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Tuna Market in Germany Reached $1.5B


Tuna Market in Germany Reached $1.5B

IndexBox has just published a new report: ‘Germany – Tuna (Prepared Or Preserved) – Market Analysis, Forecast, Size, Trends And Insights’. Here is a summary of the report’s key findings.

The revenue of the tuna market in Germany amounted to $1.5B in 2018, surging by 12% against the previous year. This figure reflects the total revenues of producers and importers (excluding logistics costs, retail marketing costs, and retailers’ margins, which will be included in the final consumer price). The market value increased at an average annual rate of +1.9% over the period from 2007 to 2018; the trend pattern indicated some noticeable fluctuations being recorded in certain years. Tuna market size peaked at $1.6B in 2013; however, from 2014 to 2018, consumption remained at a lower figure.

Production in Germany

In 2018, the amount of tuna (prepared or preserved) produced in Germany totaled 163K tonnes, increasing by 3.1% against the previous year. Overall, tuna production, however, continues to indicate a relatively flat trend pattern.

Exports from Germany

In 2018, the exports of tuna (prepared or preserved) from Germany totaled 15K tonnes, going up by 8.9% against the previous year. In value terms, tuna exports stood at $75M (IndexBox estimates) in 2018.

Exports by Country

Austria (2.9K tonnes), Belgium (1.8K tonnes) and the Netherlands (1.5K tonnes) were the main destinations of tuna exports from Germany, together comprising 42% of total exports. Romania, Poland, France, Denmark, Hungary, the UK, Finland, Switzerland and the Czech Republic lagged somewhat behind, together comprising a further 43%.

From 2007 to 2018, the most notable rate of growth in terms of exports, amongst the main countries of destination, was attained by Romania, while exports for the other leaders experienced more modest paces of growth.

In value terms, the largest markets for tuna exported from Germany were Austria ($15M), Belgium ($11M) and the Netherlands ($7.9M), with a combined 45% share of total exports.

Export Prices by Country

In 2018, the average tuna export price amounted to $5,047 per tonne, jumping by 15% against the previous year. Over the period from 2007 to 2018, it increased at an average annual rate of +1.8%. The export price peaked at $5,726 per tonne in 2013; however, from 2014 to 2018, export prices remained at a lower figure.

There were significant differences in the average prices for the major foreign markets. In 2018, the country with the highest price was Switzerland ($6,474 per tonne), while the average price for exports to Hungary ($2,890 per tonne) was amongst the lowest.

Imports into Germany

In 2018, the imports of tuna (prepared or preserved) into Germany stood at 93K tonnes, surging by 10% against the previous year. In general, tuna imports continue to indicate a relatively flat trend pattern. The pace of growth was the most pronounced in 2017 when imports increased by 23% y-o-y. Imports peaked in 2018 and are likely to see steady growth in the immediate term. In value terms, tuna imports totaled $466M (IndexBox estimates) in 2018.

Imports by Country

Ecuador (23K tonnes), the Philippines (16K tonnes) and Papua New Guinea (13K tonnes) were the main suppliers of tuna imports to Germany, together accounting for 55% of total imports. These countries were followed by the Netherlands, Spain, Viet Nam and Italy, which together accounted for a further 30%.

From 2007 to 2018, the most notable rate of growth in terms of imports, amongst the main suppliers, was attained by Spain, while imports for the other leaders experienced more modest paces of growth.

In value terms, Ecuador ($116M), the Philippines ($68M) and Papua New Guinea ($61M) appeared to be the largest tuna suppliers to Germany, with a combined 53% share of total imports. The Netherlands, Spain, Italy and Viet Nam lagged somewhat behind, together accounting for a further 32%.

Import Prices by Country

In 2018, the average tuna import price amounted to $5,005 per tonne, going up by 11% against the previous year. Over the period under review, the import price indicated a strong increase from 2007 to 2018: it increased at an average annual rate of +4.1% over the last eleven-year period.

Prices varied noticeably by the country of origin; the country with the highest price was Italy ($7,507 per tonne), while the price for Viet Nam ($3,454 per tonne) was amongst the lowest.

Source: IndexBox AI Platform


On Our Radar: How Blackberry Redefined Visibility for the Transportation Sector

Visibility by definition is, “the state of being able to see or be seen.” For transportation professionals, this definition merely scratches the surface of what’s required for streamlining operations while eliminating costs and inefficiencies. Everything is connected in some form or capacity, and the moment one part of the equation is affected, the entire supply chain can suffer or become enhanced. The determining factor between the two ultimately depends on the tools being used to ensure all parts are in motion while maintaining an optimal view of each moving part.

In the modern supply chain ecosystem, disruptions come at a high cost–both in time and money. Industry players require advanced solutions to weather the various storms on the horizon, especially in a world where theft costs seem to only be rising and cybersecurity risks become advanced by the day. Visibility in the modern world no longer entails the “ability to see or be seen” and that’s exactly what BlackBerry’s asset tracking Radar solution aims to redefine and revolutionize.

The Radar dashboard provides a multitude of visibility options for trailers, chassis and containers all through securely stored data on a cloud-based platform. BlackBerry takes pride in leading the industry as a security software and services company with an impressive portfolio of solutions designed with transportation professionals in mind. Launched in 2016, the BlackBerry Radar solution continues to recreate opportunities for growth and maximizing operations impacting every part of the asset tracking process down to maintenance.

“Radar was the brainchild of founder Sandeep Chennakeshu leveraging the legendary BlackBerry patents and engineering talent, and we’ve been able to transform the Radar BlackBerry experience and history into a new, modern solution for the transportation industry,” explains Christopher Plaat, senior vice president and general manager of BlackBerry Radar. “Radar fits into the overall vision of BlackBerry providing end-point security and effectiveness for customers. Built into the basis of BlackBerry Radar is the secure infrastructure and operating system leveraging BlackBerry QNX software to provide additional layers of security in the growing transportation sector. Ensuring technology cannot be hacked is a growing concern for transportation professionals.”

