Last-mile delivery startup SpeedX buys e-commerce logistics specialist

An AGS warehouse with multiple truck doors on a clear day.

Parcel carrier SpeedX said Monday it has acquired Accelerated Global Solutions, a cross-border e-commerce logistics provider, for an undisclosed price following a two-year partnership.

The new company will combine SpeedX’s last-mile delivery capabilities with AGS’ strength in freight forwarding and customs brokerage, and provide expansion opportunities for SpeedX’s domestic air zone-skipping service across the U.S., Canada and Puerto Rico. Both companies will continue to operate as separate brands. In 2024, SpeedX and New York-based AGS are expected to record combined revenue of more than $500 million.

SpeedX has an aggressive growth strategy and has rapidly grown its U.S. footprint in recent quarters. Founder and CEO Chris Zheng said his goal is to build a $1 billion factory-to-front-door logistics system within 18 months, but threatened U.S. regulation of low-value China shipments could be a hurdle. The company plans to expand next year in Southeast Asia, Australia, Europe and the Middle East through acquisitions.

“AGS has a sizable U.S. and Asia footprint. There is no doubt that this will help SpeedX offer a differentiated service,” said Derek Lossing, an e-commerce logistics expert and founder of Cirrus Global Advisors, in an email message. “What we don’t have for an integrated offering – outside of Amazon and the integrators – are firms that can fulfill from China, clear customs in the U.S., and deliver to the customer at an aggressive cost point. There is a clear value add to smaller and mid-sized companies that can use a one-stop shop at a cost far below the legacy delivery companies in the major metros. In addition, they will continue to leverage the largest China-based apps to fill their delivery networks and keep the final- mile delivery cost extremely cost competitive.”

SpeedX began next-day and second-day delivery service in New York City two years ago in response to the popularity of online ordering during the pandemic and has expanded its coverage to compete with couriers such as FedEx, UPS and OnTrac. The company says it now reaches more than 9,000 ZIP codes and has delivered 45 million parcels to date for online marketplaces, large retailers and fulfillment centers. It has a target of about 500,000 daily parcel deliveries in 2025.

With over 300 employees, AGS handles logistics for fast fashion, automotive, health care, technology, metal and seafood companies, in addition to e-commerce sellers and distributors. It manages outbound shipments from ports in China and Southeast Asia. North American warehouses are located in New York, Chicago, Los Angeles, Miami, Atlanta, San Francisco, Dallas/Fort Worth, Toronto and Portland, Oregon.

SpeedX inaugurated a zone-skipping program in April that offers two- and three-day delivery from origin airports to destination markets by leveraging its warehouse network. The company injects parcels into the U.S. Postal Service network at a section distribution center rather than post offices at the end of the line, a method preferred by large consolidators. 

Click here for more FreightWaves/American Shipper stories by Eric Kulisch.

Amazon airline sells excess cargo capacity to third-party shippers

Montreal port employers pressure striking union

Maritime employers at the Port of Montreal warned that they will suspend salary guarantees for striking union members in an escalation of the longshore labor dispute.

Saying it has “no other choice,” the Maritime Employers Association (MEA) said in a statement posted to its website that it will suspend salary guarantees as of Tuesday “for all longshore workers not working,” as a means of mitigating “the cumulative financial impact of repeated strikes and lower volumes at the Port of Montreal.”

The work stoppage comes as employers at Canada’s West Coast ports locked out union members represented by the International Longshore and Warehouse Union.

The strike over scheduling by Canadian Union of Public Employees (CUPE) Local 375 last Thursday against two of the port’s four box terminals halted 40% of Montreal’s container handling.  

The MEA said it cannot change hours without formal negotiations and said the “shift and relay” schedules called into question by the union are stipulated in the current contract in force and cannot be used as a bargaining chip for targeting a single operator, in this case Termont Terminals’ Viau and Maisonneuve facilities.

The union rejected an MEA proposal for negotiations with a federal mediator. The employers have asked Labor Minister Steven MacKinnon to intervene to help restart bargaining.

Employers said container volumes have dropped in the months since CUPE began a series of overtime strikes, forcing them to “make some cuts within the organization,” and warned there may be more to come.

Find more articles by Stuart Chirls here.

