A bill of lading is the contract between the shipper and the carrier, and if the contract shows the carrier received 2,285 cartons and delivered 2,285 cartons, the carrier has discharged its responsibility in full.
Although Hillary Clinton and Donald Trump propose to give to the U.S. transportation sector with one hand, they may be taking away with the other. Infrastructure is a front-and-center issue in the U.S. presidential campaign. But the near-term effect on the issue of free-trade agreements could be chilling.
A staunch advocate of the maritime industry and the Port of Baltimore in particular, Helen Delich Bentley crashed through a glass ceiling in a male-dominated sector, not only demanding respect but letting anyone who showed a lack of it know.
It is imperative that the leadership of cargo airlines adopt new strategies and thinking to ensure that their businesses remain relevant and profitable in the future.
Service reliability has improved and there is talk to avoid port labor problems, but profitability seems to be lacking in the container shipping industry.
It’s important for motor carrier brokers to present the legal realities to its shippers up front so that setoff problems don’t arise.  
An openness to new processes and technology will determine which 20th century logistics providers survive and thrive in the 21st century.
Productivity data, when done right, can improve cargo visibility, availability and velocity.
The push-back by members of the Port Performance Freight Statistics Working Group to make recommendations on how to monitor port productivity is an insult to shippers that have little, if any, control over whether labor, terminals and railroads come together to curb port congestion.
The knowledge of local needs and practices make foreign distribution partners a valuable asset to gaining marketing share for companies operating internationally.
Railroads have effectively dealt with the changes roiling our international trade patterns.
Unless a shipper’s bill of lading form provides for claimants to recover “administrative expenses” incurred in connection with filing claims, the claimant has no right to add a thin dime to its actual damages.
Struggling with soft demand and growing competition from container, bulk and roll-on, roll-off carriers, the operators of multipurpose carriers with something special to sell will be the ones likely to survive.  
Any further improvements to the U.S. container security regime need to embrace the principle of risk-assessment versus blanket physical inspection. All the latter will do is drive up cost, create supply chain delays and uncertainty and undermine competitiveness.