#Intermodal trucking companies in New Jersey | Explore Tumblr Posts and Blogs

faisalchhipa · 2 years

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LTL trucking company New Jersey

Vjslogistics.us

VJS Logistics, a New Jersey based Trucking Company is claimed and overseen by Vincent Salvani. We have more than twenty years of involvement and history giving LTL shipping, FTL, Intermodal shipping, cargo delivering, planned operations arrangements, cargo the board and transportation the executives administrations in the United States.

Our responsibility is to convey your items on time and to satisfy the requests of every one of our clients whether its sped up transportation or long stretch shipping. We have farm vehicles and trucks accessible 24 hours a day.If you are searching for a shipping organization in USA that can give best dread transportation benefits then don't look any further.t

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VJS Logistics, a Trucking Company in New Jersey, USA, offers organizations that need to deliver merchandise at low cargo rate from and to New Jersey from across the United States at the briefest travel time.

Transportation and Logistics runs in our blood and we've been dealing with the sped up Freight Shipping, Supply Chain the executives, transportation and Trucking organization in USA for the beyond twenty years. It's all a result of our elite armada, an effective transportation the board framework in USA and a large number of choices for overweight and weighty hardware delivering that need additional consideration.

Assuming you are searching for the best LTL Shipping rates, Freight business, Truckers and cargo rate in New Jersey, New York, California, Texas, Chicago, Maryland, USA, to deliver cargo then we can be your transporter in USA, that gets cost reserve funds and dependability together. In the event that you have time delicate Full Truck Load need, there's no other person better then us to deliver your cargo in the whole USA.

You can likewise figure out the state wise cargo transporting costs and decide how delivery cost is determined.

You can get a free cargo delivering statement inside the space of minutes by finishing up the get in touch with us structure or calling us. We add no additional fuel overcharge or some other kind of overcharge while giving Full Truck load statements. With our outbound cargo transporting statement you'll come to realize that why our shipping organization is among the best shipping organizations in New Jersey.

Regardless of what your shipping, coordinated operations and cargo financier needs are, you'll continuously get the best cargo rate for a full load, not exactly load, global delivery or airship cargo before you book your cargo with us.

New Jersey Trucking Regulations and Laws

As an entrepreneur you ought to realize that a significant number of New Jersey's streets and extensions require tolls. Among the cost stations that the majority of the shipping organizations in New Jersey go over are:

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An organization managing in cargo shipments and freight development for its clients at the ports, harbors, highway distribution centers and other storerooms is known as Shipping Company. A transportation organization in New Jersey, New York, Texas, California, Maryland can have approval to work across different nations or could be restricted to homegrown shipments as it were.

Multi-purpose TRUCKING

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We invest wholeheartedly in offering such a wide assortment of shipping administrations to our cross country clients. We are a long ways in front of our friends by offering least expensive shipping administrations in USA all consistently.

Whether it's Full Trailer Loads (FTL) or Less Than Truckload (LTL) shipments from and to any city or state inside the United States, you will continuously get the least expensive cargo delivering rates.

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market-research-updates · 3 years

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Intermodal Freight Transportation Market Report and Future Opportunity Assessment, Size, Share Forecast to 2025

The Intermodal Freight Transportation Market is expected to register a CAGR of 8.27% over the forecast period from 2020 to 2025. As companies evaluate new ways to reduce freight costs and their carbon footprint, alternative transportation mode options should be considered when moving long freight distances. While trucking remains the most dominant mode of shipping products domestically, intermodal freight transport offers freight savings and reduced emissions, especially when transporting products over distances of 500 miles or more. Optimizing each transport method's relative strengths and efficiencies, intermodal can help reduce cargo handling, damage, and loss, enabling freight to be transported more securely and at lower overall costs. - According to the Council of Supply Chain Management Professionals State of Logistics Report, transportation comprises 66% of total logistics costs. Failing to proactively manage the transportation network can cause these costs to rise as trucking challenges such as driver shortages and productivity-hampering trucking regulations constrict capacity in the years ahead. If the organization seeks to minimize supply chain disruption, mitigate supply risk, and lower transportation costs, intermodal can be a powerful solution. Adding intermodal into the transportation mix delivers tangible cost savings. Incorporating multiple modes of transportation into the carrier base reduces reliance on a single source of capacity. Supply chain leaders who use multimodal freight moves could realize short and long-term benefits by leveraging each mode of transportation's strengths.

