Commentary

We simply cannot begin to have a meaningful dialogue about throwing out the billions of dollars in technology investment made over the past 20 years if we cannot measure the benefits of doing so by embracing a new technology.
The problem is growing especially now because the logistics industry is changing.
The trucking capacity crunch is revealing the extent to which available capacity is out of reach for many shippers who need it.
A survey of the history of the Journal of Commerce through the 190-year backdrop of shipping and global events grounds the whirl of the present.
If a shipper bars the driver from observing the loading and seals the trailer without giving him or her a chance to check the load, the shipper is going to be legally liable if defective loading, stowage, or securement results in a highway accident.
In September, Customs and Border Protection (CBP) made clear how far the consequences for failure of CBP bills can reach.
It can be easy to ignore the long, winding road that lies ahead before driverless vehicles and predictive alerts to shippers on potential disruptions are the standard.
Ocean carriers’ vision to end the practice of providing chassis to customers in the US market has not succeeded. 
Opinions on digital forwarders range from “industry disruptor” to “tempest in a teacup.”
The regulatory environment has created additional risks in the transportation of refrigerated food supplies and a need to invest in new technology.
It is unfortunate that far too many shippers do not recognize the difference between doing business with a broker and doing business direct with a carrier.
In 2010, Maersk announced it would no longer offer chassis as part of its service.
Shippers want improved services and many options, but few beneficial cargo owners want to pay for it. Mediocre-to-poor services are acceptable to many, and it gives them something to complain about. 
It appears very possible that in the near term, domestic container fleet capacity will be exerting a downward effect on domestic intermodal numbers, and some potential volume could be left on the highway.