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.
The soon-to-be-released electronic logging mandate is often depicted as a time bomb that will reduce truck capacity, driving smaller carriers and independents off the roads. There will be some reduction in available capacity once the mandate takes effect, sources tell But in the long haul, expanded use of e-logs and onboard computers, combined with other technologies, will help carriers, large and small, and shippers unlock truck capacity.
I wrote on the topic of additive manufacturing, better known as “3D Printing,” two years ago as industry analysts were heralding its envisioned impact on manufacturing as nothing short of the next industrial revolution. So what happened to manufacturers’ predictions that they’d be making their own widgets on site, and the dramatic sea change that this would have on international supply chains?
From trade deals with Europe and Asia to the situation in Iran, there are any number of pressing international issues, but the one on every U.S. trader’s mind right now is ACE. Unless you’ve been living on a remote island with no connection to the outside world, you know Customs and Border Protection set Nov. 1 as the deadline by which all entries and cargo releases must be filed in its latest computer system, the Automated Commercial Environment.
I’ve always failed to understand the air of suspicion, and the periodic questions national antitrust authorities have raised, about alliances. Alliances are a carryover from the days when container lines enjoyed antitrust immunity. It’s been suggested that there is a “culture of collusion” that could take root within an alliance framework, but the evidence speaks for itself: No market in which collusion is occurring would still be plagued by the pricing volatility we see today.
CSX's Northwest Ohio intermodal hub is essentially a giant classification yard for intermodal containers, with huge gantry cranes serving as the functional equivalent of switch locomotives. Strategically located at an operational node of the CSX east-west network, it serves CSX in much the same manner as an airline hub. Containers are flown from one train to another rather than cars being switched, although flat switching still occurs when the volume of like-destination cars in a train reaches a certain threshold.
The law governing motor carrier (and rail) freight loss and damage was enacted in 1906, the Carmack Amendment to the Interstate Commerce Act. A lot of transportation law has changed since then, but Carmack hasn’t. Its current incarnation reads the same as did the original, meaning judicial interpretations and applications issued many years ago are as valid today as they were when pronounced by the courts.
Rates in the trans-Pacific eastbound trade from Asia to North America are starting to resemble the paltry Asia-Europe and trans-Pacific westbound numbers. Within a couple weeks, we may have three-digit numbers for spot rates for 40-foot containers moving from China-based ports to Los Angeles and Long Beach. I can’t recall seeing rates this low in my 42 years in the business.
The Los Angeles Board of Harbor Commissioners and officials from the port are packing their bags and heading to Chile and three countries in Asia this month to shore up relations with key shipping lines and fruit exporters impacted by the recent 9-month-long labor dispute at the ports of Los Angeles and Long Beach.
On-time delivery guarantees have existed for more than 30 years for express and 17 years for ground service, but the time has come for parcel carriers to put an end to them.
Some of the most pivotal developments in U.S. container transportation, such as the first double-stack train in 1984 and the launch of the first post-Panamax vessel four years later (both APL innovations), helped fuel the rise of West Coast ports as the primary U.S. container gateways. Now we’re witnessing another game-changing development potentially on par with those earlier ones, although for the West Coast the impact is the opposite.