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Port of Mobile enters fourth phase of $104M container terminal expansion

The Alabama Port Authority has begun the fourth phase of a project to double its container terminal capacity to over 1 million twenty-foot equivalent units.

The $104 million project is a partnership between the port authority and port operator APM Terminals Mobile.

Under the agreement, the port authority and APM Terminals are adding 32 acres to the existing 134-acre facility. The project is scheduled to be completed by the end of 2025.

The latest phase will include the construction of an interterminal connector bridge to create on-dock rail access at the port’s container terminal. 

“As trade patterns continue to evolve, this expansion ensures that we remain a reliable, efficient, and sustainable gateway for commerce,” John Driscoll, director and CEO of the Alabama Port Authority, said in a news release. “We are investing to ensure the Port of Mobile meets the needs of current and future business partners across the globe and enhances our role as a key driver of Alabama’s economy.”

Previous phases of the project included adding a sheet pile wall on the north side of the terminal to facilitate the filling of 13 acres of manmade water bottoms to create more available land. The project is developing an additional 19 acres adjacent to the water bottoms to create a 32-acre container yard. 

APM Terminals Mobile and the port authority also partnered to purchase two ship-to-shore super post-Panamax cranes for a total of $40 million. The cranes were delivered to the Port of Mobile in July.

The container terminal at the port is currently equipped to handle two 14,000-TEU vessels. The two super post-Panamax cranes complement the current four gantry cranes at the Port of Mobile — two super post-Panamax and two post-Panamax cranes. 

In addition to the terminal expansion, the port authority is in the final phase of a project to deepen the Mobile Ship Channel to 50 feet. The project is scheduled to be completed in the first half of 2025.

Election eve; drivers surveyed on HOS; is supply chain AI overhyped? | WHAT THE TRUCK?!?

On Episode 779 of WHAT THE TRUCK?!?, Dooner is talking about how the election may impact freight. With Trump and Harris having such different policies on taxes, tariffs and foreign policy, this election represents two very different paths forward for trade.

How do drivers feel about hours-of-service regulations? J. J. Keller’s Josh Lovan breaks down their latest HOS Pulse, which looks at how drivers are impacted by these regulations. 

Don Everhart is on the move. After making a big impact with FreightVana, he’s recently moved on to Transflo. We’ll find out what’s in store for him, and we’ll look into why he thinks AI is both the most important and overhyped tech that will emerge in supply chain over the next five years. 

ePost Global’s Carlos Barbosa tells us what global e-commerce has to say about holiday peak season.

Plus, Canada’s largest port on lockdown;  RaceTrac crime ring busted; RIP Peanut and Fred; Titanic Halloween costume doesn’t sink; and more. 

Catch new shows live at noon EDT Mondays, Wednesdays and Fridays on FreightWaves LinkedIn, Facebook, X or YouTube, or on demand by looking up WHAT THE TRUCK?!? on your favorite podcast player and at 5 p.m. Eastern on SiriusXM’s Road Dog Trucking Channel 146.

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J.B. Hunt announces changes to executive team

A white JB Hunt sleeper cab pulling a white JB Hunt dry van trailer on a highway

J.B. Hunt Transport Services announced Monday changes to the executive management team as it prepares for an eventual upturn in the freight market.

Nick Hobbs will continue as chief operating officer and will become president of highway services and the final-mile segment. Hobbs will oversee the company’s brokerage and truckload businesses as the head of highway services.

The company reported a seventh consecutive operating loss in its brokerage segment during the third quarter.

Hobbs was previously head of contract services. He has been with the company for 40 years.

Eric McGee will continue as executive vice president of highway services while Brian Webb will remain as executive vice president of final mile.

Brad Hicks has been named president of J.B. Hunt’s (NASDAQ: JBHT) dedicated unit. He previously ran highway services and served as executive vice president of people. In his new role, he will focus on expanding the dedicated group’s “future market size opportunity.”

Hicks was executive vice president of dedicated from 2017 to 2020. He has been with the company for 28 years.

David Keefauver will become executive vice president of people. Keefauver has been with the company for nearly 30 years, most recently as executive vice president of dedicated.

“We are in a position to deliver exceptional value for our customers and shareholders throughout our full suite of services, and these changes align the strengths and experience of our executives to lead and grow these services into the future,” said Shelley Simpson, J.B. Hunt’s president and CEO, in a news release.