Click Here to Download Sample Report >> https://www.sdki.jp/sample-request-90617 - Moreover, the U.S. Environmental Protection Agency (EPA) reports that using intermodal transport for shipments over 1,000 miles can cut fuel use and greenhouse gas emissions by as much as 65%, relative to truck transport alone. A truck that can transport 40,000 lbs from Los Angeles to Boston produces approximately 4.35 tons of carbon emissions. The same 40,000 pounds, which could be shipped via intermodal rail, produces 1.75 tons of carbon emissions, significantly less. Intermodal transportation can effectively help reduce a company's carbon footprint. The EPA estimates that every ton-mile of freight moves by rail instead of highway can reduce greenhouse emissions by two-thirds. This is essential as companies are continually working to reduce their carbon footprint to comply with environmental regulations and meet their own corporate sustainability goals. - Extensive intermodal rail facilities are challenged by high truck volume and often serve the trucks in the order they arrive at a crane, which is not optimal. Efficiencies can be gained by calling the trucks to the crane to match the containers' stacking order rather than shuffling boxes to serve the trucks on a first-come, first-served basis. This makes the trucker with transactions to significantly reduce the need to contact the terminal, helping terminals capture billable processes and events. Items such as checking whether a waybill is in place well before a trucker's arrival at the gate could be managed with the help of a mobile software application. This capability could help drivers perform advanced check-in and check-out, complete service requests confirm unit locations, and receive parking location updates from a mobile phone. - The market is witnessing significant mergers and acquisitions by multiple companies to increase their presence. In February 2020, Elemica, a digital supply network provider for various industries, has acquired Eyefreight, a provider of multimodal SaaS Transportation Management Solutions. The combination is expected to create a unified global logistics and supply chain network. Together, the clients could take advantage of Elemica's comprehensive end to end supply chain network while providing it's clients the ability to incorporate transportation management capabilities to their supply chain. These capabilities will leverage a connected network of carriers and logistics service providers for multimodal visibility and business intelligence. - In January 2020, Transplace, a provider of logistics technology solutions and transportation management services, has acquired Lanehub, a cloud-based platform, and community that encourages shipper-carrier collaboration by automatically identifying and connecting companies with parallel freight lanes to save on shipping expenses. The software is capable of matching recurring freight lanes consistently, increasing fleet revenue, reducing transportation costs, and improving overall carrier service and performance. Lanehub's collaboration network currently includes over 150 shipper members, 250 carrier members, 180,000 lanes, and over USD 23 billion in truckload spend. Lanehub customers have over 26 million matches within Lanehub's network.

