Commentary

Commentary

Today's intermodal customers seem on the verge of a similar entreaty to the Dickens character Oliver Twist: They're virtually begging for more capacity, more service and more pricing.
From transportation to communications and technology infrastructure, investments in building, maintaining and upgrading the systems that keep the U.S. economy moving are vital to long-term success. Although the United States’ physical infrastructure is impressive, it’s aging. Investing in maintenance and expansion is critical.
Changes made in National Motor Freight Classification by the Commodity Classification Standards Board won’t likely impact the filing and processing of damage claims by shippers, so don’t panic.
Last year’s story for the Class I railroads was one of higher volumes and changing traffic mix. But this year, volume is down. The big 2014 growth drivers that ostensibly helped create the congestion are notably absent this year, with a collective 4,600 fewer cars of these commodities being originated over the last few weeks versus 2014.
The law pertaining to importing goods into the United States might seem dry — until your goods aren’t allowed into the country, costing you or your customers money and time.
Ports, transportation and logistics providers, temperature-controlled facilities, and software and technology solutions comprise the fundamental network that supports the global cold chain, and we’re seeing exciting new innovations and applications taking place within each of these segments to build a truly integrated cold chain.
Mexico plans to inject $5 billion into the nation’s ports to keep up with growth in demand. But more interesting is that Mexico’s investment is part of a broader approach to manage and expand Mexico’s ports as a system. “We think the ports work in a better way if we use them as part of a logistics chain,” Guillermo Ruiz de Teresa, general coordinator of Mexico’s ports and merchant marine fleet, told the AAPA’s annual spring conference in Washington last month.
By failing to act forcefully on controversial detention and demurrage charges during recent spikes in port and terminal congestion, the Federal Maritime Commission missed a golden opportunity to be relevant.
After a motor carrier's rollover accident damaged freight, a broker needs advice on damage claims. Even though a bill of lading was prepared with his name shown as shipper, he isn't the owner of the goods.
A leading retail industry consultant suggests the nearly year-long stretch of disruption and uncertainty tied to the recent West Coast longshore labor standoff wasn’t just a minor event in the minds of those companies. Wanting to “de-risk,” shippers may alter their supply chain plans, bypassing the West Coast as much as they can.
The recent deaths of hundreds of refugees at sea is potentially game-changing and may at last spur all European Union member states to take the urgent collective action needed to prevent further massive loss of life at sea.
A customs broker should make certain its name is reflected on the documentation, by whatever name you choose to call it, only as agent for the beneficial shipper and not as principal. That should suffice to insulate the broker from any lawsuit that might be brought in connection with the inland domestic movement of a shipment.
In the past several months, the Port of New York and New Jersey and other ports along the East Coast have experienced record cargo growth due primarily to containers routed here from the West Coast. This growth has led to challenges in how we handle the increased volume on the land side, which we are working on collaboratively with various stakeholders including terminal operators, trucking companies, chassis providers and public safety to address.
It should be no surprise that executives at FedEx and UPS would be fed up with the false reports of their business model being disrupted by developments with app-based, Uber-like models for same-day and next-day delivery of online retail orders.