The changes are effective Dec.1.

Hobbs, Hicks and Keefauver will report to Simpson.

“As we navigate current market dynamics and prepare for a return to more normal seasonal demand patterns, we anticipate a large addressable opportunity to capture additional market share and see greater returns on our strategic investments,” Simpson said.

More FreightWaves articles by Todd Maiden

Election to strongly impact freight economy

FreightWaves SONAR State of Freight hosted a special edition of its monthly webinar Friday to discuss how the outcome of the U.S. presidential election could affect the commercial transportation industry.

With only four days until voters decide between Democrat Kamala Harris and Republican Donald Trump, FreightWaves SONAR CEO Craig Fuller and Senior Analyst Tony Mulvey drilled down on the possible impact of each candidate’s policies on the freight market.

Here are five takeaways from Friday’s discussion.

Federal policies have a major impact on the freight industry

Federal policies can significantly affect the freight industry in a number of ways, according to both Fuller and Mulvey.

“If you think about the freight economy, it’s so big, it’s so massive, because about 32% of the U.S. economy is tied to logistics-dependent industries,” Fuller said. “It means that these businesses simply cannot exist without logistics, and so policy has an enormous amount of impact on freight.”

Fuller cited policies that shape labor, taxes and tariffs on foreign goods as examples.

“Things like labor policy, whether we’re talking about the port strike that was short-lived and could potentially happen in January, is one thing. Tax policy, which drives goods and manufacturing demand, consumer consumption, those things are actually really important. Tariffs are obviously really important,” Fuller said.

While higher tariffs on imports could be a catalyst to bring more manufacturing back to the U.S., they also have the possibility of hurting companies and consumers, Mulvey said.

“If it’s a blanket tariff, 10%, 20%, it does at some point eat into the company’s profit margins to some degree,” Mulvey said. “Companies are going to offset that by raising prices. I think overall, there is some risk to higher prices on certain goods.”

How could tariffs on foreign imports affect the freight industry?

If Trump is reelected, he has floated the idea of taxes on imports from all countries shipping goods into the U.S. and as much as a 60% tax on imports from China.

How tariffs could affect the transportation industry and the U.S. economy has already been demonstrated in Trump’s first term, Fuller said.

“If you look at what happened during the first Trump administration, we didn’t see rapid inflation,” he said. “There were tariffs put on China during the first administration. This is at a time when the global economy, and particularly the Chinese economy, was doing exceptionally well. Their economy is now at risk of actually contracting. There is a lot of excess capacity in the Chinese economy. So putting these tariffs in place probably means that those Chinese exporters have no choice but to lower the prices to be competitive. Because they don’t, they won’t be able to export anything, and the entire Chinese system is based on exports.”

Election could determine growth trajectory of US energy production

Both Harris and Trump have said they want to expand U.S. energy production.

The main difference is that Harris is calling for energy policies that also take into account climate change and clean energy technologies. Trump has said he wants to roll back regulations that hinder oil and gas drilling and coal mining.

Fuller said removing regulations that restrict U.S. oil and gas extraction will help the economy and benefit consumers with lower energy prices.

“We have so much oil and gas under our feet, but we can’t get to it cheaply, refine it cheaply enough, because of all the environmental regulations,” Fuller said. “If we remove those, and we start to really create more supply, the cost of energy comes down. And that money, versus going overseas, stays in our economy. It is so beautiful.”

China wins if US goes all-in on electric vehicles

Fuller said the future of domestic energy policy will play a vital role in the U.S. economy.

“China is going to wipe us clean if we move to full electric vehicles,” he said. “China doesn’t actually have big fossil fuel reserves; they consume more energy than they produce. The West, Europe and the United States lead the world in internal combustion engines. The reality is that if we go full electric vehicles, we will lose to China because they have something like 300 original equipment manufacturers that produce electric vehicles. What has happened is the Biden administration woke up to this reality. … [W]e’re losing market share, which is why they put tariffs on China to begin with. If we are willing to give up our lead as a global economy — and auto manufacturing is incredibly important — but if we give that up, we will lose to China. We have to protect the industries of which we lead, and we can continue to develop technologies that make fossil fuels cleaner and hydrocarbons cleaner.”

