Flexport returns to CES: Return of the shipping container booth!

Flexport container booth

Sands Expo Convention Center, Level 2
Booth #44163
(Click here for the exhibitor map)

Last year at the Consumer Electronics Show, Flexport retrofitted and shipped our own container booth to Las Vegas.

(For a quick 60 second video on how we built the booth at CES, check it out here).

For CES 2017, we’re excited to announce that we are bringing back our container booth to build on last year’s success! We’re looking forward to exhibiting even more of our clients and hosting our Flexport friends.

Come by our booth for a drink on Day 1 of CES!
(Thursday, January 5, from 3 PM – 6 PM).

Looking to chat with someone on our team at CES 2017?

We’d be happy to connect at [email protected]!

Looking to learn more cool facts about shipping?

Check out www.flexport.com/blog

JULY 2016: Ocean Freight Market Updates (Asia – USA Trade Lanes)

The last few quarters were very bad for carriers financially. Q2 is expected to be even worse with industry analysts forecasting over $6 billion in total losses for 2016.

In an attempt to drive up prices and stem this long period of industry-wide decline, carriers have begun to reduce their total container carrying capacity.

In summary: carriers’ reduction of total container space + a rising demand for shipping services = higher container costs.

Below, you will find:

  • The announced General Rate Increase (GRI) and Peak Season Surcharge (PSS)
  • High level ocean freight market analysis
  • Recommended steps

 

GENERAL RATE INCREASE & PEAK SEASON SURCHARGE

The following rate increases are scheduled to take effect in July for cargo moving from Asia into all U.S. Ports:

Announced for July 2016 and August 2016 (in $USD)

DATE 20’ 40’ 40HQ 45’
General Rate Increase Jul 1, 2016 $540 $600 $600 $760
Peak Season Surcharge Jul 15, 2016 $320 $400 $450 $506
General Rate Increase Aug 1, 2016 $900 $1000 $1125 $1265

OCEAN FREIGHT MARKET ANALYSIS: JULY 2016

Our pricing team continuously monitors the status of proposed rate hikes to ensure that we are able to mitigate increases as quickly as the market conditions allows.

To better understand these rate increases, here are the key market factors at play:

  • Stormy financial waters for carriers
    • To stem the tidal wave of financial losses (forecasted to exceed $6 billion) carriers are trying to increase rates.
    • The July increase appears to be the first rate increase to “stick” in the pricing game between the carriers
    • For more context, read our game theory analysis of ocean carrier competition
  • Carriers are actively reducing supply (to drive up demand):
    • Cancellation of services – CMA-CGM the world’s third largest ocean freight carrier recently announced the cancellation of their “Taiwan Strait” service between South China and the US East Coast
    • Merger of sailing schedules – CMA-CGM merged their “Yellow Star” and “Bohai” services between China, Southeast Asia and the US West Coast
    • Blank sailingscarriers (including the G6 alliance) had a few “blank sailings” – basically cancelling a ship or port of call on a given route to further reduce capacity for Transpacific trade
    • Ripple effects on alliances – UASC and CSCL (CMA’s alliance partners) as well as all other carriers buying slots on these vessels will also be affected by this change

 

What do these carrier updates and changes in the market ultimately mean for you?

Delays. When ships are full, containers are rolled to subsequent sailings, which are likely to also be overbooked.
Increased costs. Container slots go to highest bidder — it’s as simple as that — be prepared to pay more to keep your supply chain full (even if you have a contract!).
Inflexibility. When this space reduction is compounded with the normal volume increase of the “peak season” months of July-November, it will become extremely difficult to reserve last-minute space on ships.

