Commentary

Does a mismatched seal number on a trailer give a shipper the right to hold a carrier responsible for damages?
For a fortunate number of you, 2014 will be the year you finally get that Global Trade Management system you’ve been pleading for. If so, you’ll quickly find that preparing for the implementation isn’t for the faint of heart.
The latest earnings from UPS reveal two trends that might at first seem contradictory: e-commerce is growing in leaps and bounds globally, and customers are choosing to defer delivery on packages to get greater savings.
President Obama is right to recognize the need for new trade promotion authority and other resources to promote more exports. But he and Congress should not overlook some simple steps that would also help to remove obstacles that currently keep America’s Foreign-Trade Zones — a shining exception to the sluggishness of the overall export economy — from doing even better.
When analyzing the P3 Network, one should look closely at what the world’s three largest carriers have put together and not at Maersk Line, Mediterranean Shipping and CMA CGM in totality.
You may not have watched the 2014 State of the Union address by President Obama and, if you did, you may have missed his announcement that he would be introducing new fuel efficiency standards for trucks in the coming months. (It came around 35 minutes in.) The announcement was indicative of the significant changes that should be, can be and already are being made to the fuel efficiency, and hence emissions levels, of freight trucks in the U.S.
Despite the economic uncertainty the U.S. has experienced since 2008, domestic intermodal traffic in North America is growing robustly. Overall year-over-year volume growth through August 2013 was a healthy 6.8 percent. Domestic containers continue to see conversion from trailers in rail service — growing 9.7 percent, while trailer volumes shrank 2.9 percent, according to the Intermodal Association of North America, Yusen Logistics estimates and TTX fleet size data.
Like death and taxes, it seems certain that wrangling between trucking companies and marine terminals over truck turn times will always be with us.
The ‘giant sucking sound’ of jobs moving south that Ross Perot so famously forecast would be NAFTA’s calling card isn’t the case at all 20 years after the agreement was enacted.
Growth in U.S. containerized imports will accelerate this year thanks to an improving labor and auto market, a resilient manufacturing sector and expected gains in the value of the U.S. dollar as the Federal Reserve begins to taper its massive quantitative monetary stimulus. This acceleration hinges upon the major assumption that another debt-ceiling crisis will be avoided.
Third-party logistics had a better year than President Obama in 2013, but that’s not saying much. Gross revenue topped $150 billion for the first time. All market segments showed growth, with domestic transportation management leading the way. Overall net revenue growth was 4.9 percent.
As the 2014 TPM Conference approaches, the rumblings of change in the container shipping world are growing louder. It shouldn’t be surprising. How long can an industry that has averaged a 1.7 percent profit margin over the past 15 years, according to Seabury, not be ready to break out into a new business model? But people have been saying that for years. The difference is that now things may actually be starting to happen.
As industries move into a new year, organizations are going to see new growth opportunities and new forms of value with Internet of Things (IoT) solutions.
More than 12 years have passed since INTTRA delivered a shipping portal that made multicarrier electronic shipping available to shippers around the world. Other solutions have also emerged, yet many ocean shippers still choose to ship manually by calling, e-mailing and even faxing carriers.

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