Over the years, BlackBerry has established its position as a leader in legacy engineering offering unique, modern and viable solutions built to last and overcome current and anticipated industry obstacles for the transportation sector. BlackBerry Radar takes asset management and tracking to a new level and industry leaders are noticing. Last year, Radar received recognition from American Trucking Associations as the newest ATA Featured Product Provider, attributing the offering’s real-time data capabilities as one of the hallmark features redefining asset tracking and transportation visibility. More recently, Class 1 railway Canadian Pacific announced the integration of Radar devices on their intermodal chassis fleet–2,000 to be exact.

“CP is constantly looking to evolve, innovate and elevate the experience for our customers,” says Jonathan Wahba, vice president Sales and Marketing, Intermodal and Automotive at Canadian Pacific. “We’re excited about this collaboration with BlackBerry Radar, and the potential benefits this technology will allow us to drive within our network.”

Plaat understands why the industry is reacting so positively to Radar. “Visibility means different things to different people and for Radar, visibility is more than just knowing where your asset is,” he explains. “It also means visibility into utilization and the effectiveness of your operations. We provide visibility in the way of information that is actionable that can help improve asset utilization, reduce costs, improve service for customers.”

Radar takes what customers were previously blind to and presents it along with a solution to ensure it doesn’t happen again. An example of this is revealing when other companies connect to another chassis and leave while starting to do business with another customer’s assets. This is a prime example of taking visibility beyond what’s available to view and revealing unidentified and hidden challenges. The Radar solution takes a proactive approach rather than preparing for reactive measures.

“We have customers that have seen on the Radar solution that their chassis is going somewhere they do not serve, only to later to find out that another carrier was using their assets to do business,” Plaat notes. “This is wrong but it’s happening. Knowing where your assets are, what they’re doing, and how they’re being utilized is something many companies don’t have visibility into. By deploying asset-management solutions, customers are provided with information they don’t have access to.”

Recall the industry-wide concern surrounding theft and unauthorized use in the industry. BlackBerry customers are building geofences that pair nicely with Radar devices, creating a tandem effort in addressing the issue of theft and ultimately preventing it. It’s a two-part solution that relies heavily on both ends of the solution. Repeated errors are costly and have no place in operations

“Beyond reporting how long assets sit within geofences, we provide reporting on what’s going on outside of geofences and terminals,” Plaat says. “Our customers receive alerts when their trailer leaves the yard to ensure thieves aren’t pulling their customer’s cargo in their trailer. Our reporting and alerting mechanism are very good at preventing theft.”

The reporting abilities found with Radar are paramount compared to other solution offerings in that it addresses a multitude of questions all at once. Radar is providing more than basic tracking of asset utilization by reporting the frequency a chassis is moving and when it’s stationary for a selected period through weekly, monthly or annual snapshots. This provides a clearer picture of exactly how productive operations are and how your customers are impacted. Radar also provides a trailer pool management solution addressing too much or too little available equipment, all while providing information on how the end customer’s needs are being addressed.

“This allows the effective balancing of equipment while reducing costs and using current assets,” Plaat says. “It also eliminates the need to buy more and the possibility of coming up short. Radar provides the ability to do mileage-based maintenance for customers with time-based chassis. Accurate mileage reporting found within Radar enables the customer to channel maintenance dollars where they are needed. Customers can allocate costs more effectively through identifying high-use equipment versus low-utilization equipment.”

The Radar solution differentiates itself beyond its asset management offerings. The solution offers a one-of-a-kind level of durability not typically found in transportation solutions. Radar devices boast a rugged and long-lasting hardware reputation through a self-contained, high-capacity six-year premium battery life, eight sensor reading capabilities, and the elimination of external wiring.

Additionally, Radar devices provide ease in installation combined with an unmatched and modern software nature. Customers don’t have to worry about delayed operations and can focus efforts on features such as the solution’s timeline tools, visibility tools and graphical user interface. It’s really that simple.

“BlackBerry has standard set of open APIs for customers to integrate Radar data into their TMS system or into their own PRP for providing visibility for customer service or operations or even management,” Plaat explains. “About 50 percent of our customers use the Radar dashboard while the other 50 percent use their own dashboards and reporting tools with Radar data populating those reports and visibility tools. Our software is easy to understand and provides great utilization at the customer’s fingertips that helps improve performance immediately upon deploying our solution. Those major differences–the durability, the ease of implementation and use are really what make Radar stand out.”

Radar does not forget about key pieces of the transportation puzzle, including drivers. In fact, it has specific features designed with drivers in mind, directly affecting the amount of time spent on locating assets. For trucking companies, locating assets quickly is essential in maintaining efficiencies. Unfortunately, this is an issue still very much present within the sector due to outdated pieces of information. With Radar devices, real-time updates for drivers are a major advantage that address existing problems in time management. The goal is to give back the time previously lost and with Radar, this is easily accomplished.

“Radar has a unique capability that sends a link to a driver that launches navigation to route a driver to the exact location of a chassis or trailer,” Plaat says. “This eliminates the issue of inaccurate or outdated data which in turn maximizes time efficiencies. A driver can save up to 30 minutes per day, per driver in their hours of service, which is valuable to all players in the supply chain.”

Whether it’s dwell times or the number of turns drivers are taking, Radar is equipped with the technology necessary to provide a clear picture of exactly what’s going on and identifying an opportunity for increasing average turns and ultimately, revenue. These features support the notion that asset tracking is more than basic visibility and requires a sophisticated and user-friendly approach that is not only secure but revolutionary technology solutions.

“Knowing how long an asset is sitting in a geofence and getting reports of average dwell times within an intermodal terminal or shipping facility–whether that’s a weekly or monthly basis–can provide good information for conversations with your customers and suppliers,” Plaat adds. “It opens the conversation of ‘how long is my container sitting before I can utilize it for other customers?’ which is very important for improving the utilization of one’s assets. Having this information can be highly valuable for operations and increase revenue.”

BlackBerry’s Radar solution shows no signs of slowing down fleet management and optimization in transportation for 2020. It’s clear this solution has set the bar higher and continues redefining the real transparent, real-time visibility for intermodal asset tracking. Through actionable visibility, BlackBerry Radar aims to impact every moving part of the supply chain and reinforce the role of advanced technology while improving service for customers and reducing costs.