 

RECOMMENDED STEPS

  • Plan ahead! – Make bookings as far ahead as possible and at a minimum of 2.5 weeks ahead of your desired sailing date. Carriers expect an accurate booking forecast at least 14 days prior to vessel departure.
  • Communicate Work closely with your vendors and ensure that they can meet the deadlines. When space is tight, carriers will put you at the end of the line, if you cancel bookings.
  • Lean on Flexport – Your dedicated Flexport Team will keep you abreast of shipment status and update any changes at origin, empowering you to make real-time business decisions to manage your supply chain.

Following this protocol will go a long way to facilitate your shipments with minimal disruption and to the greatest extent possible, avoid delays at origin due to space issues.

If you have any questions, please feel free to contact [email protected] (Flexport’s Director of Pricing & Procurement) or your Logistics Manager & Account Executive.

Thank you for shipping with Flexport!

Flexport Named One of the “Best Places to Work” by San Francisco Business Times

Flexport is named as one of the Bay Area's Best Places to Work.

We’re thrilled and honored that Flexport was named one of the Best Places to Work in the San Francisco Bay Area by the San Francisco Business Times and Silicon Valley Business Journal!

This annual award recognizes companies with outstanding workplace environments that attract and retain happy, engaged, and productive employees. More than 400 Bay Area companies participated in the survey, and were ranked on topics like personal growth, workplace satisfaction, and managerial effectiveness.

“We are honored to be named one of the ‘Best Places to Work’ in the Bay Area,” said Ryan Petersen, CEO of Flexport. “Our employees are essential to our company and our customers’ continued success, and we take great pride in cultivating an environment and culture for employees to thrive.”

As our company grows, headcount and physical expansion can put serious strain on a culture. In the last year alone, we’ve grown our company significantly, from 25 people in San Francisco to over 97 employees across four different locations around the world: San Francisco, New York, Amsterdam and Hong Kong.  

So, what contributes to Flexport’s DNA?

  • Open Lines of Communication: As a fast-growing company, we encourage employees to speak up when they see opportunity for improvement. This includes an ongoing “ideas” email channel, where various initiatives have been conceived and owned. In addition, we hold “AMA” (Ask Me Anything) sessions during each All-Hands meetings, where team members submit anonymous questions in advance.
  • Autonomous Squads: We operate in agile teams called squads. Squads allow us to fulfill both individual autonomy and team synchronicity. Each squad member (e.g., logistics manager, account executive, customs broker) brings their unique expertise to ensure we balance our focus of client success, operational excellence, and driving revenue.
  • A Place to Learn and Grow: With weekly lunch and learns, scholarships for industry certifications, and a sponsored book program for personal and professional development books, we invest in developing a team of continuous learners so that our team grows on the job and beyond.
  • Treating Employees Well: From catered lunches to ordering your favorite snacks, and a dog-friendly environment, we strive to create an environment of comfort that allows our team to do their best work. In addition, we encourage wellness activities (such as weekly meditation) and flexible time off.
  • Financial Incentives: Among other things, we want to invest in our employees’ future. That’s why we offer them a 10-year expiration for stock options, a 401k program, and life/disability insurance.  

We do our best to make sure that we are always guided by employee-centered values. As we continue to grow and expand internationally, we are committed to putting our team members first and open to new ideas to help keep them happy and innovative.

HUAo-26

Learn more about joining our efforts to change the world of trade at flexport.com/careers!

Flexport Product Announcement: New User Roles

One of the biggest challenges facing old-world freight forwarders in the tech-savvy world of today is having the ability to answer critical business questions about your goods that inform timely, actionable business planning:

  • “How can I better optimize this supply chain?” – Analysts
  • “What are my landed costs per unit for this product line?” – Finance
  • “Where are my goods in transit & what needs my attention today?” – Operations
  • “When can I expect these SKUs to be on the shelf for our customer?” – Sales
  • “Why is nothing where I expect it to be?” – Management

For most forwarders, these can be difficult questions to answer: We’ll have someone get back to you”, “You’ll need to reach out to your account manager for that information”, “You’ll need to talk to a different department about that request”, “That’s not something we can get our arms around easily.” We see things a little differently at Flexport. Running a business with a global footprint at the speed of data means you don’t just need access to critical business insights, you need them at your fingertips in real-time.

