Commentary

It should not take a hurricane to drive home the importance of crisis planning.
Against a favorable economic backdrop, intermodal business has made promising gains this year, and that is likely to continue. 
At what point does it become imperative that a beneficial cargo owner or transportation provider get deeply embedded in the new wave of container shipping technology? And is it too late to start?
Hurricane Harvey’s devastating longer-term logistics effects, which cannot be minimized, will be felt mostly in landside capacity, with drivers and trucks diverted to what will be an extraordinary rebuilding effort likely to last well more than a year.  
The stars are aligning for a big capacity crunch this autumn, and Mother Nature sure is not helping.
Few ocean carriers seem to have any interest in recovering what could easily be millions of dollars in revenue, and saving countless thousands or millions of dollars in internal processing costs.  
A motor carrier cannot be held liable for things beyond its control or knowledge because of some act of the shipper in the loading and/or packaging of the goods.  
Oakland effectively crossed the chasm between the old and new industries, putting it at the vanguard of a transition on the West Coast that will likely see terminal consolidation at Los Angeles-Long Beach, which has 13 terminals across the two ports, and perhaps further consolidation in the Pacific Northwest.  
The wake-up call to the cost of unsustainably priced freight sent by the demise of Hanjin Shipping may be short-lived.
There are several supply chain scenarios where vehicle container shipping deserves to be a bigger part of the logistics discussion.
Port access channels are essential components of ports, dictating the size of vessels that can call there. 
Creating efficient, compliant trade processes is essential for competing in today’s global economy, yet many businesses still struggle to gain control over their customs operations.
An authorized extension of credit to a shipper gives a carrier a lien on a shipment for unpaid past freight charges.  
Differences of only a few percent in terms of the effect of the ELD mandate on capacity could make a big difference in the trucking environment. Even given the uncertainty, it would be a grave error for shippers to assume that warnings of ELD-related disruption are simply another false alarm.