Christopher Plaat is senior vice president and general manager of BlackBerry Radar. He has more than 25 years of experience in the transportation and logistics industry. With a focus on advanced technology solutions that help companies improve operational efficiencies, manage compliance and reduce costs, Plaat spent more than 18 years in strategic technology sales and leadership roles for Fortune 500 companies, including Qualcomm and Lockheed Martin. He previously led sales and operations units for organizations including Overnite Transportation Co. and Emery Worldwide. Prior to joining BlackBerry, Plaat was vice president of Strategic Account Sales at Omnitracs. He earned his bachelor’s degree in Business and Economics from Point Loma College in San Diego.

palm oil

Palm Oil Market Size to Reach $147.59 Billion by 2026 | CAGR: 6.7%

The global palm oil market is anticipated to reach USD 147.59 billion by 2026 according to a new study published by Polaris Market Research. Palm oil is a versatile and important raw material for food, personal care, and other commodity products.

The volatility in crude prices, comparatively high hydrocarbon fuel prices along with strong efforts globally to reduce greenhouse gas emissions, demand for biofuels from the transport sector have significantly increased. This is mainly owing to palm oil’s competitiveness in productivity and prices. Rising demand for organic food products, cosmetics, detergents, and other natural ingredient rich or derived commodities, the popularity of palm and palm kernel oil have increased exponentially over the past decade.

The significant increase in output of the product was mostly influenced by the continued global expansion of planted areas of oil palm. The fact became more apparent when oil palm was featured and considered as a crucial socio-economic harvest in most of its producing countries. The rising market of the product in the worldwide oils & fats industry has been accomplished by leveraging its techno-economic advantages compared with the other vegetable oils along with some of the other developments in respect to the environment, health, and security of supply globally. These positive factors and developments associated with the product will continue influencing its dominant role globally in the fats & oils demand and supply equation.

Palm oil offers the maximum output value in comparison to other major oilseed crops, such as soya bean, rapeseed, and sunflower. Indeed, the overall annual value per hectare for the product at USD 1135 is highly remunerative than the rapeseed at USD 696, soya bean at USD 543 and sunflower at USD 334. Therefore, in a market space in most nations, where the agricultural or farming land has been shrinking with increasing urbanization owing to industrialization, which is also coupled with the most important fact that inside the agricultural industry oilseeds compete with different grains for larger arable land available, cultivation of oil palm seems to be the most obvious and potential option to satisfy the needs growing oils & fats globally.

Some of the leading industry participants include Wilmar International, Univanich Palm Oil Public Company Limited, United Palm Oil Industry Public Company Limited,, Sime Darby Plantations, Siat Group of Companies, PT Indofood Sukses Makmur Tbk, PT Astra Agro Lestari Tbk, Musim Mas Group, MM VitaOils Sdn Bhd,, Kuala Lumpur Kepong Berhad, Kempas Edible Oil Sendirian Berhad, IOI Group, Intercontinental Specialty Fats,  Golden Agri Resources Ltd,  Genting Plantations, Fuji Vegetable Oils Inc, Dekel Oil, Carotino Group, California Oil Corp, Boustead Group, Alami Group,  and ADM.

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Global Trade’s Annual Logistics Planning Guide Reveals the Year’s Top Trends

Sometimes buying your business into the latest trends isn’t the best idea. Saddled with high costs and incompatible programs, trendy new technology can often make business processes more difficult for your business, not less. But there are some industries where the latest really can be the greatest, and one of those industries is the logistics industry.

Let’s face it: Logistics make the world go round. Whether it’s shipping perishables to community markets or lifesaving machinery to medical clinics, there’s a lot riding on the shoulders of logistics providers. That’s why it often pays to rely on cutting-edge technology. From tracking and tracing to locating items in your warehouse, new technology can often get the job done faster and more accurately. Plus, with the growing e-commerce market, logistics is more important than ever before as businesses push to get their products into customers’ hands at the speed of retailers such as Amazon.

So, what’s on the horizon for the logistics industry this coming year? Here’s what’s on our radar—and should be on yours—for the best (and one troublesome) new innovations and trends in logistics in 2020.


When it comes to logistics, information technology (IT) may arguably be the most important innovation of 2020. That’s because without a solid tracking system in place you’re not only causing potential backlogs for your workers, but you could be causing frustration for your clients, too. After all, if your customer can’t see where their merchandise is in the supply chain, they may bring their business to someone else who can. This is where an excellent Warehouse Management System (WMS) comes in. Using RFID and GPS, warehouse management systems can now monitor and trace every piece of inventory in your warehouse, providing real-time data to both you and your customer.

Other systems expected to be used with increased frequency in the new year include order entry systems and transportation management systems (TMS).

But logistics IT isn’t just what the customer sees, or even what your employees interact with. It goes well beyond that. Logistics IT also encompasses the back end of your IT solutions—not just the IT product itself but also the customer support that goes along with it.

We all know the logistics industry doesn’t just run from nine to five. When there’s a problem like a software bug or outage, is your IT provider available to offer technical support when you need it? Does your provider strive to make software updates that are meaningful to your business, and that integrate seamlessly into your other systems? Does your provider notify you when there are new versions of your system that could benefit your business? These are all signs of a good IT provider—a trend you definitely don’t want to miss the boat (or train, plane or truck!) on.

Logistics providers are using the latest technology, such as Collaborative Planning, Forecasting and Replenishment (CPFR) and Vendor Managed Inventory (VMI), to satisfy ever-changing customer requirements. DHL Express introduced a fresh TC55 technology that works on the Android platform and is simple to use, as well as the navigation skills in the global positioning system (GPS).


Artificial intelligence, or AI, is another way technology is streamlining the logistics industry. Currently, the biggest benefit of AI is arguably its ability to automate many of the processes logistics providers provide every day, including repetitive tasks that exhaust human capital and don’t challenge workers. Though many workers worry that AI will someday replace human workers, currently the technology is actually assisting them.