One of the key benefits Flexport provides our customers is structured data about their supply chain, captured in real-time by a modern software platform. For many of our clients this is a game-changer—they’ve never had such easy access to insights about how their freight business actually runs. Often their immediate impulse was to share these insights with the rest of their organization, but many worried that providing access to infrequent users who might unknowingly cancel, re-route, or modify a shipment was too big a risk.

We listened and understood this concern, so starting today we’re giving Administrators more granular control over user permissions in the Flexport app so they never have to worry about that risk again!

Analyst - Watcher Role

Under the “user settings” section of the navigation toolbar, Administrators now have the ability to designate stakeholders in their organization as an Analyst or a Tracker.

Analyst permissions are very similar to those already provided to normal Member’s, except they won’t be able to modify or delete anything in your Flexport account. This role is perfect for executives, senior stakeholders or analysts who need access to rich shipment information, but likely aren’t familiar with how the app works or what they can really do with the data we collect. Analyst permissions allow these stakeholders the freedom to play around in the app without the risk of “breaking” anything in your Flexport account.

Tracker permissions are intended for those stakeholders who might need to follow the status of shipments closely, but don’t need access to analytical reporting, landed cost data or other billing details. This role is perfect for account executives, your sales team or anyone who just needs to answer the question “Where is my cargo?”

In addition to the shipment “share” feature, these new roles should provide the granular controls necessary to keep anyone in your supply chain informed with the data they need to make timely business decisions.

Please give these user roles a try & let us know what you think, we’d love to hear from you.

Happy shipping!

Kyle Olney is a product manager at Flexport.

CBP’s Automated Commercial Environment Can Make It Easier to Clear Shipments—If It’s Properly Implemented

Importers and exporters have to file up to 200 different forms to clear their shipments with the government. Many of these filings have to be completed on paper and then either hand delivered or faxed to the right department. In addition, shippers find that they often have to submit the same data to the Customs and Border Protection as well as 47 other agencies. But change is coming: The government is building a single electronic window so that shippers will only have to file information once.

The system is called the Automated Commercial Environment (ACE), but it hasn’t quite been implemented as planned. Congress passed a bill to begin work in 1994, with the expectation that it would be wrapped up in a matter of a few years. Over two decades later, government agencies are still not quite prepared to adopt the system, even as the Government Accountability Office has identified it as a project that has suffered serious cost overruns. (GAO estimates that its final cost will exceed $4 billion.)

ACE has been enormously difficult to implement. But once it’s ready, ACE is supposed to make it significantly easier for shippers and brokers to trade goods.

What will ACE do for shippers?

ACE will bring importing and exporting into the digital world. Instead of always relying on paper, fax machines, and original signatures, shippers will be able to use electronic submission processes to clear shipments.

Shippers currently use Automated Commercial System (ACS) to clear shipments with Customs. ACS is slated to be replaced by the ACE. Government agencies are on a staggered schedule to drop ACS and transition to ACE, with the first deadline set as March 31st, 2016; the National Highway Traffic Safety Administration and the Animal and Plant Health Inspection Service are the first two agencies to move to ACE. Most agencies will have to be moved to ACE in the summer of 2016, including the EPA, the DEA, and the CDC.

ACE will radically change the way products flow into the country. When fully implemented, ACE will make it easier to clear shipments. It promises to consolidate, automate, and modernize border processing by bringing all government processes through a single web portal, instead of having to send the same information to different agencies. Shippers will be able to use this portal to share trade data with government agencies, saving time and money for themselves and their brokers.

Shippers will also have greater control over their import and export activities. They can use the ACE web portal to see the work done by their brokers, the duty statements they’ve filed, and access to more reports over their processes.

