Kansas City Southern Railway’s Pat Ottensmeyer is making a pitch that could alleviate the pain some importers are feeling at the ports of Los Angeles and Long Beach — advising shippers to divert shipments bound for the U.S. Gulf region away from the congestion-wracked San Pedro ports to Lazaro Cardenas in south-central Mexico.
Despite what looks like minimal impact on binational cross-border trade, the inability to put to rest the issue of Mexican trucks serving all of the U.S. should serve as a national embarrassment.
The disruption this week showed how little the assurances that had been duly repeated in joint PMA-ILWU press releases all summer were actually worth —nothing.
U.S. ports are suffering from slow reaction time to what in essence is growing global trade. Ships must be bigger and more efficient. Ports and terminals have to catch up, and as quickly as possible. That won’t be easy, but it’s necessary.
There are a number of ideas to solve the congestion overwhelming Los Angeles-Long Beach and ports nationwide, but it will take cooperation from all stakeholders to bring about true progress.
Port congestion causes delays and increases transportation costs that hurt our economy. Resolving the consequences of congestion is especially important to keep pace with the growth in international maritime trade.
A salvage company accepts goods prepaid, but then is pressured by the carrier to make the freight payment. Who is liable for the charges?
The world is full of dreamers like Malcom McLean that can change the logistics world. So, to fix the congestion surrounding Los Angeles-Long Beach, I am announcing today that I am going to open my own port!
The largest container gateway in the Americas has been severely disrupted in recent months. It’s worth exploring what the root causes might be and how the port complex can get through this episode and return to normal operations.
As a way to drive efficiency and reduce costs, manufacturing and distribution companies are on a mission to get lean. One way they’re doing so is by optimizing and reducing inventory levels across the supply chain. A frequent problem, however, is a lack of involvement among distribution center heads when making the decision.
Tucked away in a recent report from Drewry Maritime Research on the inexorable decline of the refrigerated breakbulk fleet was a conclusion that specialized reefer carriers are increasingly using containers in their operations.
Conventional wisdom held that 2015 would represent the end of the five-year wave of ship deliveries. But there seems to be no slowing carriers’ drive for ordering the ever-larger vessels.
There are some very real Halloween dangers in our industry, with some having one thing in common: They represent goods shipped to the U.S. from a foreign country. Fortunately, we can be thankful that Customs and Border Protection is keeping watch.
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