Another use for AI in the logistics industry relates to the driving of vehicles. As many are aware, initiatives from companies like Google have in recent years invested time and resources into developing self-driving cars, i.e. autonomous vehicles. These vehicles may be manned by a human driver, but they allow the driver to take breaks from driving while still traveling. This in turn gets deliveries to their destinations quicker, a fact that is projected to save logistics providers a lot of money. In fact, according to Mckinsey, autonomous vehicles could save logistics providers up to 45 percent, a savings providers can then pass along to their clients. These savings could then be passed to the consumer in the form of lower prices or lower shipping rates.


With many seaports developing green initiatives and land- and air-based logistics providers initiating a greater push for a reduced carbon footprint, 2020 is set to be a big year for reducing carbon emissions. Some land-based initiatives include more efficient route mapping, video conferencing and net-zero emissions.

Route mapping works by eliminating excess travel on longer routes. The idea is that a more direct route cuts fuel waste as well as carbon emissions. Video conferencing saves both money and the need for travel to meetings. As for net zero emissions, many logistics providers are investing in low or zero-emission vehicles and alternative fuels that emit less carbon into the air.

Logistics companies with warehousing services are also increasing their push toward a lower carbon footprint, using sustainable packaging and ramping up recycling efforts with the packing, shipping and packaging of products.

Maritime initiatives include the restoration and protection of wetlands as well as the planting of trees at some ports. Strategies also include the use of more efficient photosensitive lighting, such as the switch to LED lighting. Some ports have even switched over to the use of electric equipment instead of diesel fuel equipment, the establishment of fuel efficient requirements for ships which frequent the port and much more.


If you’re in the logistics world, you’ve likely been hearing about blockchain for several years now. But what is it? Simply put, blockchain is a way of recording data which cannot be altered, using a technology called cryptology. Blockchain data is nearly unchangeable. The “chain” in blockchain refers to the chain of messages that originate from a single entry. To edit the chain, all members who posted to the chain must be willing to alter their own data to support the potentially edited data. This reduces the risk of that data being falsified or otherwise compromised along the way.

Blockchain data can be used to do everything from order tracking to payment issues. Blockchain also streamlines the way we communicate, reducing the need for time-consuming paperwork. Blockchain works in real-time, so shippers can trace every detail of their shipment as it progresses and make necessary adjustments to their route and load temperatures as needed. This can save time and money, preventing delays or rejected shipments.

Blockchain can also aid in financial decisions regarding fleet vehicles. Similar to a Carfax report, blockchain can show whether a pre-owned logistics vehicle has been maintained as well as the previous owner claims, and can help the potential buyer make decisions that could cost them—or save them—significantly down both the literal and figurative roads.

Indeed, blockchain has become so big that an organization has been founded to monitor the industry. The Blockchain in Transport Alliance, or BiTa, was founded to help advance the Bitchain industry, developing rules and regulations and providing education for new and veteran Bitchain users. The organization already boasts an impressive member list, including representatives of UPS and FedEx.


In the maritime sector of the logistics industry, one revolutionary service that is “making waves” is TechnoMax, or TMX. TechnoMax works to streamline maritime operations by working with AI and the Internet of Things (IoT). The system provides risk and compliance data, app development, infrastructure development and data management. Some of TechnoMax’s capabilities include monitoring a ship’s emissions, analyzing cargo information and guiding navigation.


Now for some bad news. With trade deals between the United States and China again delayed, there remains a lot of uncertainty among retailers and manufacturers. Though there is no crystal ball to predict the future or what it holds for these industries, the potential for raised prices on goods is of big concern. Price increases would inevitably be passed down to consumers, who could cut out or cut back on goods, causing sales to plummet. This could in turn negatively impact the logistics industry, as fewer products will be warehoused and transported.

For now, the industry seems to be holding its own, with some businesses preparing for the looming tariffs by shipping larger amounts now to avoid elevated costs later. Whether this bulking up will cause a dramatic drop in shipments in the first few months of 2020 remains to be seen.


All things considered, 2020 seems to be gearing up to be a great year for the logistics industry, with many new technological and environmental advances on the horizon. From AI to blockchain, the industry is poised to become more efficient than ever, saving providers money which they can pass along to their clients, and in turn potentially to the consumer.

Even with the potential for steep tariffs on China (and vice versa) on the horizon, these positive advances should still make an impact on the industry in the coming year and decade.

medical electronics

Global Medical Electronics Market Report

Medical Electronics Market size is set to cross US$ 169 billion by 2025 with13% CAGR confirms a recent research report by Global Market Insights. What can only be construed as an innovation that may impact India’s medical electronics industry to quite an appreciable extent, Philips, a renowned brand across the electronics sector, has recently launched two new diagnostic instruments, namely, MobileDiagnost Opta and BV Vectra in India.

The former, a digital X-ray system, has been designed to find extensive applications in intensive care units and operation theatres. BV Vectra, on the other hand, is a mobile C-arm system that is anticipated to be used in orthopedic surgeries. With the presence of three major electronic equipment manufacturers – Siemens, GR, and Philips, and their objective to manufacture the contemporary ‘Made-in-India’ medical devices, it is anticipated that India’s medical electronics market will experience lucrative growth in the years ahead.

Bringing forth a slew of product innovations in the market has been touted as a major growth strategy for businesses, particularly in the medical electronics industry, given the robust requirement of the healthcare space to enhance operational efficiency and lower medical care expenditure. Kinpo Electronics Incorporation, for example, has recently received the EU certificate that approves its newly launched wearable ECG monitor, called the BC1 patch that apparently helps in the prevention of cardiovascular disease. The medical certification allows the firm to promote BC1 within the European Union.

Kinpo expected to commence product marketing in key European countries by the third quarter of 2017 under its own brand referred to as XYZlife. The device provides real-time monitoring, data pertaining to medical history, and authentic medical reports, in addition to encompassing an exceptional function that helps users to contact physicians during emergencies. Experts cite that the BC1 patch is likely to prompt industry rivals to introduce similar products in the market, which would undeniably impel the product landscape of the medical electronics industry.