Key Market Trends Rail and Road Transport is Expected to Hold Significant Share - Intermodal transportation provides predictable and reliable shipment of freight, and it’s available at a compelling price and could be integrated into existing freight transportation systems. The United States rail industry accounts for more than 40 tons of freight per capita, and intermodal shipments usually take place in 53-foot-long containers. One intermodal train can move the same amount of freight as 280 trucks, according to an estimate by railroad CSX. Shippers, in general, are considering multiple factors when looking to use intermodal transportation, such as inefficiencies related to railroad conversions to precision scheduled railroading (PSR), the availability of shipping equipment, load pricing, and the ongoing truck driver shortage. - While demand has increased for a more efficient and faster shipment of goods, the rail industry has worked to improve operations by implementing precision scheduled railroading. PSR regards the shipment of the same amount of freight with fewer railcars and locomotives, using a planned direct line for shipments across a rail network. Conventional trains move freight when full, but under PSR, trains begin to move at a set time whether the freight is there. PSR's goal is to enable faster speeds, longer trains, and less dwell time in terminals. However, as the rail industry has moved to PSR, it’s impacted existing shipping lanes and led to a reduction in equipment and staff. - Rail carriers in the United States and neighboring countries have worked to upgrade equipment, improve shipping schedules, reduce loading and unloading times, and increase the number of lanes to support multiple delivery locations. The United States intermodal rail system extends throughout the United States, touching every major port with some coast-to-coast service offerings faster than the truck. Mexico has an excellent rail system extending across most of the country, with well-established rail connections at the Unites States border. Canada has two major railroads that run coast-to-coast: the Canadian National Railway (CN) and the Canadian Pacific Railway (CP). - Technology and intermodal rail are helping shippers to meet the challenges of the transportation environment. CSX Transportation operates over a network of over 40 terminals. The intermodal business serves across significant markets east of the Mississippi and the transportation of goods in multiple containers, providing companies with service similar to trucking for shipments moving over 500 miles. CSX CSX Transportation surveyed transportation management system providers to gain insight into transportation through intermodal rail. Intermodal rails are more focused on cost savings and capacity. Adding a transportation management system, beginning a multimodal conversion journey, or gaining the best use of both will advance shipper objectives. - The international and domestic intermodal sector has not entered the restart phase in terms of returning to pre-COVID-19 pandemic levels, failing to exhibit the same bounce back seen in trucking, and railroads may not see a full recovery until some point in 2021. Shippers will be slower to return to rail because discretionary spending and industrial production will take a while to recover, and truckload rates will be very competitive. Intermodal volume had fallen between 10 and 20% below the five-year average in each week of the second quarter of 2020, according to Association of American Railroads (AAR), reaching its low point in mid-March, when the volume was down 18% from the same week over the last five years. According to AAR, the intermodal volume has declined 15% in the first nine weeks of the second quarter and 11% in 2020 through the end of May. North America is Expected to Hold Significant Share - The intermodal freight transportation market in the North American region is increasingly dependent on the consumer economy's demand. The rail industry in the region is concentrating on creating new intermodal services that can successfully rival the over the road options. In August 2019, Canadian National Railway (CN) and CSX Transportation announced a new intermodal service offering between CN's greater Montreal and Southern Ontario areas, and the CSX-served ports of New York, New Jersey, Philadelphia, and the New York City metropolitan area. This intermodal offering is expected to convert long-haul trucks to interline various rail services. Trains will be able to run directly into the center of Toronto and Montreal's urban markets via CN intermodal yards, making this partnership a natural opportunity for both railroads. - In North America, total intermodal volumes decreased 7.4% in the last quarter of 2019, comparing year-on-year with 2018, according to the Intermodal Association of North America. Domestic containers decreased by 2.7%, international shipments, and trailers decreased by 9.1% and 21.4%, respectively. The region is also witnessing significant new players entering the market. For instance, in May 2020, The Firmament Group, a provider of tailored debt and equity capital solutions to small- and medium-sized enterprises (SMEs), announced the formation and launch of Envase Technologies, a provider of cloud-based transportation management systems and mobile applications for intermodal transportation providers, including third-party logistics companies, drayage carriers, global freight forwarders, and intermodal marketing companies. The company will provide service to 500+ intermodal customers spanning ports and terminals across nearly all 50 states in the U.S., Canada, and Mexico. - In February 2019, Wabtec Corporation, a US-based company, has completed its merger with GE Transportation, a former business unit of GE. This merger is expected to establish Wabtec Corporation as a Fortune 500, global transportation and logistics player by combining Wabtec's broad range of freight, transit, and electronics products with GE Transportation's equipment, services, and digital solutions locomotive, mining, marine, stationary power, and drilling industries. The company plans to accelerate lifecycle solutions for the transportation industry and unlock significant productivity for customers by improving interoperability, efficiency, and competitiveness. Wabtec expects to benefit from the cyclical tailwinds the industry witnessed, including volume growth of 38 million carloads and intermodal units. - Intermodal volume has been on a steady decline in the region since mid-February due to COVID-19, an aberration in typical seasonal trends based on the five-year average. In the last week of March 2020, North American intermodal rail volumes fell to the lowest point in nearly a decade, underscoring the dramatic fall-off in containerized imports and slowing growth in the shipment of trailers and domestic containers. According to a JOC.com analysis of data from the Association of American Railroads and BNSF Railway, intermodal volume declined 15% year over year to 339,125 containers and trailers in the week ending March 27, the worst final week of a first-quarter since 2013. The decline in volumes is contributing to a deep financial hit to Class I railroads, a rail industry analyst with Deutsche Bank, reckons will cost the industry some USD 9 billion in revenue, including intermodal and railcar business, and USD 4.7 billion in profits this year. Request For Full Report >> https://www.sdki.jp/sample-request-90617 Competitive Landscape The Intermodal Freight Transportation market is moderately fragmented, as the few players are entering the market to provide various software and services related to support intermodal transportation methods. Moreover, the acquisitions have been a key trend observed across the years in the market. Some of the key players include Oracle Corporation, Cognizant Technology Solutions Corp, HighJump (Körber AG), Blue Yonder Group, Inc. (JDA Software), etc. - July 2020 - Transplace has launched its Platform Services, including analytics and benchmarking tools, a command center with real-time visibility and optimization, and network collaboration. Shippers that utilize JDA, Oracle, and other resource planning systems to manage their supply chains can directly feed their data into the Company's Platform Services via standard API connections. - February 2020 - JDA Software, Inc., announced that it would be named Blue Yonder. The name change is part of a company's strategy of a re-branding initiative to better align its name with its cloud transformation and product roadmap, embracing a future full of innovation, continuous improvement, and better customer experience. Reasons to Purchase this report: - The market estimate (ME) sheet in Excel format - 3 months of analyst support

The dynamic nature of business environment in the current global economy is raising the need amongst business professionals to update themselves with current situations in the market. To cater such needs, Shibuya Data Count provides market research reports to various business professionals across different industry verticals, such as healthcare & pharmaceutical, IT & telecom, chemicals and advanced materials, consumer goods & food, energy & power, manufacturing & construction, industrial automation & equipment and agriculture & allied activities amongst others.

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Shibuya Data Count Email: [email protected] Tel: + 81 3 45720790

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hudsonespie · 5 years

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Powering Up

The world is moving in many directions to combat global warming including a major push to drastically reduce and, at some point, eliminate the use of fossil fuels. Wind energy has emerged as a viable and popular alternative, and its growth as a clean and renewable resource has governments rewriting legislation to feed and foster an insatiable appetite for windfarm development.