Jayson Gispan, Director of Customs Brokerage Operations at Flexport, identifies two important benefits he’s already seen from using the new system: “First, ACE is making it much easier to process shipment splits. And second, instead of having to use a manual document submission to correct duty payments, we can now do it electronically.”

ACE implementation delays

March 31st is the first upcoming deadline for the adoption of ACE. Other “mandatory use dates” are May 28th, 2016, Summer 2016, and finally, October 2016. All government agencies are supposed to adopt ACE by the end of 2016; by then, ACS will be completely dropped.

That’s how it’s supposed to work in principle. In practice, the deadlines have been continually pushed back because government agencies have not been ready to adopt it.

We’re long past the initial deadline set by the government for agencies to adopt ACE. Instead of the end of March 2016, as it currently is, it was supposed to be the end of February 2016. And before that, it was supposed to be November 2015. There’s a chance that the March deadline will be pushed back once again.

The problem is that government agencies have not been ready. In spite of billions spent, in spite of the fact that the project was initiated two decades ago, and in spite of the multiple executive orders signed by the President to expedite the process, agencies have not been able to build software to integrate with the system.

The 48 government agencies have been individually tasked to adapt their systems to ACE. Certain agencies have been more ready than others. The Food and Drug Administration was supposed to be one of the first agencies to adopt ACE, but it’s gotten so far derailed that CBP no longer gives it a firm deadline to be integrated into the system.

This is a government project that doesn’t require action from shippers. So why should they care about its progress? The danger is that the system is not ready before ACS is dropped. ACE currently still has significant bugs that prevent shipments from being cleared. Jon Kent, spokesman for the National Customs Brokers and Forwarders Association of America, has already warned in the JOC that a non-functional ACE can cause significant interruptions to the flow of commerce. That would be in no one’s interest.

Given the continuous delays, we might expect the deadline to be moved back once more. But when completely ready, shippers will have an easier time dealing with filing.

Safely Transporting Hazmat and Other Dangerous Goods

Shipping hazardous materials (hazmat) by air, ocean, or by land is heavily regulated by many different agencies. It’s highly risky and must be done correctly. DHL, an experienced carrier, was fined as recently as last month for violating hazmat regulations. Here’s reporting from American Shipper:

“The U.S. Federal Aviation Administration on February 12th proposed levying $455,000 in civil penalties against parcel carrier DHL Express for seven alleged violations of hazardous materials regulations. The agency said DHL accepted shipments in 2013 and 2014 that were not properly prepared for air transportation and failed to ensure its employees or agents received required hazardous materials training.”

Shipping hazmat is heavily regulated for good reason: It’s dangerous and has cost people their lives. The fines for non-compliance can exceed $100K and lead to criminal indictments and jail time.

If you want to pack, ship, and certify hazmat for transportation, you need to go through formalized training and certification. It’s up to the manufacturer to recognize whether what they’re producing are classified as dangerous goods or not. If they are, then they must fill out official declarations of dangerous goods before they can be transported.

The shipper’s declaration (which must be completed by the supplier or manufacturer) is the most important document in hazmat transportation. It details exactly what is being shipped, how dangerous it is, how it must be packed and labeled, and how it must be transported. Shippers are required by CFR Title 49, the International Air Transport Association, and other regulators to ensure the safety of the cargo and everyone on board the flight.

Here’s an example of a properly completed shipper’s declaration of dangerous goods:

shippers_declaration_437x600

That’s all the responsibility of the shipper up to this point. They’re required by law to correctly prepare the shipment. Now let’s get to where other responsibilities lie.

Over the course of the hazmat shipment, everyone has to assume responsibility for safe transport. That’s why every carrier has to employ certified hazardous materials inspectors to check for safety and regulatory compliance. It’s not just that carriers accept only correctly documented, packaged, and labeled hazmat shipments; they have to ensure that they’re loaded correctly.