Recently in 2017, Mackenzie Health, a renowned healthcare service provider based in Canada, had collaborated with Epic systems corporation, a U.S. based software developing firm, to introduce a new end-to-end electronic medical record system in Canada. The innovative tool assists medical practitioners in the decision-making process and facilitates speedy access of medical health records, in addition to providing improved medication safety and minimizing error occurrences related to closed-loop medication administration & bar code authentication. This medical system is the first of its kind launched across the country and is predicted to have a sizable impact on the U.S. medical electronics industry, which apparently held more than 90% of the overall revenue share in 2016.

The competitive landscape of the medical electronics market has witnessed numerous M&As for the last few years. In fact, recently, Becton, Dickinson and Company, a leading player across the medical technology industry, has declared the acquisition of Caesarea Medical Electronics, a key Israel based player across the infusion pump systems industry.  The acquisition will help the former expand its infusion pumps product portfolio, thereby facilitating the firm to strengthen its position across the medical electronics market.

The U.S. has been singled out as one of the most profitable growth avenues across the North America medical electronics industry, subject to the large presence of major manufacturers in the region and the extensive deployment of advanced technology. The wide insurance coverage provided under the Affordable Care Act and the appreciable improvements in healthcare infrastructure facilities across the region are certain to provide a positive impetus to U.S. medical electronics market.

Some of the firms partaking in the medical electronics market share include Toshiba Corporation, Siemens, GE Healthcare, Medtronic Public Limited Company, and Phillips. Most companies have been reported to be adopting new strategies to expand their business scope, contributing extensively to medical electronics market revenue.  Considering the developments that the medical electronics industry is replete with, it comes as no surprise that the medical electronics market is slated to hit a revenue margin of over USD 169 billion by 2025.


supply chain

How to Select the Best Supply Chain for Your Business

All businesses, no matter how small, need a reliable supply chain so they can deliver their products to their customers in the shortest time possible. The delivery system needs to be accurate, prompt and cost-effective.

Standards to consider when selecting a suitable supply chain

If the existing supply chain is missing just one of the above three elements, then you should consider redesigning it. In addition, business owners need to understand that supply chains have three different classifications:

-High inventory turns and low inventory volume – equivalent to Just-In-Time inventory

-Low inventory turns and high inventory volume – applicable when you have a long lead time with suppliers

-High inventory turns and high inventory volume – if your business is in the fresh or frozen food industry, you need sufficient produce to replace any expired or spoiled goods

When creating or adjusting your supply chain, other essential elements should include:

-Location of your business, customers, and suppliers

-Local regulations and tax laws

-Logistics lead times

-Logistical costs and savings

You can also measure your supply chain’s success based on the following:

-Flow of goods

-Costs of the flow of goods

-The time needed for such goods to flow

Ultimately, you will need a delivery system that will satisfy all your customers at the lowest possible cost. To determine which supply chain is most suited to your business, consider the following factors.

The location of your typical customer

-Do you ship globally, regionally or locally?

-Do customers come to you to pick up their orders?

For example, if you have to ship your goods across the globe, it can take up to two months for buyers to receive them. Therefore, you will need to design a supply chain that can handle international freight and customs issues.

However, if your customers pick up their purchases personally, then the delivery element can be the extension of your inventory and management control.

If your business requires fast order-to-delivery lead time, you will need a high inventory but low turns. This will mean that you need to allocate more resources to your inventory, but at least this will keep your customers happy.

If your product is in high demand or is perishable, you also need to keep a high inventory and deliver it quickly before the expiration date.

Accounting for supply chains

To successfully manage your product deliveries, you will need to know:

-What exactly you have in your inventory

-Where your stocks are located

-The costs of procuring your products

-The costs of holding them until they are sold or delivered

If you have hundreds or thousands of products, you will need a warehouse management system. Alternatively, you can hire a third-party logistics provider to take care of your inventory management and sales deliveries.

However, if you are just a small business, these options may prove to be too much of an investment. Despite the lack of huge resources, you still need to know your exact inventory. Fortunately, you can keep track of this information using spreadsheets and accounting software such as QuickBooks. This accounting service provider has several resource articles that can help you decide which software is most suitable for your business.

As your business continues to grow, you will need specific software that includes a component called enterprise resource planning (ERP). This system incorporates all the internal and external data in your electronic records and departments, such as accounting and sales.

Accountants, and specifically cost accountants, use the supply management chain as a tool to improve a company’s purchasing, manufacturing and inventory processes. This is a technique that analyzes the movement of goods; for example, from the raw materials to the finished products.

Locate your suppliers

You will have a long supplier lead time if the products will only arrive after

-Two months of sea travel. Shipping them by air is much quicker, but very expensive and the costs are usually unjustifiable

-Lengthy manufacturing cycles

High inventory volume and low inventory turns are normal for businesses such as Apple, although this tech company is using its market position to reduce its high inventory costs. For example, if you are an Apple supplier, you ship the products to the company, but it won’t issue an invoice upon receipt. You only receive payment once Apple releases the products to its retail stores.


In the end, the supply chain you choose must satisfy all your customers’ requirements so they can receive your products whenever and wherever they want. Nevertheless, the cost to you should also be reasonable. Achieving this goal requires a smart strategy and careful planning. However, the financial side of the supply chain will entail employing the services of an accountant who specializes in cost accounting. They will probably recommend a supply management system to monitor every process in the chain.


Written by Nishi Patel, founder of Northants Accounting.


fish fillet

Preserved Fish Fillet Market in the EU Flattened At $750M

IndexBox has just published a new report: ‘EU – Fish Fillets (Dried, Salted Or In Brine, But Not Smoked) – Market Analysis, Forecast, Size, Trends and Insights’. Here is a summary of the report’s key findings.

The revenue of the preserved fish fillet market in the European Union amounted to $751M in 2018, approximately equating the previous year. This figure reflects the total revenues of producers and importers (excluding logistics costs, retail marketing costs, and retailers’ margins, which will be included in the final consumer price). Over the period under review, preserved fish fillet consumption continues to indicate a relatively flat trend pattern. Over the period under review, the preserved fish fillet market reached its peak figure level in 2018 and is expected to retain its growth in the immediate term.

