Commentary

Commentary

The impact of the $75,000 bond on smaller motor carrier brokers has been immense, a reader says, and many have been forced out of the industry by the cost involved. Is the brokerage industry simply stuck with this “unreasonable requirement?”
With the expanded Panama Canal set to open in a year and shippers frustrated with West Coast delays, Florida is pitching itself as an international container import gateway. But the Sunshine State faces fierce competition from Southeast rivals.
When BNSF Railway ceased intermodal service at its Fresno, California, ramp in December, the change neatly encapsulated many of the North American intermodal industry’s challenges.
A customs broker issues delivery orders for shipments in which it isn’t involved in the final delivery arrangements. How can the broker protect himself from any potential lawsuit from a carrier if freight charges are not paid?
There are plenty of factors that contribute to tightening truck capacity and rising transportation costs, but one of the most overlooked is the lack of adequate truck parking. Shippers need to be part of the solution.
Mexico’s low wages, free-trade savvy, and infrastructure and logistics upgrades have been well-documented in JOC coverage over the past decade. What we haven’t documented until now is how the United States’ NAFTA partner has transformed from a backwater country known for its poverty, corruption, drug cartels and tourist attractions into the world’s seventh-largest auto producer, the second-largest U.S. auto supplier, and a rapidly growing manufacturing center for white goods and aerospace products.
As ships get bigger and productivity fails to improve, the industry is digging itself into a hole from which it is increasingly difficult to escape.
The last two surface transportation authorization laws, President Obama’s recent surface transportation proposal and other plans to use one-time revenues to prop up the Highway Trust Fund have one thing in common: They all left or would leave the HTF in worse financial health after the bill expires than it was in before the bill was enacted.
The nine months of negotiations between the Pacific Maritime Association and International Longshore and Warehouse Union and concomitant congestion leading to so much misery for so many cargo interests and logistics service providers made the 2015 TPM Conference a highly anticipated event.
Intermodal service is sliding back downhill, and things could get worse if federal regulators slow down crude oil trains, a move that would take velocity out of the entire network.
The Port of Oakland was recently quoted on JOC.com as saying, “Cargo is moving and the backlog is shrinking.” Such a statement doesn’t tell the complete story and causes a great deal of confusion and resentment on the part of cargo owners.
Less-than-truckload growth accelerated in a big way in 2014 as total market revenue grew 7.5 percent to a record $35.4 billion. After years of losing share to parcel and truckload carriers, it seems the LTL industry is finally regaining some of its old business.
Truckers, its time to link up the entire East Coast. This port transportation business has gotten completely out of hand. The actions of today's intermodal management are much more vicious than organized crime. Forcing truckers to play by impossible rules while working for the lowest of rates anywhere within the trucking industry is breaking labor laws, inhuman, reckless and in many cases considered theft by deception.
As thousands of logistics executives from around the world filled the halls of the Long Beach Convention Center over a three-day period for the 15th Annual JOC TPM Conference this month, I couldn’t help but flash back to the first TPM in 2000, when there were about 300 of us in attendance. In those days, the JOC was a daily newspaper delivered to my front door.