Temperature-control systems provider Copeland expanded its presence in the cold chain with the acquisition of Dickson. The deal adds monitoring and compliance technologies serving the healthcare and life sciences industries to its portfolio.
“The acquisition of Dickson further strengthens our ability to serve customers across every stage of the healthcare and life sciences cold chain, from pharmaceutical manufacturing through distribution and patient care,” said Copeland CEO Ross Shuster.
Financial terms of the transaction were not provided.
Dickson’s cloud-based platform provides temperature monitoring and visibility throughout the healthcare supply chain, from manufacturing to final delivery. The system notifies food and pharmaceutical shippers of potential losses before they happen.
“Our customers operate in highly regulated environments where precision, compliance and visibility are essential,” said Rick Weiler, president and CEO at Dickson. “By joining Copeland, we are bringing together complementary technologies and expertise that support the monitoring and protection of temperature-sensitive products across increasingly complex supply chains.”
Copeland has over 200 million heating, ventilation, air conditioning and refrigeration installations across approximately 40 countries.
Why it matters? Copeland’s acquisition of Dickson will allow it to integrate advanced cloud-based temperature monitoring into the supply chains of its healthcare customers. This combination protects sensitive products and mitigates product loss by notifying shippers of potential temperature excursions before they occur.
More FreightWaves articles by Todd Maiden:
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Resilient U.S.-bound demand, Far East port congestion and blanked sailings are keeping trans-Pacific spot rates near their early July highs, even as Asia-Europe pricing continues to slide from peak-season levels.
The divergence follows an unusually early east-west peak season that began in May and lifted container spot rates sharply through early July, according to analyst and SONAR data contributor Freightos (NASDAQ: CRGO). On the trans-Pacific, shippers appear to be sustaining demand ahead of China’s Golden Week holiday, while the absence of a late-July tariff increase may have removed an incentive for an abrupt pullback in U.S.-bound imports.
Asia-West Coast spot rates increased 4% last week to more than $8,100 per forty foot equivalent unit (FEU), while East Coast prices were essentially unchanged at about $9,600 per FEU. The elevated levels reflect a combination of strong cargo demand, weather-related port congestion in the Far East and carrier capacity management through blanked sailings.
Some canceled sailings are likely the result of vessel delays and network disruptions caused by congestion, the analyst said. But carriers are also reducing capacity in anticipation of softer volumes during the Golden Week period and a broader easing in demand once the peak season ends later in October.
Cancellation data still points to relatively firm demand compared with prior years, suggesting carriers have less need to withdraw capacity than they typically would as the traditional peak-season window closes.
Pandemic comparison overstated
Current trans-Pacific pricing has prompted comparisons with the pandemic-era market, but the latest levels remain well below the extremes reached during the Covid-19 import surge.
Freightos Baltic Index data show that Asia-West Coast prices exceeded $20,000 per FEU in September 2021, when extraordinary U.S. import demand collided with severe port congestion. During that period, carriers often did not move spot cargo booked at base rates unless shippers paid premium surcharges, pushing benchmark levels to historic highs.
Freightos said that the current market is more comparable to the 2024 peak season, when Red Sea diversions constrained effective vessel capacity. Today’s trans-Pacific rates are placing considerable pressure on shippers, but they are still far from the unprecedented levels of 2021.
Europe trades cool
Asia-Europe spot prices continued to decline as peak-season volumes moderated.
Rates from Asia to North Europe fell 15% last week to about $3,700 per FEU. That is down from a July high near $6,000 per FEU, though it remains roughly $1,000 per FEU above levels seen before peak season began in late May.