US foreign policy could also play major role in the election

U.S. aid to Ukraine in its war against Russia and financial support of other nations could be a topic on a lot of voters’ minds, Mulvey said.

“I think about the U.S. economy, how important it is to the global economy. Our government spends money left and right, feeding and funding these other economies to some degree,” Mulvey said. “You look at the amount of money just put into Ukraine over the course of the last two years now. It’s an enormous amount. I think it’s just one that catches people’s eye because we’re spending all this money here domestically too. That just doesn’t necessarily get seen as much.”

British Columbia ports face shutdown in labor contract dispute

Port employers in western Canada will lock out union longshore forepersons Monday in a move that could shut down trade through the country’s key West Coast gateways.

The move by the British Columbia Maritime Employers Association (BCMEA) representing ocean carriers and terminal operators at the Port of Vancouver, the country’s busiest container hub, and the Port of Prince Rupert, comes in a contract dispute over 700 forepersons represented by International Longshore and Warehouse Union (ILWU) Local 514.

Employers termed the lockout, set for 9 a.m. local time, a defensive move after the union earlier had called for an industry-wide strike as of 8 a.m. Monday.

The BCMEA called the strike notice “untenable” in an update posted to its website, and said a lockout would ensure “a safe and orderly wind-down of operations.”

An estimated $800 million worth of trade flows through Canada’s West Coast ports each day.

Employers said their final offer calls for a wage hike of 19.2% spread over four years, boosting forepersons’ median pay to C$246,323-$293,617.

The BCMEA warned that if the union rejected the offer, terms of subsequent contract proposals would not be as generous.

Union president Frank Morena fired back in a news release Sunday.

“Let me be crystal clear to the BCMEA: Our union will not sign any contract which includes concessions that remove existing parts of our collective agreement that our members fought long and hard for over many years.”

Labor Minister Steven MacKinnon posted on X that he had been in touch with both sides, and that federal mediators were on site ready to assist. “It is the responsibility of the parties to reach an agreement. Businesses, workers, and farmers are counting on them,” he wrote.

Find more articles by Stuart Chirls here.

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Medical equipment makers call for more domestic production, tariffs

An alliance of medical manufacturers is advocating for tax incentives, tariffs, and enforcement of labor and environmental standards to encourage more U.S. medical equipment production amid concerns over supply chain disruption following recent hurricanes and continued competition with foreign trade partners.

The American Medical Manufacturers Association (AMMA) advocates for U.S. businesses that produce medical personal protective equipment (PPE) and the input materials needed to manufacture it.

Publicly launched in 2023, the organization supports a more robust domestic supply chain of essential medical equipment. Eric Axel, executive director of AMMA, told FreightWaves in a video call that the organization is made up of nearly 20 companies today – including several newer startups that launched in response to the pandemic.

“Some of our companies have been around much longer than the pandemic,” Axel said. “But there was certainly an identification of a problem that in this country we rely on, mostly, nonfriendly, adversarial countries that are not democracies for our critical medical supplies such as PPE. China is not an ally of the U.S., and we learned during the pandemic we rely on them. Not only do we rely on them for a lot of these things, but they can tell us no.”

Axel said that while the U.S. also gets products from friendlier nations like Malaysia and Thailand, these countries don’t hold manufacturers to the same standards as U.S.-based companies.

“These are not democratic countries,” he said. “These are not countries that have strong labor standards like we do [and] they don’t have strong environmental standards.”

He pointed out that Americans are starting to take notice of where goods are coming from and whether trade partners hold similar labor and environmental standards.

“As people assess the labor and environmental impact of these products, I think they also recognize that there’s a chance they’re buying stuff from forced labor [or] major polluters,” Axel said. “It might just be that these companies don’t have to be held to the standards that we’re held to in the U.S., but it doesn’t matter. If we live in the U.S., we want to keep our products to the same standard that we would hold them to if they were made on our shores.”

Then there’s the possibility of disruptions, which Axel said are more frequent now than a decade ago.

“Literally, once every few months we have a major supply chain disruption,” he said. “Whether it’s global conflicts, a weather-related item, a breakdown at a factory or pandemics, [disruptions happen often].”