“The U.S. offshore wind marketplace is exploding,” says Liz Burdock, President & CEO of the nonprofit Business Network for Offshore Wind, “as states like Massachusetts, New York, New Jersey, Virginia and others keep increasing their offshore wind commitments to hit their overall clean energy mandates by 2030 and 2050. The U.S. presently has a pipeline of 23,570 MW of offshore wind, which is going to require approximately 2,500 foundations, transition pieces, towers and turbines as well as 7,500 blades.”

That means ports in the U.S., both large and small, are likely to see increased activity from offshore wind for the foreseeable future.

“The U.S. can expect approximately 100,000 MW of offshore wind by 2050,” Burdock adds, “which means planning and investing in port development and logistics must start immediately.” According to an International Energy Agency report, offshore wind could attract approximately $1 trillion of cumulative investment.

Portfolio of Ports

The U.S. doesn’t have a single all-purpose, custom-built offshore wind port with appropriately designed terminals and adjacent land with sufficient acreage to perform all the needed tasks in one central location. This means there will be a “portfolio of ports,” says Burdock, along the East Coast performing different functions associated with offshore wind installation. Many of the U.S.’s Atlantic Coast ports have height restrictions from bridges that limit their suitability.

In addition, ports having the capability to receive and store offshore wind components will also need to perform “dressing” or fitting-out of the components such as the secondary steel and electronics systems in the transition pieces.

“Beyond the waterside space in which components will be received, stored and ‘dressed,’” Burdock explains, “they will require carefully coordinated deployment as they are installed in the offshore windfarm. Each turbine, tower and transition piece has to be matched with its custom-made foundation for the specific location within the offshore windfarm for which it was designed and fabricated.”

Ahead of the Curve

The Port of Davisville in the Quonset Business Park on Narragansett Bay in Rhode Island is ahead of the curve in preparation for windfarms because of its previous experience with such projects, says Steven King, Managing Director of the Quonset Development Corporation, which runs the Quonset Business Park and the Port of Davisville.

King says Davisville has been involved in wind energy offloading and other logistics since the construction in 2016 of the Block Island Wind Farm, located off the coast of Rhode Island and the first – and so far only – offshore windfarm in the U.S.

“Various wind turbine components for the Block Island Wind Farm arrived in Rhode Island via Quonset Business Park’s Port of Davisville,” he explains, “including steel jackets and over 28 miles of cable. Quonset also served as the principal port for the project’s heavy installation vessels over a two-year span.”

In addition, every terrestrial windfarm in Rhode Island had its component parts delivered through Davisville. Anticipating future growth, the port is beefing up its infrastructure: “In 2016, Rhode Island voters approved a $50 million bond measure as part of a $90 million rehabilitation investment for Pier 2, the workhorse of the Port of Davisville,” says King. “Construction began in June 2018 and is expected to be completed in early 2020.”

Pier 2 handles all of the port’s incoming heavy cargo imports such as automobiles, wind turbine components, electric transformers and other shipments.

Renovations include construction of a steel sheet to provide a new bulkhead for the pier, dredging of Narragansett Bay to accommodate larger ships and extending Pier 2 by 232 feet. The pier extension will create a third berth for unloading offshore wind components along with automobiles and other goods simultaneously. The rehabilitation project will extend the life of the pier to 2072.

The Davisville port is fairly spacious, spread across 60 acres of laydown and terminal storage, so it could use this space to store wind turbine components before shipping them to their final location. The Quonset Development Corporation is currently working with wind energy companies to determine what their future needs might be.

On the intermodal side, critical to handling such large and cumbersome components, King says, “There are 14 miles of freight rail throughout Quonset Business Park and roads that easily connect with major highways in Rhode Island. Wind turbines and components have been transported using these modes in the past and will not require further improvements.”

Quonset-based companies have developed an expertise in working on these projects. Specialty Diving Services performed welding, poured concrete, laid cable and built cofferdams for the Block Island project. In addition, both Governor Gina Raimondo and the Rhode Island Commerce Corporation have been working to enhance jobs training programs throughout Rhode Island to prepare the workforce for offshore windfarm jobs.

Surging Imports

The Port of Pensacola has seen a significant jump in the number of wind energy components crossing its dock, says Deputy Port Director Clark Merritt.

“In fiscal 2018 we went from handling 326 wind energy components and nacelles – we refer to a nacelle as a complete unit – to handling 1,645 components in fiscal 2019, a five-fold increase,” he states. “Additionally, our vessel traffic will go from four in calendar year 2019 for wind to 14 in 2020. We have also begun importing components from South America and expect a significant surge in imports for fiscal years 2020 and 2021.”

The extra business has, however, put some strain on laydown space.