To better understand how hazmat compatibility works, let’s dive into the nine classes of dangerous goods:

Class 1: Explosives

HAZMAT_Class_1_Explosives

 

 

 

 

 

 

Class 2: Compressed Gasses

DOT_Placard_Class_2-new

 

 

 

 

 

Class 3: Flammable Liquids

hazardous-materials-label-class-3-flammable-liquid-roll-of-500-6-hml-r-500

 

 

 

 

 

 

Class 4: Flammable Solids

DOT_Placard_Class_4-new0412

 

 

 

 

 

Class 5: Oxidizers

DOT_Placard_Class_5-new

 

 

 

 

 

Class 6: Poison/Toxic

DOT_Placard_Class_6-new0412

 

 

 

 

 

Class 7: Radioactive

K5633

 

 

 

 

 

 

Class 8: Corrosive

HAZMAT_Class_8_Corrosive

 

 

 

 

 

 

Class 9: Miscellaneous (Dry ice, magnets, vehicles, etc)

HAZMAT_Class_9_Miscellaneous

 

 

 

 

 

It’s not sufficient to document, package, and label. You also have to figure out how which other goods materials they can be stored and transported together. Here’s a table to figure that out.

Screen Shot 2016-02-03 at 4.34.00 PM

(Green indicates no restrictions. Yellow indicates that classes can be transported together with some restrictions. Red indicates that there are no circumstances under which these goods can be transported or stored together.) Improperly storing hazmat together can be catastrophic as we saw in the recent explosion in the port of Tianjin

If you’re transporting hazmat, we can’t emphasize enough that everyone along the supply chain is responsible for knowing the regulations around their safe handling. Even the most innocent looking items, like the batteries that power everyday toys, can be classified as hazardous materials depending on how they’re packed and shipped. It’s not always apparent what constitutes a dangerous good for transport and for this reason, personnel must be specially certified to take on these challenges. In the world of transporting hazardous materials, safety is no accident.

By Travis Falasco, global operations associate at Flexport.

What Importers Should Know for Chinese New Year 2016

2016’s Chinese New Year will last from February 7th to February 13th. It’s also known as the Lunar New Year or Spring Festival, and it’s the biggest Chinese celebration of the year.

This is an important event for importing companies to know. Your supply chain may be disrupted for a significant period of that time.

Factories will be closed for the entire week. Keep in mind that the majority of Chinese laborers have jobs that are far from their hometowns; their return to family is one of the largest migration events every year. Businesses typically allow workers to start packing up as much as two weeks before the celebration. They’ll also take a week or more to return. All in all, factories may not resume production by the third week of February. That may take you to almost four week’s disruption, compounded with delays in transportation.

Here’s another issue: Even after factories re-open, it will take a while for them to return to production at full capacity. That’s because up to a third of employees never return to work. The inexperience from new workers can cause longer delays and lower product quality.

A top-tier supply is likely to have all these issues worked out or at least mitigated. So not the entire manufacturing sector is going to be affected in the same way, but you should be aware of these general effects.

What can you do to plan ahead?

Because of record low ocean rates, ocean carriers are planning capacity reductions for Chinese New Year. Some report that they’ll reduce capacity by up to 40%

That could be an issue if you don’t have protected space. Carriers and Freight Forwarders have an allocation based system which rewards shippers who consistently move freight throughout the year. If you’re not moving freight regularly, it may be a challenge to find space.

How can you avoid this challenge?

Plan ahead and work closely with your freight forwarder. Your forwarder can work with carrier partners to protect allocations or might be able to get space from another carrier. Forwarders may also have the chance to get allocation space from another shipper.

You should also plan to order at least three weeks prior to Chinese New Year. If you do, containers should be at the port by the second week of January.

Finally, consider shipping by air if you have a strict deadline from a retailer or are running out of stock. Paying for stock expensively might be better than having no stock at all. Don’t leave that decision for the last minute: flights just before Chinese New Year are often overbooked and carry a higher premium . Consider non-direct flight options and makes sure that your connection is outside of China.