He said weather-related emergencies like hurricanes and the occasional piracy incident used to be some of the only major disruptions. Now there’s way more volatility.

“We can go on and on, but I think there’s been this recognition that we can’t just rely wholly on foreign products for things that we just need,” Axel said.

Effects of hurricanes Helene and Milton

Axel said medical manufacturers have learned several lessons from Hurricane Helene and Hurricane Milton.

“We can call it a 100-year storm, but I think we’ve had a 100-year storm every year for the last five years,” Axel said. “There’s a clear recognition that we are always just one disruption away. You fill in the blank how it was caused. … We are just one major event away from a disruption, and I think you have to be prepared for that.”

While AMMA doesn’t have a strong position on requiring the government to stockpile massive quantities of supplies, Axel said there is value in having some level of reserves on hand.

“I think that’s one thing that we showed [from the recent hurricanes], that the government has finally put together a stockpile,” Axel said. “There’s many issues with how they continue to manage the stockpile, but we do believe there should be a stockpile on hand and they can draw it down as they need.”

Axel added that relying on one or two major manufacturers for critical supplies is a weak spot. He referred to the national shortage of IV fluids caused by hurricane flooding at Baxter International’s North Cove facility in North Carolina.

“I don’t wish the Baxter people ill will,” Axel said. “I don’t have anything to say negative about their business model or their concentration of their manufacturing facility in North Carolina. But it’s just clear: If you keep everything in one place, or you only have one or two providers you can draw upon, it’s a problem. It’s just a fact of the matter [that] if anything goes wrong or they go offline for any period of time, it’s going to be very difficult for anybody to make up for that capacity.”

Then there’s the issue of transporting the needed supplies.

“If we’re waiting on container ships from China, it’s clearly not a good strategy for us,” Axel said. “Because people who are in disaster-inflicted areas can’t wait three weeks for that ship to arrive. They need it now, yesterday.”

Domestic production opportunities arise

While currently a threat to national security, reliance on foreign medical supplies and PPE also presents an opportunity to create jobs at home and boost the economy, Axel said.

Tom Allen, AMMA vice president and treasurer, would agree. He is a founder and culture-managing partner at Altor Safety, a New York-based respirator manufacturer launched in response to the pandemic.

At the time, Allen was working in oncology, where patients were 100% immunocompromised. After seeing COVID’s deadly impact on cancer patients due to a lack of PPE, Allen was inspired to form a mask manufacturing facility.

“We’ve had great success actually,” he said. “I know a lot of companies have started in response to COVID and there’s only a small fraction that are left. I attribute my [success] to two things. I didn’t market to the end user, I marketed to distributors. … Grangers has been a great partner of mine. They have tons of salespeople and millions of customers, so they were able to get the reach and I was able to fulfill that partnership with Grangers.”

Allen said Altor Safety also supplied the Transportation Security Administration (TSA) with almost 100 million masks to reopen flights in the U.S.

From the beginning, Allen sourced all of his materials from the U.S.
“I was not reliant on any freight, wait times, price gouging, you name it,” he said. “Everything was always sourced in the U.S., and now there’s legislation that actually supports what I already did before [then].”

Allen said AMMA and the emergence of more domestic manufacturers was important because there is strength in numbers.

“You can’t rely on just one company to be able to provide for the whole population,” Allen said. “If you put all of your eggs in one basket or one facility, if there’s any disruption, there’s a trickle-down effect.”

There are also challenges

As with most capital opportunities, there is risk in competing with foreign manufacturers of medical equipment.

Axel referenced a fellow board member at AMMA whose business, BD, is the only domestic supplier of needles and syringes left in the U.S.

“The Chinese have undercut the market for so long that they were big enough to be able to withstand the competition,” Axel said. “I believe last year we were down to five needles and syringe companies. We’re down to one domestically now.”

Because President Joe Biden’s administration recognized this threat, Axel said there is now a 100% tariff on Chinese needles and syringes.

“A lot of the foreign competition tends to undercut our domestic manufacturers. They just can’t compete,” Axel said. “They can only weather the storm for so long.”

Medical gowns are another example, he said. They sell for about $1 from China. He said the Department of Defense – in accordance with the Inflation Reduction Act – has mandated gowns be bought domestically for up to $2.75.

