Commentary

The peak season e-commerce volumes of one year have become the “new normal” for the subsequent year.
Canada's port productivity metrics provide a potential guide to the United States. 
A carrier is always liable for loss or damage to goods in its custody, and there are many ways for a shipper to satisfy his evidentiary burden of showing that pilferage happened while the carrier had the goods.
Bradley Jacobs stands out among the more recent leaders and entrepreneurs for doing something many freight transportation executives and observers viewed as unrealistic.
Four weeks into the Trump administration, it appears the trade rhetoric of the campaign may well find expression in actual policy.
It will be interesting to see whether a Trump-like social media missive from Florida Gov. Rick Scott will have any impact on federal funding for his state's ports. 
Concern is growing that major US gateways won’t be able to handle the overnight changes that will occur at marine terminals when new ocean carrier alliances take effect on April 1. A new bout of congestion is potentially just weeks away.
Consider the implications for a US-based business if legal documents, business communication, and advertising had to be translated into Swedish in Minnesota, Spanish in Arizona, and Dutch in Pennsylvania.
A shipper needs to allow a motor carrier 120 days, by US law, to dispose of a damage claim.
With nearly a fifth of the world’s population but only 13.5 percent of its Internet users, India remains an interesting case for e-commerce companies looking to tap into the rapidly developing market.
US importers setting up meetings around the 17th Annual TPM Conference are getting hit with a barrage of mixed signals, complicating their appraisal of just how much power they’ll have in trans-Pacific service contract negotiations. 
The spot rate is a psychological element for container carriers and shippers engaged in the early stages of trans-Pacific service contract negotiations. 
Amid problems of port congestion and inefficiency at US ports, and the structural difficulties of changing well-established practices in the face of shipping overcapacity, are bright rays of light that indicate progress is possible even under adverse conditions.
Reforms to the PierPass program at the ports of Los Angeles and Long Beach are being considered as complaints need to be addressed. But whatever happens, the core achievement of PierPass can’t be undone. It’s too late for that.