Annual Review and Outlook

Too often, costly investments in infrastructure and technology are viewed as the only ways to accelerate the movement of trade. If not supported by appropriate policies and procedures, the return on these investments will not be maximized. Many efficiencies can be gained, however, by building partnership programs that do not require such investments. In particular, Trusted Trader or Authorized Economic Operator programs, have become increasingly critical on a global scale.

Looking back on 2014, we can see a number of clear trends: the continuing increase in the size of ships, with accompanying rationalization; freight rates under pressure; a commercial climate that is not stable enough with the pressure of rising costs and higher customer demands, changes in the energy market, and so on. These trends pose a number of immediate challenges for 2015.

For 2015, America’s freight rail industry’s most pressing issue in Washington is to maintain the current economic regulatory structure. Upsetting that balance would result in less money for rail companies to invest in the nation’s freight rail network — at a time when demand is increasing for expanded capacity to accommodate the recovering economy.

Stasis is the enemy of progress, and political paralysis is deadly for trade policy. I hope the trade community no longer accepts political paralysis in 2015.

As we start 2015, the question for international traders is how much more can change? Put another way, what will happen next?

The second half of 2014 saw strong air cargo demand driven by a number of technology releases and the overall rising consumer confidence in the European Union and U.S. To sustain prolonged periods of air cargo success in subsequent years, however, the industry must address some key issues.

As we contemplate what 2015 may bring to air cargo, there is a refreshing change in perspective from recent years: Nearly all of the industry’s economic indicators are positive.

The growth of e-trade is already having a big impact on our industry, and this will continue this year. We will see a larger number of smaller shipments, and many new (and often inexperienced) shippers will emerge. The e-trade trend will lead to more direct shipments to consumers, and this changes the business dynamic for air freight.

As facilitators of trade, freight forwarders believe that the wealth of nations and their people can only grow if international trade grows, and if international organizations work to eliminate barriers, cut red tape and improve connectivity by encouraging investment in infrastructure for trade.

The recent 2014-midterm elections have changed the political face of the U.S. Congress for the next two years while also creating opportunities for the forwarding community. The new year will likely bring a new attempt at providing Trade Promotion Authority to the president, allowing the administration to pursue two vital trade agreements, one with the U.S. and Asia-Pacific nations and the other with the U.S. and the European Union.

2014 was unprecedented in the number of potential regulations tumbling around in the U.S. regulatory machine, but there’s more to come. Here’s a look at what to expect in the coming year.

Florida East Coast Railway’s net loss in the third quarter fell to $596,000 from nearly $2.6 million, as freight revenue rose 6.5 percent but labor and capital costs expanded as well.

The Canada is expected Tuesday morning to introduce legislation relating to a government report that highlighted shortfalls in freight railroad service. It’s not clear what the amendment to the Canada’s Transportation Act entails. The Freight Rail Service Review, released in 2011, found two-thirds of surveyed shippers lost money because of poor service. Canadian Pacific Railway and Canadian National Railway have since made improvements, but some shippers argue the changes haven't gone far enough. The Coalition of Rail Shippers, a coalition of 17 shippers associations, wants the government to set a minimum level stand of services and to provide arbitration when mediations between carriers and shippers fail. The rail industry contends such a measure could push them into unfair contracts that would disrupt their networks, resulting in poorer overall service. The legislation would likely affect bulk shippers, not intermodal customers.

The transportation industry is chaotic and confusing. We read daily that the ocean carriers are still bleeding.

Expectations for the leadership of logistics companies to deliver results are as high as ever.

With the proliferation of mobile applications and technology, logistics companies and their customers are quickly adopting this new way to access real-time information to enhance supply chain function

The most important change expected in 2012 by the U.S.

Any organization dedicated to every sector of the international movement of cargo faces the same challenges as its members and supporters in the industry we serve.

We’ve addressed a wide range of events over recent years that have created subtle and drastic changes to our industry.

Sept. 30, 2012 is a headline date in the maritime industry because it marks the expiration of the current collective bargaining agreement between labor and management on the East and Gulf coasts.

One of the more significant changes in the multipurpose/breakbulk industry is the increased focus on safety and quality.

With rising costs, slowing market growth and depressed freight rates, liner shipping will again be under pressure in 2012.

As uncertainty looms over the U.S.

Whether the expansion of the Panama Canal ultimately requires the deepening of several U.S.

Ocean carriers seem doomed in their struggle to project future capacity requirements while guaranteeing reasonable ocean transportation costs for customers’ needs.

The next year be a challenging, turbulent and complex year for the ocean transportation industry.

The coming year is an election year in the United States. Elections historically have had some global impact and headline-making capabilities with respect to U.S.

We see two major drivers in 2012 that will produce critical changes in carrier alignment and dynamics.

The U.S. maritime industry has experienced many challenges and disappointments over the past few years.

Although not quite at the level of 2009, the trans-Pacific liner shipping industry will experience another very difficult and challenging year in 2012, with many shipping lines again incurring dramati

Shippers will need to deal with some important risks in 2012 as the container liner industry comes off another disastrous year.

As we sail into 2012, the headlines are full of headwinds from Europe, but I see some cause for cautious optimism in the more important trendlines for U.S. liner trades.

2012 will be another critical year as East Coast ports prepare and invest for the Panama Canal expansion, even though the expansion won’t be completed until 2014.

With persistent high unemployment and slow growth, retailers will need to find ways to build upon their success.

Top of mind heading into 2012 is finding ways and means to ride through an extended period of volatility.

The biggest change we will see in the Port of New York and New Jersey, is that the various examinations, including non-intrusive X-ray inspection and Agriculture Quarantine Inspection exams are moving

During 2011, the Federal Maritime Commission celebrated its 50th anniversary as an independent agency.

Logistics and transportation companies doing business with the government and military will experience significant challenges in 2012. The Department of Defense will seek new ways to reduce costs.

The past year was dedicated to listening, learning and testing as we embraced the urgent challenge of creating a more efficient and economically vibrant border.

A top priority for the U.S. maritime industry in 2012 will be to build on the momentum achieved by the American Maritime Partnership in 2011.