Drayage

Shippers may find that the cost of operating a new chassis could be lower than that of an ostensibly cheaper refurbished or aging chassis over the long run, once fuel consumption and maintenance are taken into account.

Inland container depots (ICDs) are responsible for stuffing and unstuffing export and import containers on their premises. If Bangladesh does not add more ICDs, cargo delays and missed shipments are likely to increase at/near Chittagong Port.

DP World said the longer truck turn times are infrastructure upgrade-based, but truckers argue they are a reoccurring problem.

The transaction completed through RoadOne’s holding company — Bright Light Partners — will increase the company’s overall size to 1,600 drivers in 60 locations throughout the United States.

Non-vessel operating common carriers are signing exclusive deals with chassis providers, counting on these deals to offer shippers more reliable service at a lower cost. Truckers are worried that these restrictive contracts will increase chassis splits and shortages, which they consider a colossal waste of time.

Global Container Terminals Canada said its Vancouver pilot project that will test a flat-fee model during the day and night shifts is designed primarily to reduce gate congestion by reducing truck bunching during shift changes and encouraging more dual transactions.

Chassis splits — when a trucker is diverted to a second location for a chassis — are not new, but shippers and trucking companies are concerned about how these chassis shortages and splits throw off delivery windows, hours of service, and costs.

US beneficial cargo owners (BCOs) unable to arrange inland transportation are considering a new option — signing long-term contracts for dedicated drayage.

Truckers are unhappy with the administration of a key port productivity program at the Port of Jawaharlal Nehru and are refusing to work.

The system's “interoperability,” which proponents argue will improve equipment utilization and allow a trucker to use any chassis between any start and stop location in the port area, is designed to aid terminal fluidity — a pivotal performance metric, as mega-ship calls pressure the gateway.

US shippers’ challenge in securing drayage capacity has eased since the peak eight weeks ago, but tightness persists in selected regions, and there are signs of more near-term difficulties.

Chassis support facilities are part of a larger trend, certainly on the US West Coast, to repurpose properties that may not be suitable for marine terminals for ancillary functions. Moreover, the ultimate goal, if achieved, would represent a business model advance for the sector.

The federal agency declined to elaborate on the identity of the beneficial cargo owners that issued these complaints or which ocean carriers received letters sent out on April 20.

Beneficial cargo owners and truckers in Los Angeles may experience improved cargo velocity and reduced gate congestion if a large container drayoff facility to be piloted at the Port of Los Angeles proves to be successful.

Capacity problems abound on land and in the air, and experts say many of the solutions are the same, including earlier planning and sharing of forecasts by shippers.

PierPass has its supporters and detractors, but port users agree that the largest US gateway could not handle 17 million TEU per year without a regular schedule of night and weekend gates.

The latest LA-LB metrics show that extended gates, appointments, and improved cargo-delivery processes are working despite record volumes.

The US trucking community has officially launched a digital platform that, if successful, would quicken the supply chain by creating a network of draymen capable of moving containers in a more efficient manner.

Acknowledging chassis dislocation in Chicago this winter due to train delays, the company plans to move up to 1,600 chassis from the south Atlantic and Northeast to compensate.

The rapid progress of a $500 million upgrade at the Port of New York and New Jersey's Port Newark Container Terminal could attract shippers that are closely focused on speed and efficiency in getting containers in or out of a terminal, especially regarding boxes moving by rail.

Although not limited to Chicago, the top US freight hub has been cited for the most severe gridlock and so much drayage demand that some motor carriers will not accept new customers until April.

Harbor truckers across the United States are increasing their drayage rates for beneficial cargo owners and shipping lines, due to increased driver and staff costs, driver shortages, congested marine terminals, and the electronic logging device requirement.

Northwest Seaport Alliance reahes compromise deal with owner-operators.

The creation was propelled by need: the supply from chassis providers has not kept pace with the explosive growth at the region’s ports, a Georgia official said.

Virginia is the latest US port to introduce appointment systems for truckers as marine terminals try to better handle the import surges caused by mega-ship calls.

Expected and unexpected challenges have marked the start of the electronic logging device mandate era — magnifying shipper concerns about inadequate truck capacity and rising rates.

Truckers seek “dual transactions,” or revenue moves in both directions and at LA-LB, technology will play a key role in achieving that goal, which will also reduce turn times — getting cargo to its destination quicker.

Beneficial cargo owners see the advantage of warehouse space closer to the port, but that locale is not without a downside.

Extended, frigid weather and high freight demand have collided in the US heartland’s freight hub, squeezing an already tight drayage market.

Nearly nine years after ocean carriers began transferring their chassis to lessors, beneficial cargo owners, truckers, and other supply chain participants are still wrestling with issues of cost, control, and choice, amid a fragmented system.

The prohibition of engines dated 1994 or 1995, replaced a proposal that — until it was pulled two years ago — would have banned more than 4,000 trucks with engines dated 2007 or older.

“The question is how to pay for them.”

The Teamsters said it hopes the vote will lay the groundwork for other victories in the union’s uphill, decade-long effort to organize US port drayage.

The ports and their stakeholders are using big data and data sharing to drive process improvements for trucker appointments, chassis management, and extended gate hours.

Providing a smooth pick up and drop off of chassis is seen by port stakeholders as key to the port’s future efficiency.

Truckers who last week had complained of delays they said had stretched to several hours in some cases said the terminal now is turning around trucks in less than 90 minutes.

A time slot booking system has been launched at Hamburg as the port tries to smooth out the spikes caused by increasing mega-ship calls.

Truckers in LA-LB, and increasingly at other ports, are charging beneficial cargo owner customers for excessive time their drivers spend at congested marine terminals.

The competitive service contract market has required major international carriers to make chassis available to many customers, despite carriers' vision to end chassis provision.

Hundreds of containers are stranded at the terminal and off-site yards.