shipbuilding plans, and the capacity of the U.S. shipbuilding industry to execute the Navy’s shipbuilding plans have been oversight matters for the congressional defense committees for many years. In December 2016, the Navy released a force-structure goal that calls for achieving and maintaining a fleet of 355 ships of certain types and numbers. The 355-ship goal was made U.S. policy by Section 1025 of the FY2018 National Defense Authorization Act (H.R. 2810/P.L. 115- 91 of December 12, 2017). The Navy and the Department of Defense (DOD) have been working since 2019 to develop a successor for the 355-ship force-level goal. The new goal is expected to introduce a new, more distributed fleet architecture featuring a smaller proportion of larger ships, a larger proportion of smaller ships, and a new third tier of large unmanned vehicles (UVs). On June 17, 2021, the Navy released a long-range Navy shipbuilding document that presents the Biden Administration’s emerging successor to the 355-ship force-level goal. The document calls for a Navy with a more distributed fleet architecture, including 321 to 372 manned ships and 77 to 140 large UVs. A September 2021 Congressional Budget Office (CBO) report estimates that the fleet envisioned in the document would cost an average of between $25.3 billion and $32.7 billion per year in constant FY2021 dollars to procure.
    [Show full text]
  • THE RISE of CARGO-FOCUSED HUB AIRPORTS PANDEMIC YEAR 2020 Chaddick Policy Brief | March 25, 2021 by Joseph P
    THE RISE OF CARGO-FOCUSED HUB AIRPORTS PANDEMIC YEAR 2020 Chaddick Policy Brief | March 25, 2021 By Joseph P. Schwieterman and Euan Hague Our analysis of newly released air cargo traffic data for 2020 shows that: Tonnage at cargo-focused hub airports, i.e., airports with extensive cargo traffic but little or no passenger traffic, grew 31.4% from 2019 to 2020 Chicago Rockford, Wilmington Air Park, Ft. Worth Alliance, and Boeing Field/King Co. airports were among the leaders of the 14 cargo-focused hubs identified A surge in online buying for at-home delivery is fueling much of the growth Airports that are focal points for air freight integrators DHL, FedEx, and UPS and have more passenger traffic than cargo-focused hubs grew more slowly, yet at a still substantial 9.0% rate The rapid growth raises important social, economic, and environmental questions he emergence, evolution, and performance of specialized cargo airports have long been of T interest to investors and policymakers in the United States.1 This Chaddick Policy Brief reviews the recent growth of cargo-focused hub airports, i.e., airports that have significant roles in cargo movement while handling a low volume of passenger traffic. Examples of such airports are California’s Sacramento Mather and Ft. Worth Alliance airports. This Brief reviews findings from our analysis of newly released 2020 data and offers brief case studies of six prominent cargo-focused hub airports. CHADDICK INSTITUTE FOR METROPOLITAN DEVELOPMENT AT DEPAUL UNIVERSITY CONTACT: JOSEPH SCHWIETERMAN, PH.D. | PHONE: 312.362.5732 | EMAIL: [email protected] PHOTO CREDIT (ABOVE): A UPS MD 11 AT SAN BERNARDINO INT’L, JAN.
    [Show full text]
  • US Maritime Administration
    U.S. Maritime Administration (MARAD) Shipping and Shipbuilding Support Programs January 8, 2021 Congressional Research Service https://crsreports.congress.gov R46654 SUMMARY R46654 U.S. Maritime Administration (MARAD) January 8, 2021 Shipping and Shipbuilding Support Programs Ben Goldman The U.S. Maritime Administration (MARAD) is one of the 11 operating administrations of the Analyst in Transportation U.S. Department of Transportation (DOT). Its mission is to develop the merchant maritime Policy industry of the United States. U.S. maritime policy, largely set out by the Merchant Marine Acts of 1920 and 1936 and with some roots in even older legislation, is codified in Subtitle V of Chapter 46 of the U.S. Code. As currently articulated, it is the policy of the United States to “encourage and aid the development and maintenance of a merchant marine” that meets the objectives below, which MARAD helps to achieve via the following programs and activities: Carry domestic waterborne commerce and a substantial part of the waterborne export and import foreign commerce of the United States. International shipping is dominated by companies using foreign- owned or foreign-registered vessels taking advantage of comparatively lower operating costs. The MARAD Maritime Security Program (MSP) supports U.S.-flagged ships engaged in international commerce by providing annual subsidies to defray the operating costs of up to 60 vessels. Originally scheduled to expire at the end of 2025, authorization for MSP was extended through 2035 by the National Defense Authorization Act (NDAA) for Fiscal Year 2020 (P.L. 116-92). Similar programs were established to support tankers and cable-laying ships, either in that same law or in the NDAA for Fiscal Year 2021 (P.L.