“We’ve had to maximize our on-port space utilization and coordinate in real time the storage and loadout of the equipment in order to maximize efficiency,” Merritt says. “As the port and its stevedores have been handling these components for over 10 years, we haven’t had to conduct any training or make any operational changes in how we conduct business. I would daresay our experience is unmatched by any other port of our size.”

Merritt says all the imports of completed nacelles are for onshore projects. “But we handle a lot of wind components that are not fully assembled,” he adds, “so those theoretically could end up either onshore or offshore once the nacelle is assembled.”

Wind energy, like most things in Texas, is a really big deal, and the Port of Galveston is doing its part handling wind energy components. The huge white cylinders and blades are imported from Spain, South Korea, Malaysia and Indonesia and headed to windfarms in Texas and Oklahoma. Each turbine is made up of four tower sections, three blades, one hub and one nacelle, which contains the turbine’s energy-generating components.

Texas leads the nation in wind power, all land-based, in addition to being the #1 oil and gas producer. Oklahoma is not far behind.

Port CEO and Director Rodger Rees says, “The clean-energy industry is generating port revenue and third-party jobs for stevedores, line handlers, harbor pilots, railway workers, truck drivers and more. As the industry has grown, so has the amount of wind turbine cargo we move. In 2018, we moved 1,666 pieces. This year it could be more than 2,000.”

Currently, wind energy cargo is the port’s fifth highest revenue producer behind grain, liquid bulk, fertilizer and roll-on/roll-off. “We collect revenue based on the number of ships docked and the amount of cargo moved,” Rees explains, “as well as on leased space for outdoor storage of turbine parts. Between one and four ships carrying wind turbines visit our port each week.”

According to the U.S. Energy Information Administration, planned wind projects will add 10.9 gigawatts this year with Texas, Iowa and Illinois home to more than half of these additions. “This directly benefits our community,” Rees says, “because Galveston is one of only four Texas ports that can accommodate wind energy equipment. We have been moving wind turbine parts through our port for a decade.”

On the Horizon

The U.S. Department of Energy projects that Texas will have a total land-based wind capacity of more than 57 gigawatts by 2050.

How Galveston benefits depends on a number of factors including adequate laydown cargo space, well-maintained docks and water depths, competition from other ports, continuation of U.S. tax credits and ability and capacity to handle and transport larger turbine parts.

The same applies to all the other wind energy ports and wannabe wind energy ports. With continued growth in onshore wind and the potential for 100,000 MW of offshore wind by 2050, there’s a lot at stake. Continued investment in port infrastructure could make all the difference in attracting more wind energy business and the well-paying jobs that come with it.

from Storage Containers https://www.maritime-executive.com/article/powering-up via http://www.rssmix.com/

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maureencarolina · 6 years

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Amazon aims to patent fulfillment centers that can ride the rails and dispatch drones

A diagram shows a rail-borne shipping container that acts as a mobile fulfillment center, together with the capability to dispatch drones for deliveries. (Amazon Illustration via USPTO) In case Amazon follows through to a pair of patent applications, future fulfillment centers can be transported on their rounds by trains, trucks or boats and deliver their products using autonomous drones flying out from the tops of shipping containers. The on-demand program for parcel delivery is coated in two programs which were filed annually and a half ago but released just today. The inventors are chief applications engineer Brian Beckman and intermodal program manager Nicholas Bjone. Their concept involves putting all the hardware for a fulfillment centre, including a robotic arm and a squadron of drones, inside shipping containers (also known as intermodal vehicles). The standard-size containers have been designed to be readily transferred from ships to trains to tractor-trailer trucks. Goods destined for shipping may be loaded into shelves in the containers, moved around with the robotic arm, and loaded onto drones when customer orders are passed together via wireless links. Lids about the tops of the containers would open to shipment package-laden drones. A cutaway view demonstrates how a shipping container can be equipped with drones, detectors, a conveyor belt, a robotic arm and shelves of goods. (Amazon Illustration via USPTO) The program’s advantage has to do with the capacity to send out satisfaction centers which are laden with products by means of a wide assortment of transportation routes as opposed to anticipated demand. “The regions where the demand is anticipated or known may be identified on any basis, including but not confined to past histories of purchases or deliveries to these places, or events which are scheduled to occur in these places,” the inventors compose. For example, if it’s time to launch the next”Game of Thrones” book or the upcoming hot gadget (Amazon Echo Auto, anybody?) , the containerized satisfaction centers can be broadly deployed to handle the rush. The same goes for Black Friday or Prime Day orders. Amazon could also beef up its shipping network in certain geographical area when the need arises. Extra heaps of”12th Man” jerseys can be delivered in the Seattle area from trucks, trains or ships when the Seahawks are in the Super Bowl. (Hey, we can dream, can’t we?) Other kinds of shipping containers may carry supplies and care items for your delivery operations — in the event the shipping drones will need to pick up fresh batteries or a substitute rotor, for example. Amazon’s inventors file a lot of patent applications geared toward exploring the possibilities of new technologies, and lots of these ideas never see the light of day. The company generally doesn’t comment on forward-looking concepts like the containerized satisfaction centres, but the thought doesn’t appear as way-out like, say, underwater pride centers or airship warehouses. It is expected to take at least a few years for Amazon to get the Federal Aviation Administration’s go-ahead for long distance drone deliveries, however once the company receives over that obstacle, don’t be surprised when we see a lot of innovative ways to send out an drones. This map demonstrates the way the containerized satisfaction center could traveling through Connecticut on a rail line, making drone deliveries on the way from a warehouse in Windsor to New Haven. (Amazon Illustration via USPTO)

