While disputes between trucking companies and marine terminal operators over turn times may be nothing new, the excuses for inefficiency have gotten old. While we have argued and pointed fingers, cargo volumes have increased, congestion and gridlock has continued and the outside world looks on, wondering when this industry is going to get its act together. We would suggest, it’s time to try something new. Instead of excuses and finger-pointing, let’s try cooperation.
Amid the deluge of year-end statistics highlighting the yawning economic gap between the European Union’s more solid northern member states and its debt-stricken southern half there’s one that looks, at first glance, like a mistake — container traffic.
Forget the economy, there’s a new threat to growth in global trade and to the manufacturers that produce it, the retailers that import it and the carriers that move it.
Transportation of marijuana may remain illegal under federal law, even between states where it has been legalized, but is it legal to transport it in intrastate commerce within those states?
What prompted a headline 20 percent drop in the U.S. to China trade last year?
The next big crisis affecting U.S. ports and shippers is rapidly taking shape.
Interesting developments already are emerging just a month into the new year. Drewry started 2014 quickly by reporting that fewer than half of the global container carriers made money in 2013.
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.
Adriene B. Bailey
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.
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