The election of Donald Trump may have rattled global markets, at least temporarily, but shippers at the JOC Inland Distribution Conference the day after the election were cautiously optimistic. They were certainly cheered by the president-elect’s promise of $1 trillion in infrastructure spending. 
Recent industry comments suggest carriers are being cautious in ordering new capacity — new ship orders are down substantially versus 2015 — and also will be cautious on capacity as alliances roll out their service networks. This is leading a number of observers to suggest that the container market gradually may be returning to equilibrium.
Anyone paying attention to rail carload data would conclude from the year-over-year losses that it’s a difficult market, but hidden in the figures is a story of improvement.
Without meaning to make light of the outcome of the presidential election, we all need to take a breath and pause. 
It will be interesting to see what concepts come out of the McMillon Family Retail Innovation and Technology Lab, as well as what impact this growing segment of technology — combined with its influence on the shopping behavior of millennials — could have on future logistics and distribution models.  
Contract extension talks between the International Longshore and Warehouse Union and the Pacific Maritime Association must address productivity issues in a serious way so US West Coast ports get somewhere remotely close to the efficiency at other major ports in the world. 
Section 7 of a bill of lading protects the shipper. A shipper’s execution of it is basically meaningless on a prepaid shipment.
An educated guess on value of imported produce, without reconciliation later being filed to reflect actual sales values, could land fruit and vegetable importers in Customs’ hot seat. 
There are many things needed to be successful in the trucking business, and finding good flatbed loads is one.  
For shippers, adjusting to the new wave of ocean carrier consolidation comes in degrees, all related to the level of disruption it causes. 
Global container shipping will never be the same after this year. The industry many of us have spent a career toiling away within, is gone. Or at least aspects of it are — the names, the companies, the cultures, but, of course, not the tonnage.
There’s no legal obligation — under either common law or commerce law — on anyone to draw a payer’s attention to an overpayment. So long as the carrier is refunding them on demand, it’s well within the law.
 Shipping companies ought to venture into unchartered waters and make the market happen.
What do shippers and container lines really want, true collaboration that helps to solve problems, or to pay lip service that sounds good but has no bite?