The post Amazon aims to patent fulfillment centers that can ride the rails and dispatch drones appeared first on Retailnewsfeed.com.

#amazon Amazon aims to patent fulfillment centers that can ride the rails and dispatch drones posted first on http://retailnewsfeed.com/

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retailnewsfeeds · 6 years

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Amazon aims to patent fulfillment centers that can ride the rails and dispatch drones

The post Amazon aims to patent fulfillment centers that can ride the rails and dispatch drones appeared first on Retailnewsfeed.com.

#amazon

#amazon #amazon news #retail news #retail technology

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lucycarina26 · 8 years

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5 Tips For Truck Drivers To Stay Connected With Their Kids

While choosing a career as a truck driver can be lucrative and beneficial for your family, the distance from ones growing children can be difficult. Working for atrucking companyallows you to contribute financially, but you may feel you are missing special milestones or the ability to see your kids as often as youd like.

Although this lifestyle can be both rewarding and tricky, there are easy steps you can take to stay connected with your kids while on the road. Here are a few to help you get started.

1. Write Postcards Or Handwritten Letters

While technology has allowed us the opportunity to communicate with lightning speed, children also appreciate the excitement of receiving a letter or postcard in the mail intended specially for them. When you have a career in transportation, postcards can be a fun way to make your kids feel like they are traveling with you. Encourage them to keep a scrapbook of all your travels so that they can turn to it when missing you. While handwritten letters take a little more time, they add that personal touch your child may be missing. Offer advice for your kids, or tell funny stories about your travels on the road.

2. Send Special Gifts Or Souvenirs

Like postcards, a small gift can be a fun reminder of a unique place you visited while on the road. Perhaps you send a cowboy hat from Texas, seashells from Miami, or an Eagles jersey fromPhiladelphia. Depending on the age and interests of your child you may want to send a small stuffed animal, sweets from a local bake shop, or other small trinkets. Again, when it comes down to it, kids love to receive mail!

Text/Phone/Video Chat

While waiting to receive mail, youll want to keep contact with your children as often as possible. Texts, phone calls and video chats are easy and quick ways to pop in and see how their day is going. Video chatting is great for allowing children to not only hear your voice, but see your face, too. This could be a comfort to you as well. Use your break time (such as at lunch or right before bed) to safely communicate with your family.

Social Media

Social media has become the ultimate tool for people to keep communication going in long-distance relationships. Whether your spouse or kids are onFacebook,TwitterorInstagram, stay connected. Social media can be a great way to exchange photos and hear about the everyday happenings in your familys life. You also dont have to worry about coordinating time, which is super useful when your trucking company has you traveling in a different time zone.

Make Memories At Home

Although you may be tempted to unwind and stay home, put yourself in your kids shoes and remember theyve been waiting eagerly for your return. Take your kids to the park or zoo, race go-carts, or participate in any other fun activity you can all enjoy together. Make an extra effort to create new memories to help carry you through until the next time you are home from the road.

Combined Express, Inc. and Delaware Valley Shippers, Inc. are the premier truckload, intermodal and LTL service providers across the United States, with more than 35 years of industry experience. Moving freight has never been easier or more cost-effective than with our custom transportation and express freight services! Our knowledgeable and experienced team of logistics professionals is always on call to assist you with any questions or concerns that might arise. We work closely with you to learn your unique freight needs, and to customize a shipping solution that fits your budget and delivers your cargo on time.

from Combined Express Inc https://combinedexpressinc.wordpress.com/2017/03/13/5-tips-for-truck-drivers-to-stay-connected-with-their-kids/

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combinedexpressinc · 8 years

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5 Tips For Truck Drivers To Stay Connected With Their Kids

Although this lifestyle can be both rewarding and tricky, there are easy steps you can take to stay connected with your kids while on the road. Here are a few to help you get started.