Asia-Mediterranean rates fell 7% to approximately $3,900 per FEU, after exceeding $7,000 per FEU in July. Unlike North Europe prices, Mediterranean rates have now fallen back to roughly their May level.
| Trade lane | Latest rate | Weekly change | Recent peak comparison |
| Far East–U.S. West Coast | More than $8,100/FEU | Up 4% | Near peak-season highs |
| Far East–U.S. East Coast | About $9,600/FEU | Roughly flat | Near peak-season highs |
| Asia–North Europe | About $3,700/FEU | Down 15% | Down from nearly $6,000/FEU in July |
| Asia–Mediterranean | About $3,900/FEU | Down 7% | Down from more than $7,000/FEU in July |
Capacity and congestion split markets
The sharper retreat in Mediterranean prices likely reflects a greater increase in effective capacity on that lane as more vessels resume Red Sea transits, Freightos said. North Europe trades, by contrast, continue to face constraints from congestion at regional hubs and inland disruptions, including low water on the Rhine River.
A possible indefinite strike at German ports could add to the pressure. The Verdi labor union is voting on a job action that could begin as early as October, potentially worsening terminal congestion and constraining carrier capacity on Asia-North Europe services.
Read more articles by Stuart Chirls here.
Read more:
New data shows Suez route transits rose 27% in August
Hurricane Polo disrupts Mexican Pacific ports with high winds, heavy rain
New report: Just a third of container shipping on-time
New $100M inland rail terminal will handle 60,000 TEUs a year
Asia-US container rates soar past $11,000, near pandemic records
The post But no pandemic high: Asia-US container rate at $9,600 appeared first on FreightWaves.
Cargo theft losses now reach at least $1 million annually for 40% of leaders surveyed by SmartSense. Another 28% report yearly costs exceeding $2 million from stolen freight. The study polled 150 U.S.-based loss prevention and organized retail crime professionals. Results also show growing concern about criminals using coordinated tactics against supply chains.
SmartSense by Digi released its Cargo Theft Report on Thursday. Coleman Parkes conducted the research during August 2026. Participants represented companies ranging from under $10 million to more than $10 billion in annual revenue. Their responsibilities included security, logistics, risk management, distribution and organized retail crime prevention.
The survey found 79% feel more concerned about cargo theft today than ever before. Another 81% believe these crimes have become increasingly organized during recent years. 63% report incidents increased compared with last year. 80% indicate theft events caused lost sales within their organizations.
Fraudulent pickups lead list of concerns
Criminal tactics extend beyond physically stealing a parked trailer, according to the findings. Fraudulent pickups and carrier impersonation ranked highest, drawing concern from 78% of participants. GPS jamming or spoofing followed at 71%, while trailer theft reached 66%. Double brokering registered at 64% among those questioned.
Scott Glenn, vice president of asset protection at The Home Depot, highlighted another vulnerability surrounding freight movement. He pointed toward information criminals can obtain through transportation or logistics systems. Access could reveal shipment contents, destinations and expected arrival times. That intelligence could give thieves details needed to select specific loads.
“Cargo theft is increasingly a cybersecurity issue as much as it is a physical security issue,” Glenn stated. “If criminals gain access to transportation or logistics systems, they can potentially identify what is being shipped.” He added that compromised information could reveal where cargo travels and when it should arrive. Glenn urged companies to protect shipment data as seriously as the freight itself.
Companies increase prevention spending
The growing threat has also influenced security budgets, according to SmartSense. 70% report their organizations will spend more on cargo theft prevention this year. Respondents identified real-time location visibility among capabilities that could make the biggest difference. They also highlighted data analysis for detecting recurring theft patterns and high-risk routes.
Guy Yehiav, president of SmartSense by Digi, pointed toward faster detection as another component. “The companies making the most progress are moving from visibility to actionability,” Yehiav stated. He cited route deviations and unauthorized stops among warning signs that monitoring can identify. Faster alerts can give security teams additional time to react before a shipment disappears.
The research also identified a gap between cargo theft incidents and law enforcement involvement. Only 37% report regularly notifying authorities and working directly with investigators. SmartSense notes that unreported crimes could leave existing figures below the actual scale. The survey itself does not quantify how many incidents remain outside official reporting systems.
Why it matters
Cargo theft increasingly involves identity, technology and transportation systems alongside physical security. Understanding which tactics concern loss prevention leaders helps freight professionals identify where existing controls may face pressure.