Consumption By Country

The countries with the highest volumes of preserved fish fillet consumption in 2018 were Italy (28K tonnes), Poland (16K tonnes) and the UK (13K tonnes), with a combined 49% share of total consumption. Spain, the Netherlands, France, Romania, Portugal, the Czech Republic, Belgium, Hungary and Greece lagged somewhat behind, together accounting for a further 39%.

From 2007 to 2018, the most notable rate of growth in terms of preserved fish fillet consumption, amongst the main consuming countries, was attained by Portugal, while the other leaders experienced more modest paces of growth.

In value terms, the largest preserved fish fillet markets in the European Union were France ($138M), Italy ($132M) and the Netherlands ($110M), together comprising 51% of the total market. These countries were followed by Spain, Poland, Romania, the Czech Republic, Belgium, Hungary, Greece, Portugal and the UK, which together accounted for a further 35%.

The countries with the highest levels of preserved fish fillet per capita consumption in 2018 were Italy (469 kg per 1000 persons), the Netherlands (463 kg per 1000 persons) and Poland (407 kg per 1000 persons).

Market Forecast 2019-2025 in the EU

Driven by increasing demand for preserved fish fillet in the European Union, the market is expected to continue an upward consumption trend over the next seven years. Market performance is forecast to retain its current trend pattern, expanding with an anticipated CAGR of +2.6% for the seven-year period from 2018 to 2025, which is projected to bring the market volume to 139K tonnes by the end of 2025.

Exports in the EU

The exports totaled 30K tonnes in 2018. In general, preserved fish fillet exports continue to indicate a slight contraction. In value terms, preserved fish fillet exports amounted to $160M (IndexBox estimates) in 2018.

Exports by Country

In 2018, Denmark (17K tonnes) represented the key exporter of fish fillets (dried, salted or in brine, but not smoked), committing 56% of total exports. Sweden (4,361 tonnes) took the second position in the ranking, followed by Spain (3,007 tonnes), the UK (2,113 tonnes) and Germany (1,526 tonnes). All these countries together took approx. 36% share of total exports. The following exporters – Italy (554 tonnes) and Belgium (526 tonnes) – each finished at a 3.6% share of total exports.

Exports from Denmark increased at an average annual rate of +8.1% from 2007 to 2018. At the same time, Belgium (+16.1%) and Spain (+4.2%) displayed positive paces of growth. Moreover, Belgium emerged as the fastest-growing exporter in the European Union, with a CAGR of +16.1% from 2007-2018. By contrast, Italy (-1.5%), the UK (-4.7%), Sweden (-5.7%) and Germany (-12.8%) illustrated a downward trend over the same period. While the share of Denmark (+33 p.p.) and Spain (+3.6 p.p.) increased significantly in terms of the total exports from 2007-2018, the share of the UK (-4.8 p.p.), Sweden (-13 p.p.) and Germany (-17.7 p.p.) displayed negative dynamics. The shares of the other countries remained relatively stable throughout the analyzed period.

Imports in the EU

The imports totaled 60K tonnes in 2018, jumping by 9.8% against the previous year. Over the period under review, preserved fish fillet imports, however, continue to indicate a relatively flat trend pattern.

In value terms, preserved fish fillet imports totaled $386M (IndexBox estimates) in 2018. In general, preserved fish fillet imports, however, continue to indicate a relatively flat trend pattern. The most prominent rate of growth was recorded in 2014 when imports increased by 9.7% y-o-y. In that year, preserved fish fillet imports reached their peak of $433M. From 2015 to 2018, the growth of preserved fish fillet imports remained at a somewhat lower figure.

Imports by Country

The countries with the highest levels of preserved fish fillet imports in 2018 were Italy (14K tonnes), Denmark (12K tonnes) and Spain (9.8K tonnes), together recording 60% of total import. The Netherlands (6,113 tonnes) ranks next in terms of the total imports with a 10% share, followed by Sweden (8%), Portugal (5.9%) and Germany (5.4%).

From 2007 to 2018, the most notable rate of growth in terms of imports, amongst the main importing countries, was attained by Portugal, while the other leaders experienced more modest paces of growth.

In value terms, Italy ($119M), Spain ($73M) and Denmark ($51M) appeared to be the countries with the highest levels of imports in 2018, with a combined 63% share of total imports. The Netherlands, Sweden, Germany and Portugal lagged somewhat behind, together comprising a further 28%.

Source: IndexBox AI Platform

silk road

Can the New Silk Road Compete with the Maritime Silk Road?

China’s president Xi Jinping refers the Belt and Road Initiative, aka the New Silk Road, as the “Project of the Century” and according to a recent Bloomberg article, Morgan Stanley anticipates Chinese investments will total 1.3 trillion US dollars by 2027. In addition, more than 150 countries and international organizations have committed to invest in the project as well with infrastructure enhancements, such as roadways and power plants. But will this New Silk Road ever really compete with the firmly established Maritime Silk Road?

Following is a comprehensive analysis by Bernhard Simon, CEO of Dachser, an international logistics solutions provider, Mr. Simon outlines the benefits and challenges associated with the New Silk Road as well as its position as a potential competitor to the Maritime Silk Road.

Over the last few years, the more I hear and read about the New Silk Road, the more grand the expectations.  Politically speaking, the trade corridors between China and Europe, as well as Africa, seem to be China’s key to becoming a leading global power in the 21st century. Logistically speaking, it would seem that infrastructures and networks are emerging on an entirely new scale, taking a gigantic economic area—often described as representing 60 percent of the world’s population and 35 percent of the global economy—to the next level. The New Silk Road could be a kind of high-speed internet for the transport of physical goods.

As with most narratives, it is worth taking a critical look at the facts. I would like to do this now for certain logistical aspects of the Belt and Road Initiative (BRI), as the New Silk Road is officially known.

First, let’s consider the overland connection between China and Europe: the possibility of bringing Chinese consumer goods to us on the east-west route via rail. This transcontinental route was not the brainchild of China’s President Xi Jinping, who made the BRI a national doctrine in 2013.