Price increases during Chinese New Year

Seafreight and airfreight costs will increase before Chinese New Year. Carriers get overbooked earlier than usual. Be warned that even if you get a booking confirmation, your containers may still get rolled to the next available sailing. Carriers are especially eager to increase rates at this time.

Ocean carriers have already announced a Far East Asia to United States and Canada General Rate Increase (GRI) effective as of January 1st, 2016. Rates are meant to be as high as these levels:

Imports to the East Coast of the United States and Canada: US$1600 per 40’ container.

Imports to the West Coast of the United States and Canada: US$1200 per 40’ container.

Carriers have also announced a Peak Season Surcharge for all dry cargo in this tradelane. A US$400 surcharge per 40’ container will be effective as of January 15th, 2016. Furthermore, carriers have announced a $600 surcharge effective as of February 1st, 2016.

These are pretty high announced rate increases! But just because carriers have announced them doesn’t mean that they’ll be exactly this high. In the current market, it’s possible that the GRIs will be mitigated. The Peak Season Surcharge, though, is more likely to stick.

***

Don’t wait until the last minute. If you can manage it, place your orders now and avoid unnecessary delays next month.

Update, 1.21:

Ocean carriers successfully implemented a General Rate Increase (GRI from Far East Asia to United States and) effective as of January 1st, 2016.

Here’s data from the Shanghai Containerized Freight Index:

Dec 2015-Jan 2016, rates per 40’

12/25/15 1/1/16 1/8/16 1/15/16
USWC $766.00 $1,519.00 $1,498.00 $1,417.00
USEC $1,448.00 $2,555.00 $2,542.00 $2,457.00

USWC = United States West Coast Ports

USEC = United States East Coast Ports

The Jan. 15th Peak Season Surcharge (PSS) was postponed to February 1st. Rates are expected to drop between now and February 1st.

It remains to been seen if February 1st increases will stick or not, we will update you as soon updates are available in the market.

By Nerijus Poskus, logistics manager at Flexport.

Come see Flexport’s shipping container at CES 2016!

CES-2016-Flexport-Booth

90% of everything you see around you has been carried inside a shipping container like this one. And Flexport is bringing our own shipping container to Las Vegas!

We are very excited about showing some of our coolest clients and their featured products.

Bellabeat – as featured on Forbes, TechCrunch, Wall Street Journal, WIRED.

Nod – as featured on BBC, TechCrunch, TIME.com, WIRED.

Osmo – as featured on Bloomberg Business, Forbes, NBC, Wall Street Journal.

Electric Objects – as featured on Bloomberg Business, Forbes, the New York Times, TIME.com.

Ring – as featured on FORTUNE, Mashable, TechCrunch, Wall Street Journal.

 

Flexport-Clients-CES-2016


Looking to chat with someone on our team at CES 2016?

We’d be happy to connect at [email protected]!

Looking to learn more cool facts about shipping?

Check out www.flexport.com/blog

Should I ship by LCL or FCL?

Should I ship my freight with FCL (full container load) or LCL (less than container load)? We lay out the different variables to consider in this post to help you make your decision.

LCL lets you keep inventory low

If you don’t have the money or space to accommodate a full container at your warehouse, it makes sense to use LCL. LCL lets you ship in smaller volumes so that you can keep your inventory lean. Instead of purchasing large quantities from suppliers, you can use LCL to keep a steady flow of inventory in smaller quantities. That frees up cash flow for other purchases.

FCL is cheaper than LCL

LCL costs more than FCL per unit of freight. That’s because freight agents prefer a full container load rather than to figure out how to bundle many LCL shipments in a full container. In addition, many importing fees are fixed, which means that you have to pay them regardless of how large your container is.