CFCO
In my opinion, technology works best when employees also understand how criminals exploit weak processes. The Certified Fraud Compliance Officer course teaches structured verification and risk-based decision-making across freight transactions. Training teams to verify companies, people and shipment details can help expose inconsistencies before cargo moves. No single tool or course eliminates theft, but repeatable verification can reduce opportunities created by preventable process gaps.
Click here for more articles on cargo theft and freight fraud by Phil Brink.
Federal indictments target nearly $600K in interstate cargo theft tied to Memphis – FreightWaves
Masked thieves cut trailer hinges, steal Black Angus beef in Philadelphia – FreightWaves
Florida troopers recover 2 stolen semis hauling tires and batteries; driver flees – FreightWaves
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Hurricane Polo is disrupting maritime operations along Mexico’s Pacific coast, prompting authorities to close or restrict navigation at several ports, while the key container gateway of Manzanillo remains open to large commercial vessels.
Mexico’s Navy closed the Port of Manzanillo in Colima to vessels under 500 gross tonnage beginning at 9 a.m. Tuesday as Polo rapidly intensified offshore. The restriction does not apply to larger commercial vessels, allowing container ship traffic to continue at the port.
The Manzanillo Port Captaincy said the measure was imposed because deteriorating weather associated with Polo was expected to bring stronger winds, heavy rainfall and higher waves to the area.
Vessels already docked in the port were advised to reinforce mooring lines and monitor maritime safety and weather bulletins.
The restrictions come as Polo, which reached Category 5 strength Tuesday, weakened slightly to a Category 4 hurricane early Wednesday while drifting northward off southwestern Mexico.
At 6 a.m. CST Wednesday, Polo was about 320 miles southeast of Manzanillo and 165 miles south of Zihuatanejo, Guerrero, according to the National Hurricane Center. The hurricane had maximum sustained winds of 150 mph and was moving north at just 2 mph.
The storm’s slow movement is prolonging the threat to Mexico’s Pacific coastline. The NHC said Polo’s outer rainbands had begun reaching southwestern Mexico early Wednesday.
A tropical storm warning was in effect from Técpan de Galeana, Guerrero, to Punta San Telmo, Michoacán, while a tropical storm watch extended farther northwest.
Port restrictions spread along Pacific coast
Maritime restrictions extend well beyond Manzanillo.
Mexico’s National Civil Protection Coordination said Tuesday that the Navy had closed the ports of Acapulco and Zihuatanejo in Guerrero to large vessels. Smaller vessels were restricted at Manzanillo, Acapulco, Puerto Marqués, Zihuatanejo and Lázaro Cárdenas in Michoacán, La Jornada reported.
Reports Wednesday from Info7 indicated Acapulco and Zihuatanejo remained closed to all types of vessels, while restrictions at Manzanillo, Puerto Marqués and Lázaro Cárdenas applied to smaller vessels.
Lázaro Cárdenas authorities said the Mexican Navy had activated preventive measures along the Pacific coast as Polo strengthened, warning of heavy rain, strong winds and dangerous waves.
Manzanillo and Lázaro Cárdenas are Mexico’s two major Pacific container gateways and handle significant volumes of Asian imports destined for manufacturing and consumer markets throughout Mexico.
Polo underwent rapid intensification
Polo underwent extraordinary strengthening after developing off Mexico’s Pacific coast.
The storm intensified to Category 5 on Tuesday, with maximum sustained winds reaching 165 mph during the morning. By 6 p.m., Polo’s sustained winds had increased to 175 mph as the storm moved extremely slowly offshore, according to the National Hurricane Center.
ers reported Tuesday that Polo had reached the highest level on the Saffir-Simpson scale as it hovered off Mexico, with forecasters warning that its slow movement could prolong heavy rainfall and increase the risk of flooding and mudslides in southwestern Mexico.
By early Wednesday, Polo had begun weakening. The National Hurricane Center downgraded the storm to Category 4 as it slowly moved north, but the hurricane remained extremely powerful with 150 mph winds at 6 a.m.