In fact, goods have been rolling along the Trans-Siberian route from China to Europe since 1973 (with some interruptions due to the Cold War). Today, there are two routes out of northern China, which head via Mongolia, Kazakhstan and Russia to terminal stations such as Duisburg’s Inner Harbor or Hamburg. China’s western region, home to the megacity of Chongqing and its 30 million people, is also connected to the northern routes. This route allows cargo from the west to no longer need to be transported the many miles to China’s coasts.

 High Costs of Rail Freight vs. Ocean Freight

How significant are these rail links for logistics between Asia and Europe? In 2017, 2,400 trains moved about 145,000 standard containers between China and Central Europe. This corresponds roughly to the cargo of seven large container ships. The International Union of Railways (UIC) expects this to grow to 670,000 standard containers—equivalent to 33 container ships—in ten years’ time. Despite this forecast growth, the existing rail links between China and Europe are likely to remain logistical mini-niches. Steve Saxon, a logistics expert from McKinsey in Shanghai, summarizes it nicely: “Compared to sea freight, the volume of goods transported to Europe overland will always remain small.”

This is primarily a matter of cost. Transporting a standard container between Shanghai and Duisburg by rail costs between $4,500 USD and $6,700 USD; compare that to the cost of sending a similar container from Shanghai to Hamburg by ship: currently around $1,700 USD. This difference is simply too great for railway transport to be truly competitive against ocean transport, even though they move the cargo at about twice the speed. Efficiency improvements will not have a big enough impact to shift from ocean transport to rail.

Another factor is that at the moment, China heavily subsidizes these international rail connections. Once that support ends in 2021, competitiveness will erode further. It is not clear whether rail transport will be self-sustaining without subsidies.

Also, in most cases, anyone needing a shipment quickly and flexibly typically sends it via air freight, even if this option costs around 80 percent more than via railway. Thus, freight transport by rail is (and will remain) caught between economic (by ocean) and fast (by air).

Would adding more train routes change the situation?

China is planning an additional railway line in its southern region, which will move cargo to Europe via Central Asian countries, as well as Iran, and Turkey, bypassing Russia entirely. Indeed, a railway line has connected China with Iran since 2018. This route is, geographically speaking, very similar to the “old” Silk Road, a trade route for camel caravans that crossed Central Asia on its way to the eastern Mediterranean. If this railway line is completed one day, it will raise a number of questions from a European perspective: How can safety, punctuality, and reliability be guaranteed? How can delays caused by customs clearance be minimized? What effect will international sanctions have, for example, on transit through Iran? How can the misuse of containers for smuggling immigrants be avoided? In other words, many issues need to be addressed before a railway corridor south of Russia can be established.

There are two more routes in China’s BRI strategy. One is in Southeast Asia: a 2,400-mile railway line from Kunming to Singapore plus a branch to Calcutta. The other is a rail line that starts in China’s far west, then runs through Pakistan to the port of Gwadar on the Arabian Sea. Crossing over various passes in Central Asia, this technically challenging project is expected to cost $62 billion USD. However, both routes have only a very indirect connection to freight traffic between China and Europe.

So the situation will remain much the same into the future–some 90 percent of world trade will go by ship. Rail transport via the New Silk Road will not change this. If all this freight suddenly started rolling along the Silk Road, the route would be like an endless conveyor belt loop—the idea is completely absurd.

And what about the Maritime Silk Road?

More important than Eurasian railway routes is the so-called Maritime Silk Road, i.e., the transport of cargo from China to Europe by sea. As soon as Portuguese sailors opened up China for trade by sea in 1514, the old Silk Road began to fade from memory.

Today, more than 50 percent of global trade takes place on the Maritime Silk Road between China/East Asia and Europe. The world’s largest container ports are on this route: Shanghai, Singapore, Shenzhen, Ningbo-Zhoushan, Busan, and Hong Kong. The development of the Maritime Silk Road needed no Chinese master plan; logistics infrastructure arises wherever corresponding investments pay off.

China has numerous plans for these established shipping routes, including port expansions. Its shareholdings in around 80 port companies—including Piraeus and more recently Genoa and Trieste—support its plans and ensure investments. Why should we take issue with China for pursuing these goals leveraging its position as a leading global economic power? It is not the first country to promote its economic interests with direct investments and financing. Europe, too, should pursue a strategy of developing an enhanced infrastructure to transport freight to and from China/Southeast Asia in order to ensure a reciprocal exchange.

And China’s plan to step up the use of the maritime corridor through the Suez Canal, which shortens transport between China and Central Europe by at least four days compared to the route around Africa, is reasonable and less complicated. The Frenchman Ferdinand de Lesseps completed the Suez Canal in 1869 with precisely this goal in mind.


Nobody denies that the diverse projects of the New Silk Road hold great economic potential; that they would improve the network of connections between Asia and Europe; and that Beijing has a geopolitical interest in pursuing them. China is creating an enhanced infrastructure that will benefit all participants in the global economy. Nevertheless, it would be advisable to evaluate the logistical opportunities with the necessary dose of reality. I would caution against being dazzled by the beautiful visions and the fascinating narrative as it could cloud your vision and lead to using poor judgment and making risky investments.


Bernhard Simon is the CEO of Dachser Logistics
chinese new year

Here’s How Your Business Can Prepare for Chinese New Year Shutdowns

It’s that time of the year once again where Chinese New Year is around the corner and preparations throughout Asian countries are underway. Countries including Korea and Vietnam are also expected to participate in the Lunar New Year celebrations around the same time as Chinese New Year, requiring other global businesses to consider what preparations need to be made in advance to ensure operations aren’t put to a halt.

In a report from Dachser Logistics, it’s estimated nearly 80 million Chinese workers will be traveling to their hometowns to honor Chinese New Year – also called the “Year of the Rat.” During this time, the Chinese manufacturing infrastructure completely shuts down, from businesses to factories for up to four weeks in the region. Dacher goes on to report that this can impact production for up to two months and lists various ways businesses can be impacted:

-All business during Chinese New Year will face delayed production time, as will quotation requests.

-Many workers will not return to their workplace immediately after the holidays, which means previously estimated production times might be extended.