1. Write Postcards Or Handwritten Letters

2. Send Special Gifts Or Souvenirs

Text/Phone/Video Chat

Social Media

Make Memories At Home

Maintaining a healthy bond and relationship with your kids doesnt have to be difficult when you work in transportation. Show interest in their daily lives and make the effort to keep in touch as often as possible. Surprise them with new gifts while on the road and fun activities together when you are home. Use these tips to stay connected with your kids and maintain that special parent-child bond while on the road. Combined Express, Inc. and Delaware Valley Shippers, Inc. are the premier truckload, intermodal and LTL service providers across the United States, with more than 35 years of industry experience. Moving freight has never been easier or more cost-effective than with our custom transportation and express freight services! Our knowledgeable and experienced team of logistics professionals is always on call to assist you with any questions or concerns that might arise. We work closely with you to learn your unique freight needs, and to customize a shipping solution that fits your budget and delivers your cargo on time.

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faisalchhipa · 2 years

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Freight Shipping company New Jersey

Vjslogistics.us

coordinated operations administrations in new shirt

You can likewise figure out the state wise cargo transporting costs and decide how delivery cost is determined.

New Jersey Trucking Regulations and Laws

Best LTL Trucking, Freight Quotes in New Jersey

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hudsonespie · 5 years

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Dry Ports

Okay, this is not a column about the merits of a certain postprandial libation made in Portugal and known for its sweetness, in case you’re wondering about the title. We’ll save that for another time – although, come to think of it, most of you worldly-wise MarEx readers could probably do a much better job on that topic than I could.

No, this column is about the growing phenomenon of “dry ports,” sometimes referred to as inland container ports or just inland ports. But there’s a big difference between an inland port and dry port: Dry ports are not located on a body of water. In fact, they’re usually hundreds of miles from the nearest ocean or river. And that’s the point: They’re transshipment centers where there are no navigable waterways, hence “dry ports.” But there are rails and interstates.

Inland ports, on the other hand, are “wet ports.” located on a river or lake. There are hundreds of inland ports dotting America’s interior, notably those along our so-called “Marine Highways” – the Mississippi and its tributaries in America’s heartland, the Columbia and Snake rivers out West, the Great Lakes and St. Lawrence Seaway up North. They carry millions of tons of cargo each year, mainly breakbulk items like coal, iron ore, heating oil, gasoline, corn, wheat, soybeans and lumber.

All About Containers

But they don’t carry containers. Or if they do, the numbers are miniscule. That’s where dry ports come in. They’re transshipment points. Containers are offloaded from ships directly onto rail cars and moved inland to the dry port, which is really an intermodal transfer facility, where they’re transferred onto long-haul unit trains or offloaded for pickup by trucks and delivery to nearby factories or warehouses.

The benefits are legion. Dry ports relieve congestion at busy ocean ports by freeing up precious dock and storage space. They take trucks off the road and thereby reduce fuel consumption, air and noise pollution and highway congestion. They speed delivery of goods by avoiding holdups caused by driver shortages or terminal delays or lack of storage space at crowded ports and save money in the process because short-haul rail is a lot cheaper than drayage (truck).

And perhaps most importantly, they spur development in economically depressed areas by spreading inland the wealth generated by large ocean ports. A dry port brings jobs and tax revenues and attracts a host of other businesses ranging from huge distribution centers (think Amazon warehouses) and refrigerated storage facilities to small mom-and-pop operations. It can be an economic godsend for impoverished regions.

Canal Connection

Dry ports are really an East Coast phenomenon – the result mainly of the Expanded Panama Canal, which opened in 2016 and brought increasing volumes of containers from Asia to ports up and down the East Coast. On the West Coast, where the bulk of Asian imports (70 percent) arrive, containers are offloaded directly onto two-mile long unit trains for the long journey inland to places as far away as Chicago and Dallas.

It’s estimated that Asian container cargoes to the East Coast have nearly doubled in the last three years, all due to the Canal. In response, East Coast ports have had to scramble to handle the onslaught, and dry ports emerged as the ideal solution.

Late last year the Georgia Ports Authority announced plans for its third dry port – this one located in Gainesville in northeast Georgia. The Northeast Georgia Inland Port will be built on a 104-acre site roughly 300 miles from the port of Savannah at an estimated cost of $90 million.

“Our inland terminals are bringing our ports and producers closer together, providing new economic opportunities,” commented GPA Board Chairman Jimmy Allgood. “That’s good news for Georgians, who will benefit from increased employment options as more companies expand or locate here. Georgia Ports already support more than 440,000 jobs across every corner of the state.”

Norfolk Southern will provide the rail link between Savannah’s Garden City Terminal and the dry port when completed in 2021. It’s estimated the new facility will take 150,000 trucks off the road each year and ease congestion in and around the Atlanta metropolitan area.

It joins Cordele Inland Port in Cordele, Georgia and Appalachian Regional Port in Chatsworth as one of three dry ports serving Savannah’s fast-growing container business, which grew nearly eight percent last year and now ranks third overall in the U.S. behind LA/Long Beach and New York/New Jersey.