Why it matters: Manzanillo and Lázaro Cárdenas are critical links between Asian ocean trade and Mexico’s inland supply chains, making prolonged or expanded port restrictions a potential threat to freight flows.
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The stakes are always high during labor negotiations between West Coast dockworkers and port operators because so much of the nation’s international trade flows through the coastal gateways. And the threat of a potential labor disruption always puts parcel and freight shippers on edge when collective bargaining between United Parcel Service and the Teamsters union goes to the wire.
Combine those major labor events in the same year, just as peak shipping season ramps up for the holidays, and the ramifications for the U.S. economy and shippers will be extremely magnified.
That’s what is scheduled to occur in 2028.
The contract between the International Longshore and Warehouse union and the Pacific Maritime Association is set to expire on July 1, 2028. One month later, the five-year master contract that governs benefits and work conditions for UPS (NYSE: UPS) drivers and parcel handlers will end.
While the business community seems completely unaware of the intersecting talks, the unions already expect their combined economic impact will give them greater leverage over the employers.
“The ILWU has the same expiration date as a UPS contract. So imagine this. Imagine us shutting down the largest logistics company in the country and also the ports on the West Coast. I can’t think of a better bad idea than to do that,” said Teamsters President Sean O’Brien on the Aug. 5 episode of his “Better Bad Ideas” podcast.
There’s more. 2028 is also a presidential election year, with candidates being asked to pick sides and the White House under pressure to simultaneously intervene or stay out if talks falter.
That’s a scary proposition for the logistics sector and businesses of all kinds that ship goods internationally and domestically.
“The implications are significant if there is any connection between any slowdowns or disruption, if they coincide. You could have huge backlogs at ports and with parcel shipments. You won’t be able to get products on time,” said a retail industry official who was made aware of the overlapping labor talks and asked not to be identified because of the topic’s combustible nature.
A potential mitigating factor is that large shippers might import goods earlier and keep them in warehouses, as they have done in recent years when anticipating harmful situations, if talks appear to be stalled by the spring of 2028.
“The challenge on the UPS side is you can’t move up parcel shipping, it’s more real-time, so there are fewer options,” the source said. Experts say businesses are likely to shift to FedEx and other carriers, but they will be limited in how much extra volume they can ingest without slowing their own operations.
West Coast ports, anchored by the massive Los Angeles-Long Beach complex, handle 37.2% of U.S. containerized import tonnage, and 9% of U.S. GDP, according to the Pacific Maritime Association. The region’s share of import volumes has declined in recent years as shippers have diversified supply chain networks, but still represents a huge share of economic activity.
UPS delivers more than 16 million packages per day, about 17% of total domestic volume, and the total amount of parcel freight moving through its system represents an estimated 5% to 6% of U.S. GDP.
As previously reported by FreightWaves, the Teamsters president is already publicly telegraphing that a strike is inevitable unless UPS accedes to new demands for the most highly compensated parcel workforce in the United States. Analysts say the current contract puts UPS at a significant competitive disadvantage compared to Amazon, FedEx and dozens of independent last-mile delivery couriers. Some argue that UPS needs to claw back some concessions from the union to even the playing field, which would increase the chance for a strike if management took that position.
Meanwhile, the stevedoring union and the container terminal operators have a rocky history.
The ILWU has a reputation for hard bargaining. In 2002, management locked out the longshoremen for 10 days after a costly work slowdown, triggering a backlog of container ships that wasn’t resolved until President George W. Bush invoked the Taft-Hartley Act and ordered ports to reopen. Negotiations were less troublesome in 2008. The ILWU agreed to automation, but with many conditions that gave it power over projects.
In 2014, negotiations started a month before the deadline and lasted 10 months. Port conditions deteriorated as longshoremen called in sick or didn’t show for assignments. The number of crane moves fell from about 25 to 27 per hour to eight. By early 2015, there was a queue of 40 vessels outside the Southern California ports. Once there was an agreement, it took six months to unclog ports and restore fluid operations.