-If orders are placed late, it is possible they will be placed further back in the production line.

-With more than a month’s worth of orders backed up to start with, factories will favor orders from their preferred partners.

“With the upcoming Chinese New Year period, it is a time of many challenges for importers and exports. Proactive planning and preparation are key to effectively navigate and managing supply chain issues that could occur during this time; ensuring that freight is handled consistently and without interruption. At Dachser, we aim to minimize any impact to our customers.” said Guido Gries Managing Director, Dachser Americas.
“We have reviewed the critical steps that are needed to prepare for Chinese New Year with our customers well in advance. This proactive preparation helps to ensure that there is minimal disruption to their global supply chains.” added Gries.
Dachser Logistics is no stranger to effective planning, however. The leading global logistics provider ensures its customers know exactly what measures can be taken to avoid delays, when holiday business hours take effect and how to keep the supply chain running for each anticipated holiday or possible disruption. These tips are as follows:

-Build up adequate inventory, considering a period of up to four weeks after Chinese New Year and even find out if your Chinese source has inventory in non-Asian locations, so you can use other supply chains.

-Inform your forwarder about your priority shipments, in case there is limited space.

-Book shipments well in advance of Chinese New Year.

-Reserve space on passenger flights for shipments that cannot be delayed. The rates are slightly higher, but this measure will keep your supply chain running.

Source: Dachser Logistics

The Netherlands Emerges as Key Supplier of Potato Chips into the UK

IndexBox has just published a new report: ‘United Kingdom – Potato Chips – Market Analysis, Forecast, Size, Trends And Insights’. Here is a summary of the report’s key findings.

The revenue of the potato chips market in the UK amounted to $686M in 2018, dropping by -4.6% against the previous year. This figure reflects the total revenues of producers and importers (excluding logistics costs, retail marketing costs, and retailers’ margins, which will be included in the final consumer price). In physical terms, however, the volume of consumption stood at 197K tonnes in 2018, flattening against the previous year. Over the last five years, the market was relatively stable, fluctuating mildly from 189K tonnes in 2013 to the mentioned level of 2018.

Production in the UK

Potato chips production in the UK amounted to 194K tonnes in 2018, coming down by -3.8% against the previous year. Despite this, the total output volume increased at an average annual rate of +2.5% over the period from 2013 to 2018; the trend pattern remained relatively stable, with somewhat noticeable fluctuations being observed throughout the analyzed period.

Exports from the UK

In 2018, exports of potato chips from the UK stood at 56K tonnes, remaining stable against the previous year. Over the period under review, the total exports indicated a buoyant expansion from 2013 to 2018: its volume increased at an average annual rate of +11.1% over the last five-year period.

The most prominent rate of growth was recorded in 2017 when exports increased by 18% y-o-y. Over the period under review, potato chips exports reached their peak figure in 2018 and are expected to retain its growth in the immediate term.

In value terms, potato chips exports totaled $216M (IndexBox estimates) in 2018. The total export value increased at an average annual rate of +4.0% over the period from 2013 to 2018; the trend pattern generally reflected that of the volume of exports.

Exports by Country

Ireland (17K tonnes), Nigeria (11K tonnes) and the Netherlands (3.4K tonnes) were the main destinations of potato chips exports from the UK, with a combined 55% share of total exports. These countries were followed by France, the United Arab Emirates, Pakistan, Belgium, Germany, the U.S., and Sierra Leone, which together accounted for a further 24%.

In value terms, Ireland ($65M) remains the key foreign market for potato chips exports from the UK, comprising 30% of total potato chips exports. The second position in the ranking was occupied by Nigeria ($30M), with a 14% share of total exports. It was followed by France, with an 8.6% share.

From 2013 to 2018, the average annual growth rate of value to Ireland totaled +1.3%. Exports to the other major destinations recorded the following average annual rates of export growth: Nigeria (-4.3% per year) and France (+17.3% per year).

Export Prices by Country

In 2018, the average potato chips export price amounted to $3,869 per tonne, jumping by 5.6% against the previous year. Over the period under review, the potato chips export price, however, experience a noticeable decline. Over the period under review, the average export prices for potato chips attained their maximum at $5,384 per tonne in 2013; however, from 2014 to 2018, export prices stood at a somewhat lower figure.

There were significant differences in the average prices for the major foreign markets. In 2018, the country with the highest price was France ($5,752 per tonne), while the average price for exports to Ireland ($3,919 per tonne) was amongst the middle-level destinations.

From 2013 to 2018, the most notable rate of growth in terms of prices was recorded for supplies to France, while the prices for the other major destinations experienced a decline.

Imports into the UK

In 2018, potato chips imports into the UK stood at 59K tonnes, growing by 14% against the previous year. The total import volume increased at an average annual rate of +3.2% over the period from 2013 to 2018; the trend pattern remained consistent, with somewhat noticeable fluctuations over the period under review. The growth pace was the most rapid in 2018 with an increase of 14% year-to-year. In that year, potato chips imports reached their peak and are likely to continue its growth in the immediate term. In value terms, potato chips imports amounted to $116M (IndexBox estimates) in 2018.

Imports by Country

The Netherlands (31K tonnes), Belgium (16K tonnes) and Germany (3.7K tonnes) were the main suppliers of potato chips imports to the UK, with a combined 85% share of total imports. Spain, Ireland, France and Poland lagged somewhat behind, together accounting for a further 11%.

From 2013 to 2018, the most notable rate of growth in terms of imports, amongst the main suppliers, was attained by Spain, while the other leaders experienced more modest paces of growth.

Import Prices by Country

In 2018, the average potato chips import price amounted to $1,948 per tonne, going up by 9.9% against the previous year. Over the period from 2013 to 2018, it increased at an average annual rate of +2.2%.

There were significant differences in the average prices amongst the major supplying countries. In 2018, the country with the highest price was France ($5,244 per tonne), while the price for the Netherlands ($1,246 per tonne) was amongst the lowest.

From 2013 to 2018, the most notable rate of growth in terms of prices was attained by France, while the prices for the other major suppliers experienced more modest paces of growth.

Source: IndexBox AI Platform