Cordele Inland Port is located in southwest Georgia, 200 miles from Savannah, and offers direct rail service via CSX to both Savannah’s Garden City Terminal and the port of Brunswick, the second largest auto import center in the U.S. Cordele itself is known as the “Watermelon Capital of the World” and anchors a regional center for agriculture including the production and export of cotton, peanuts, peaches and – you guessed it – watermelons.

The Appalachian Regional Port (ARP) in the northwest corner of the state near Chatsworth opened just last year with an initial capacity of 50,000 container movements per year via the CSX Railroad. That means 50,000 fewer trucks on the road, and because it’s located nearly 400 miles from Savannah it provides a significant reduction in both air pollution and traffic congestion. Container-handling capacity at ARP is expected to double in the next ten years to 100,000 containers per year.

Competing for Cargoes

In neighboring South Carolina, the port of Charleston is another fast-growing container port that competes with Savannah’s for Asian cargoes. Charleston has its own network of dry ports including Inland Port Greer and Inland Port Dillon.

Opened in 2013 and 212 miles from Charleston, Inland Port Greer is nestled in the industrial heartland of the Upstate region centered around Greenville/Spartanburg where BMW, Michelin and other international manufacturers already operate. It’s serviced by Norfolk Southern’s main line and is strategically located on the I-85 corridor between Atlanta and Charlotte with easy access to 100 million consumers within a 500-mile radius.

Containers arriving in Charleston move from ship to rail to Inland Port Greer where they are loaded onto trucks for the proverbial “last mile,” which generally means no more than a one-day drayage. Ship to rail to truck – that’s the magic formula for intermodal. But it’s the rail portion that saves money and reduces the carbon footprint once the container is offloaded from the ship.

“The value of using Inland Port Greer for our intermodal needs is a savings of approximately $150 per container,” says Shivakumar Basavanahally, Director of Supply Chain Operations for Himatsingka America in Spartanburg. Headquartered in India, Himatsingka is a major international manufacturer of home textile products like linens, draperies and upholstery.

Inland Port Dillon opened last April and is 160 miles from Charleston, giving cargo owners and especially shippers of refrigerated cargo a new supply chain option. In close proximity to I-95, it has rail service provided by CSX and is expected to take 45,000 containers off the road annually.

“CSX is pleased to be a key link in extending the South Carolina Port Authority’s reach from the Port of Charleston to the Pee Dee Region of South Carolina through establishment of Inland Port Dillon,” said Dean Piacente, CSX Vice President of Intermodal, at the dedication. [Editor’s note: “Pee Dee Region?” Okay, it’s in the northeast corner of the state along the Pee Dee River, named after the Pee Dee Indians.]

Piacente added: “CSX is proud of our role working together with the port in converting the movement of containers from highway to rail, reducing highway congestion and providing environmental benefits to the citizens of South Carolina while promoting economic growth and commerce.”

Along with Inland Port Greer, the facility will handle the growing volume of container cargo traveling to and from the port of Charleston via intermodal rail, which has increased 180 percent since 2011. Today, nearly 25 percent of the port’s container volume moves by rail.

South Carolina and Georgia are not the only states with dry ports. Virginia opened what may be the first U.S. dry port way back in 1989. Located in Front Royal, the Virginia Inland Port (VIP) brings the port of Virginia 220 miles closer to inland markets through direct rail service from the terminals in Hampton Roads. Intermodal rail cars arrive at VIP and gain access via Norfolk Southern to markets in the Baltimore/Washington area, Pennsylvania, New York/New Jersey and portions of the Midwest.

Well-known companies such as Home Depot, Kohl’s, Rite Aid and Red Bull have opened distribution centers in Front Royal to utilize VIP, bringing jobs and economic benefits to the region. VIP also consolidates and containerizes local cargo for export.

How to Play It

The growing popularity of dry ports means more business for Class 1 railroads – in this case, CSX and Norfolk Southern, which sorely need it due to the decline in coal shipments from the Appalachian region. Short-haul lines like Florida East Coast and Patriot Rail will also benefit by providing the critical link between ports of entry and the Class 1 carriers.

On the retail side, the big box retailers and supermarkets – Walmart, Target, Lowe’s, Kroger’s – are worth a look as is, of course, Amazon. Amazon is really in a class by itself, flush with cash and opening huge, largely automated fulfillment centers at a torrid pace nationwide. These will invariably be located near major rail depots or interstate highways. Other possibilities include freight forwarders and trucking outfits like XPO.

As for the container lines themselves, why bother when there is so much opportunity elsewhere? There’s too much risk involved, too much cyclicality in maritime. Stick with dry ports!

from Storage Containers https://www.maritime-executive.com/article/dry-ports via http://www.rssmix.com/

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