Axel said poor work conditions, extended hours and unknown sourcing allow Chinese manufacturers to outproduce and outcompete domestic manufacturers.

“We have to take this threat seriously,” he said. “We can’t tell the Chinese government what to do, but we can certainly tell our government that we have to take this threat seriously.”

The solution, Axel said, is tax incentives for domestic manufacturers, increased tariffs on foreign medical supplies and enforcement of standards on goods that are coming in.

“There’s tools in the toolbox that we can use to enforce trade policies and keep our companies on a level playing field as best we can,” Axel said. “We know they’re going to cheat, and I don’t want to paint a broad brush, but it’s just their strategy.”

White Paper: State of the Industry – November 2024

The November 2024 “State of the Industry Report” — presented in affiliation with Ryder — shares an in-depth overview across the trucking, maritime and intermodal markets, as well as what to expect in the coming weeks. The data contained within the report provides breakdowns of capacity, volumes and rates.

In this report, you will find:

  • The truckload market absorbed the disruptions at the start of the month without any significant impacts.
  • The intermodal has continued to see volume growth, acting as a pressure relief valve for the record-high import levels.
  • Shipping season on the ocean is past its peak as ocean spot rates and volumes are down, but the election results could create a boost to volumes in the slower period for demand.
  • Consumers continue to spend money as retail sales have been better than expected several months in a row.
  • The economy is waiting for the industrial side of the economy to wake up, but 2025 appears to be when it will happen, especially if there is another rate cut or two through the end of the year.

Download the complimentary report today to access the full insights.

Stonepeak to buy air cargo company ATSG for $3.1B

A white ATI cargo jet seen about to land at a desert airport.

Private equity firm Stonepeak has agreed to buy publicly traded Air Transport Services Group, a leading lessor of mid-size cargo jets that also provides flying and other services for customers like Amazon, for $3.1 billion. 

The New York-based investment firm will pay $22.50 per share in cash for ATSG and its aviation subsidiaries, which represents a 29% premium above ATSG’s closing price on Friday and 45.5% more than its volume-weighted average price over the prior 90 trading days, ATSG (NASDAQ: ATSG) announced Monday.  

The price values the company at about 5.8 times earnings before interest, taxes, depreciation and amortization and suggests Stonepeak got a discount of about 20% compared to the market. Airlines and aircraft lessors on average are trading at a multiple of seven times earnings. The median enterprise value/EBITDA multiple for transportation and logistics deals in the first quarter was about 11x, according to investment bank R.L. Hulett.  

“We view that as a reasonable valuation based on what the market has given the company for the past 10 years,” said Frank Galanti, a research analyst at Stifel, in a client note. 

The transaction is expected to close in the first half of 2025, subject to regulatory approval. ATSG’s shares will be delisted from the NASDAQ exchange. 

Michael Ciarmoli, a transportation analyst at Truist, said in a research report that the 20% discount is justified “given recent operating performance, pilot union contract unknowns, and increased exposure to older freighter platforms compared to newer passenger variant aircraft.”

Under terms of the agreement, ATSG may solicit proposals from third parties for a period of 35 days through Dec. 8, and in certain cases for up to 50 days, to see if it can get a better offer. And it can respond to unsolicited proposals until shareholder approval is granted. ATSG has the right to terminate the buyout by Stonepeak if it chooses another deal, but would have to pay a termination fee. 

“The agreement with Stonepeak will deliver immediate and certain cash value to ATSG’s shareholders at a substantial premium to recent market prices. … Following the board’s careful evaluation of the transaction, we are confident it is the best path forward and maximizes value for ATSG’s shareholders, while also benefiting our employees, customers, partners, communities and other stakeholders,” said executive chairman Joe Hete.

Galanti said it is unlikely another bidder will emerge, but didn’t rule out another financial firm showing interest in part because the company could take on more debt for leverage purposes as a private entity. A competitor likely would not buy ATSG because of the significant Amazon ownership stake, which could still increase through unexercised warrants, while Amazon wouldn’t buy the company because of its exposure to unionized labor.

Amazon owns 19.5% of ATSG and would no longer have a stake once the Stonepeak deal closes.

The union representing pilots at subsidiary Air Transport International has been locked in contract negotiations with ATSG for more than four years. Earlier this year it asked federal mediators to declare an impasse, one of several necessary steps before pilots would be allowed to go on strike. Workers at other ATSG airlines are represented by different unions.