FCL gets delivered more quickly than LCL

When an FCL shipment arrives at port, it’s unloaded from the vessel and delivered to the buyer. It’s more complicated for LCL: someone has to consolidate different shipments, process multiple documents per container, and then sort goods for each customer. Every point could be delayed. At origin, the cargo has to be grouped together to fill a container. At destination, there’s a greater risk of examination by customs: When one shipment in a container gets flagged, every shipment has to be checked. That can cause delays of days.

LCL increases risk of damaged goods

If you ship LCL, you have no control over the cargo that will be loaded in the same container as your goods. There could be more dangerous objects traveling in the same container, like liquids, heavy weights, smelly objects, etc. Instead of knowing exactly what’s going into a container, you have to prepare for the risk that your shipment will be damaged. In addition, given the additional complexity of going to multiple places, there’s a greater risk that your cargo gets misplaced or lost.

***

If you’re able to structure shipments together into an FCL without having too high of inventory costs, it probably makes more sense to ship FCL.

By Brandon Kronitz, operations associate at Flexport.

Yet Another Price-Fixing Scandal in Freight Forwarding (YAPSIFF)

Anyone who has shipped products internationally with a typical freight forwarder is familiar with the litany of questionable charges that appear on the invoice at the end of the process–document fees, fuel surcharges, manifest fees, security charges and more.

Therefore, it was not surprising when a class action lawsuit was launched in June 2013 (Precisions Associates, Inc v. Panalpina World Transport) which claimed that many of these “charges” were the result of a sweeping criminal conspiracy allegedly carried out by most of the world’s major freight forwarding companies.

Below is a partial list of the alleged agreements to impose fraudulent line items on freight forwarding invoices.

  • 2001 Security Surcharge Agreement;
  • 2002 Fuel Surcharges Agreement;
  • 2002 New Export System Fee Agreement;
  • U.S. Customs Air “AMS” Charge Agreement (Japanese Defendants’ Conspiracy);
  • 2005 Chinese Currency Adjustment Factor Agreement;
  • 2005, 2006, and 2007 Peak Season Rate Increase Agreement;
  • 2006 Security and Explosives Examination Surcharges Agreement;
  • U.S. Customs Air “AMS” Charge Agreement (European Defendants’ Conspiracy);
  • U.S. Customs Ocean “AMS” Charge Agreement (Japanese Defendants’ Conspiracy);

According to the latest amendment to the class action lawsuit, certain freight forwarder defendants have already pleaded guilty or entered into plea agreements regarding the price-fixing on these surcharges as alleged in the complaint–including Kuehne + Nagel, Nippon Express, and Hankyu-Hanshin Express.

What’s notable is that these global forwarders are just the ones who’ve already admitted to participating in the conspiracy. The complete list of alleged conspirators runs to nearly a full page, accessible at the bottom of this post, and on the class action website link.

The truth is, the impact of these fraudulent charges goes way beyond the customers directly affected. It is safe to say that nearly every single American alive during specific decade purchased at least one product that was manufactured overseas, and therefore bore a share of this fraud in the form of artificially more expensive products.

Are you an existing / past client of one of the defendant freight forwarders?

If you are (or were) working with any of the companies alleged to be involved in this criminal price-fixing conspiracy, access the case website and add your company’s name to the list on the lawsuit to claim the settlement your business is rightfull owed.

Once your company has joined the class action lawsuit, come sign up for Flexport. We are a new kind of freight forwarder; one focused on long-term value creation for our customers through a combination of technology, high-integrity service, and an unparalleled worldwide service provider network.

From the start, Flexport has pledged to be fully upfront and transparent with our clients. Our mission is to make global trade more accessible by empowering businesses with technology–not to make an extra $50 on each shipment.

In a world where every other freight forwarder is allegedly engaged in a criminal conspiracy to defraud their customers, we are working towards becoming the most transparent freight forwarder in the world by earning your trust–one shipment at a time.

As promised, here’s a current list of companies allegedly part of this vast criminal conspiracy against their customers.

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