Commentary

The Port of Oakland looked to an old recipe for success in the unprecedented crisis caused by the failure of Hanjin Shipping: teamwork.
For cities looking to tap into the $1.95 trillion US export market, there are a few key characteristics that will provide a solid foundation for building an exporting industry.
The hybrid airship is an aircraft that is nearly the length of a football field and requires no supporting infrastructure is capable of delivering up to 500 tons of supplies and equipment to the most austere locations imaginable and at a price point roughly equivalent to that of a truck on a dirt road. 
The new healthy eating trend and Panama Canal expansion, coupled with technological port advancements and a modernized supply chain network, created the perfect storm that helped carve out an opportunity for refrigerated cargo growth in the South.
The logistics industry is one of the worst performing when it comes to implementing annual price increases with their customers.
There are no negative consequences to the shipper for its container missing a ship. For the ocean carrier, the costs are huge.
Speaking at the JOC Container Trade Europe Conference in Hamburg, Rolf Habben Jansen, CEO of Hapag-Lloyd, set back his forecast for a “degree of recovery” in the container shipping industry another 12 to 24 months.
The failure of Hanjin Shipping has raised profound questions regarding the risks of ocean container transportation in corporate boardrooms throughout the world.
The growth of intermodal has been dramatic over the past 20 years, and the attractiveness of insourcing is undeniable. 
A bill of lading is a legally binding contract, and the consignee becomes party to it, and bound by its terms, by taking delivery of the shipment. A carrier has every reason to look to the consignee for its money.  
Container lines seem to not have learned the most important lesson from the collapse of Hanjin Shipping and all indications suggest they will squander this opportunity to align supply and demand.
It is a known fact that a significant portion of fuel spent by trucking companies is due to idling, but that cost can be seriously reduced if idling allotments are based on ambient weather temperatures.
Data point to NVOs as a group being clearly more nervous about Hanjin than BCOs were in the months leading up to the collapse of Hanjin Shipping. This would make sense because being close to the market is a full-time job for NVOs. It’s what they do for a living. 
For ocean carriers, Hanjin’s demise might just be the event that tilts the playing field back in their favor for the first time since 2010.