Unlike McDonald’s, where a Big Mac is the same wherever you go, services provided by ocean carriers are anything but uniform, and that leads to much of the chaos we see today at terminals and inland points when it comes to first- and last-mile operations.
ACT Research sees an increase in active truck capacity this year, in terms of the numbers of Class 8 tractors, the first since 2007 — good news for shippers.
James B. Rice Jr. and Kai Trepte
Contract negotiations between the International Longshore and Warehouse Union and U.S. West Coast waterfront employers are shining a light on the integrity of the U.S. ports system.
For those who haven’t been paying attention to TransForce, Canada’s largest trucking operator, it’s time to start.
Executive Editor Chris Brooks discusses what shippers are seeing, as revealed in recent surveys.
If there’s one thing Americans can agree on, it’s that we have a vast infrastructure deficit.
Lawrence J. Gross
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.
Susan Kohn Ross
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.
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