The 2023 contract approval took more than 13 months of negotiations to achieve and involved numerous port disputes and closures, as well as fears of a strike that could have snarled supply chains.
West Coast longshoremen are among the highest paid industrial workers in the world.
Why It Matters: Shippers will need to plan for the possibility of potential strikes at West Coast ports and at UPS in 2028, which could severely disrupt their business operations.
Click here for more FreightWaves/American Shipper stories by Eric Kulisch.
Write to Eric Kulisch at ekulisch@freightwaves.com.
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Teamsters president throws down gauntlet to UPS: Strike coming in 2028
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Uber Freight is making what the company calls a “significant, multi-year commitment” to expand its European logistics business, including plans for a new control tower and operations hub in Krakow, Poland.
The logistics provider announced Monday that it is investing in technology, operations and talent as it expands its fourth-party logistics, or 4PL, operations in Europe. The Krakow facility is expected to open in 2027 and will become Uber Freight’s second European location alongside its existing operations in the Netherlands.
Uber Freight declined to disclose the amount it expects to spend on the expansion.
“We’re not sharing a specific investment figure at this time, but this is a significant, multi-year commitment to growing our European business,” an Uber Freight representative told FreightWaves. “The investment reflects our confidence in the opportunity we see in Europe and our commitment to building the local infrastructure, technology and talent needed to support customers as we scale.”
The company also declined to say how many employees it expects to add in Europe or at the Krakow operation. Uber Freight said it has more than 4,000 employees across the U.S., Mexico, Canada and Europe but does not break out employment by geography.
San Francisco-based Uber Technologies (NYSE: UBER) operates three platforms: Uber (ride-hailing), Uber Freight (logistics), and Uber Eats (food and goods delivery).
Uber Freight said the expansion is partly being driven by North American customers that also have operations in Europe and want to consolidate their transportation management with fewer logistics providers.
The company sees a substantial market opportunity. Uber Freight said Europe’s road freight market is valued at roughly $520 billion, with trucks transporting 13.3 billion tonnes of goods across the European Union in 2025. The company said the number of new 4PL deals it won in Europe doubled last year.
“Logistics is global by nature, but too often it’s managed through disconnected partners and regional silos,” Uber Freight CEO Rebecca Tinucci said in a news release. “The more of that complexity we can bring together, the simpler and more efficient it becomes for customers to run their global supply chains. That’s the opportunity we see in Europe.”
Uber Freight said its investment includes dedicated product and engineering resources aimed at improving its transportation management system for European shippers. The company is also expanding customer-facing operations.
The European 4PL operation came to Uber Freight through its $2.25 billion acquisition of Transplace, which closed in 2021. The business is separate from the European freight brokerage operation Uber sold in 2020.
OXEA deal connects Europe and North America
Chemicals are among the industries Uber Freight is targeting for European growth because of transportation networks that can encompass cross-border trucking, intermodal rail and short-sea shipping.
Chemical manufacturer OXEA recently selected Uber Freight to manage transportation across the U.S., Canada, Mexico and Europe. Uber Freight described the contract as its first 4PL engagement designed from the outset to span both North America and Europe.
“Our supply chain doesn’t stop at a border,” Bret L. Bement, OXEA’s vice president of supply chain management, said in statement. “We wanted one partner across North America and Europe who wouldn’t just manage our transportation, but would also continuously look for ways to improve the network and help us serve our customers more reliably.”
New executive to lead European expansion
Along with the investment, Uber Freight appointed Mike Doucleff as head of Europe. He will report directly to Tinucci and begin the role Sept. 28.
Doucleff most recently led the U.S. market entry of Alpitronic, a European manufacturer of electric vehicle fast-charging systems. He previously spent much of his career at Schneider Electric, where he held commercial and operational leadership positions and ultimately led the company’s global eMobility business. He has spent nearly two decades living and working in Europe.
Why it matters: Uber Freight’s European expansion extends its push beyond North America as global shippers increasingly seek fewer logistics providers to manage transportation across multiple regions.
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