Commentary

A California policy directive will impact everyone that handles or receives domestic and international freight including warehouses, distribution facilities, airports, ports, trucks, railroads, manufacturers, agriculture, retailers and final mile delivery.
Typically, once a U.S. longshore negotiation is settled, the affected ports revert to a state of normalcy despite whatever disruption occurred during the talks. U.S. West Coast negotiations over the past 20 years have never been without disruption but were always followed by near-normal operations that lasted in some cases for years. The six years leading up to the June 30, 2014, expiration of the recent agreement between waterfront employers and the International Longshore and Warehouse Union saw only sporadic disruption. But there is a difference between then and now: The current agreement reached on Feb. 20 failed to resolve all issues and one in particular — chassis maintenance — stands out as holding the potential for sparking further disruption and uncertainty for shippers.
There will be a peak season, a little later than normal in the trans-Pacific, perhaps, and carriers could indeed reap the benefits of higher pricing.
As Americans prepare to celebrate workers and their contributions this Labor Day, now is the perfect time to highlight the importance of improving our highways for the sake of our nation’s prosperity.
Comparing trucking related deaths to domestic airline related deaths is like comparing apples to oranges.
The container shipping industry is nearing that tipping point where several carriers are going to get out because they have no real choice, or those that can will sell or merge. The financial communities aren’t anxious to get involved further, and the government entities involved are seeking what they hope to be viable alternatives.
How Beijing’s double dose of news in recent weeks — reportedly ordering a merger of state-owned Cosco and China Shipping that would create the world’s fourth-largest container shipping operator, followed by a stock market-rattling devaluation of the Chinese currency — plays out not only could dictate the course of trade and how it moves for the foreseeable future. It also might be the springboard to much-needed and long-awaited container shipping consolidation that could bring stability to oceanborne transportation providers sorely lacking it.
A motor carrier has filed a lawsuit against a shipper after it was not paid for its services. The shipper did pay the middleman broker, but the broker never forwarded payment to the carrier, and has since disappeared. What is the best road for the shipper to take? Go to court? Make a second payment? Negotiate a settlement? Read on.
The turbulence sweeping global stock markets during the past few weeks is a belated recognition of what people involved in supply chains, including container shipping, have known for a while: Apart from a few bright spots such as U.S. imports, growth globally is slowing, in large part because of the slowdown in China, and with it has come growing overcapacity and heavier rate pressure in global container markets.
If you're thinking about starting a freight brokerage business or evaluating whether it's worth increasing investment in your existing company, there are three main reasons why it makes sense.
Legal though it may be to exercise set-off without even giving a motor carrier a chance to respond to your claim, it is arrogant and just plain rude. And it can get you into trouble.
The trucking industry has been clamoring about impending doom from industry regulations and the persistent shortage of qualified drivers since the end of the economic recession in 2010. Inability to add capacity and skyrocketing operating expenses are the two most often cited outcomes resulting from these industry changes. Although the long-term impact of these developments is yet to be determined, however, carriers’ second-quarter earnings show the gloomy scenarios aren’t affecting the bottom lines of the largest carriers.
On the putting green, the golfer who putts last has the advantage of watching his predecessor "show him the line." There is valuable information to be gleaned if his attention is focused on the details. For instance, he can determine many uncontrollable factors like the speed, slope and characteristics of the green that influence the ball. He must have knowledge of these details in order to determine the ball’s path and the power of his stroke once he is over the ball.
UPS's acquisition of Coyote Logistics is just the latest in a rash of acquisitions by asset- and non-asset-based service providers looking to offer end-to-end supply chain solutions, on the North American and international stage and in an increasingly complex market that requires the precision only technology can provide.