It’s a well-established axiom in the intermodal world that the drayage carrier has always been the low man on the totem pole.
When a company such as uShip links up occasional shippers with carriers for moving larger-than-parcel items, are there legal pitfalls? Is it acting as a freight broker?
Accelerating freight growth is raising questions about capacity at North American ports, the truckload market and other troublesome bottlenecks.
Columnist Jerry Peck identifies the five most popular business departments responsible for trade compliance.
Cyber-warfare. The word causes shudders throughout the e-tailing business, and you need to look no further than Target, Michaels and Neiman Marcus for the latest examples of significant consumer data theft.
A shipper finds one of its brokers is factoring its receivables. What would be the shipper’s defense if it pays the factor, the broker doesn’t pay the carrier, and the carrier demands payment?
To improve profits, carriers need to put down the big trailers and deploy straight trucks in pickup and delivery operations.
The Panama Canal expansion has triggered some serious consideration about a port’s place in the new world order of larger ships and the place of its neighbor(s).
What are shippers really willing to pay for? Better documentation? Better customer service and problem resolution?
The driving public may not know it yet, but its sustained desire to eliminate the risk of fatal truck accidents is leading inexorably to a future of automated trucks on U.S. highways. Jarring as that may seem, it’s not a bad thing at all. Everyone will be safer, and the business benefits will be huge.
The U.S. maritime industry is experiencing two trends — one promising and the other much less so. How the industry and the federal government craft a policy and implement it to harness shipbuilding momentum and aid the ailing Merchant Marine will determine whether the so-called rising tide does indeed lift all boats.
Yesterday was gray, gloomy and rainy in Newark, New Jersey — just the kind of day Conrad H.C. Everhard would have picked for a luncheon in his memory.
These are heady days for Hamburg, with its home carrier Hapag-Lloyd on the verge of acquiring the Chilean line CSAV’s container assets to leapfrog a couple of Asian rivals into fourth place in the global rankings just five years after it was rescued from a near-certain bankruptcy and a humiliating takeover by Singapore’s Neptune Orient Lines.
It’s easy to get carried away in building extra time into supply chains in the chaotic environment of 2014. Fear of disappointing customers just once can lead to overly cautious transit time assumptions.