    [Show full text]
  • New York State Commercial Driver's Manual Transporting Cargo Safely
    Section 3 TRANSPORTING CARGO SAFELY Section 3 TRANSPORTING CARGO SAFELY This Section Covers l Inspecting Cargo l Weight and Balance l Securing Cargo l Cargo Needing Special Attention This section tells you about hauling cargo safely. You must understand basic cargo safety rules to get a CDL. If you load cargo wrong or do not secure it, it can be a danger to others and yourself. Loose cargo that falls off a vehicle can cause traffic problems and others could be hurt or killed. Loose cargo could hurt or kill you during a quick stop or crash. Your vehicle could be damaged by an overload. Steering could be affected by how a vehicle is loaded, making it more difficult to control the vehicle. Whether or not you load and secure the cargo yourself, you are responsible for: l Inspecting your cargo. l Recognizing overloads and poorly balanced weight. l Knowing your cargo is properly secured and does not obscure your view ahead or to the sides. l Knowing your cargo does not restrict your access to emergency equipment. If you intend to carry hazardous material that requires placards on your vehicle, you will also need to have a hazardous materials endorsement. Section 9 of this manual has the information you need to pass the hazardous materials test. Federal, state, and local regulations for commercial vehicle weight, securing cargo, covering loads, and where you can drive large vehicles vary from place to place. Know the rules where you will be driving. 3.1 – Inspecting Cargo As Part of Your Pre-trip Inspection.
    [Show full text]
  • Cargo Insurance, Risk Assessment and Damage Claims
    Cargo Insurance, Risk Assessment and Damage Claims Most experienced importers and exporters understand that there is a certain amount of risk associated with the movement of their cargo. The movement and shifting of cargo during transit, exposure to bad weather, handling at origin, ports of lading and unlading and warehouses can all contribute to the possibility that losses from damage will be incurred. Potential theft and pilferage adds additional risk as cargo moves through various points in the supply chain. When assessing risk, it is helpful to consider some common errors and assumptions made by shippers and consignees that can result in unanticipated expenses or inability to recover losses. Carrier Limits of Liability Many shippers and importers make the mistake of assuming that the carrier’s liability is equal to the value of the merchandise, when in fact, their liability is minimal. For ocean carriers, the liability is limited to $500 per CSU (customary shipping unit). The CSU could be the entire ocean shipping container, a pallet, or a carton, depending on how the freight was described on the bill of lading. The liability for international air carriers will depend on which convention the country of destination has adopted. Under the Warsaw Convention, the limit is $9.07/pound or $20/kilogram. For domestic air carriers and domestic truckers, a liability limit of $50/pound is commonplace. Cargo Insurance Exclusions and Gaps in Coverage In most situations, it will be necessary to obtain cargo insurance that covers the value of the merchandise, plus amounts for international freight and customs clearance charges.
    [Show full text]
  • Ten Questions to Ask Before You Buy Cargo Insurance
    Ten Questions To Ask Before You Buy Cargo Insurance UPS Capital Insurance Agency, Inc. UPS and the UPS brandmark are trademarks of United Parcel Service of America, Inc. Cargo Insurance Defined The international shipping industry is responsible for the carriage of 90 percent of global trade in goods.1 And there is approximately US$1.43 billion worth of containerized goods moving through U.S. ports every day.2 It is no wonder, then, that more and more companies are purchasing Cargo Insurance to protect against physical loss or damage to goods from external causes such as theft, natural disaster, inclement weather, and shipping accidents. Whether you are currently working with an insurance provider or are considering Cargo Insurance for the first time, UPS Capital Insurance Agency, Inc. suggests you ask the following questions to ensure your goods are properly protected: 1. Is your Cargo Insurance provider experienced in supply chain management and transportation, or are you buying Cargo Insurance from your general liability protection provider? Consider buying insurance from a provider with expertise in multiple modes of transportation, customs brokerage, and moving goods internationally. Make sure your provider has the background knowledge and know-how to fully protect your goods. 2. If you already have Cargo Insurance, does your current provider protect your goods via all modes of transportation – ship, airplane, train, and truck? No matter how your goods are transported, make sure that your insurance provider offers complete protection and uniform rates. For instance, if your goods come off a ship and are loaded onto a truck to be transported to their final destination, often the insurance rates and coverage limits may differ.
    [Show full text]