ATSG, which went public more than 20 years ago in a spin off from the former Airborne Express, leases Boeing 767 converted freighter aircraft and a handful of smaller Airbus A321s. Soon it will also begin leasing A330-300 freighters. It also operates two cargo airlines under an asset-light model and a charter passenger airline. Major customers include Amazon, DHL Express and the U.S. Department of Defense.

E-commerce relies on freighter aircraft

Demand for medium and large-size cargo aircraft is increasing as air cargo volumes rebound from a prolonged downturn following the recession, heavily influenced by rising e-commerce orders from popular Chinese selling platforms. Air cargo volumes are up about 12% year over year since December, according to multiple freight data providers. E-commerce players in Asia are booking so much space on commercial aircraft, or chartering entire flights, that there has been limited space for other shippers in recent months. Airlines and logistics providers are also seeing strong shipping activity for perishables, fashion and automotive products. 

At the same time, the supply of aircraft capacity for cargo is constrained and there are questions whether production will be able to keep up with estimated annual volume growth of 4%. Experts say many aging widebody freighters are quickly approaching retirement age, there is reduced space for cargo on passenger flights as travelers check more baggage and airlines are reassigning many aircraft to leisure destinations where there isn’t freight demand. Manufacturers are facing production slowdowns due supply chain, labor and quality problems, which in turn is forcing passenger airlines to hold onto aircraft longer, reducing the amount of feedstock available for cargo conversions. 

“ATSG plays a fundamental role in enabling the growth of e-commerce globally in a world that continues to shift away from brick-and-mortar shopping,” said James Wyper, senior managing director and head of transportation and logistics at Stonepeak in a press release. “ATSG’s deep relationships with some of the world’s largest e-commerce companies and integrators, combined with the scale and capacity of their fleet and relentless focus on safety and on-time performance, gives us confidence in the company’s trajectory as a sector leader.”

Based in Wilmington, Ohio, ATSG owns 134 aircraft in revenue service, including 20 passenger planes. The total includes straight leases to other airlines, leased aircraft bundled with a service agreement that includes crews, maintenance and insurance, and aircraft provided by customers like Amazon. 

“In Stonepeak, we have found a partner that recognizes the power of our Lease+Plus strategy to provide comprehensive aircraft leasing and operating solutions to our customers. With Stonepeak’s investment and extensive expertise in transportation and logistics and asset leasing, ATSG will be well positioned to further expand its global presence in the air cargo leasing market and enhance its service offerings to customers,” said CEO Mike Berger.

ATSG has gone through a series of leadership changes since early November, when Rich Corrado was terminated for weak earnings and a deflated stock price during a pronounced downturn in freight markets. Investors punished ATSG’s stock in part for what were considered high capital expenditure plans for aircraft even during the market downturn. 

Management and some analysts have argued that the company’s stock has been undervalued because of its hybrid model as a lessor and operator. Most of the risk as an airline is on customers that rent the fleet and crews and are responsible for finding cargo and paying for guaranteed minimum service levels. Going private will allow ATSG to take a more patient approach to capital and growth in the leasing sector characterized by steady cash flows from multi-year leases. And a private equity company will be more comfortable arbitraging debt, resulting in better returns on equity, said Galanti.

In the second quarter, revenues fell 7.7% to $488 million and ATSG recorded a $23 million pre-tax loss as its airlines flew fewer hours and some customers returned aircraft with expiring leases. 

The deal is the second time in two years that investors have taken private a major U.S. cargo airline. A consortium led by Apollo Global Management in early 2023 acquired publicly traded Atlas Air for $5.2 billion, including $2.2 billion in debt. 

Stonepeak, with about $56 billion under management, focuses investments on infrastructure and real estate. Its logistics portfolio includes chassis provider TRAC Intermodal, GeelongPort in Australia and temperature-controlled warehousing giant Lineage Logistics. In March, it completed the acquisition of container leasing company Textainer.

ATSG shares were trading at $21.98 Monday morning. 

Goldman Sachs is advising ATSG on its sale and Evercore is Stonepeak’s financial advisor. 

ATSG is scheduled to release earnings for the third quarter on Friday.

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