☭POLITICS☭: Election Season Hell

[crime pays]

I’m taking a break from posting

[itii]

Don't like my posts or I'll email your school, chalie

[floorpunchchalie]

Sept 10, 2024 17:59:14 GMT -5 oatmeal said:

I need a moment to collect myself.

Did Jimbo leave you breathless already!?

Jim you animal!

[AL]

Sept 10, 2024 17:59:14 GMT -5 oatmeal said:

I need a moment to collect myself.

understandable take your time

[floorpunchchalie]

Ok that's enough tom foolery for me for one day! Enjoy the debate everyone

[johnny two cool]

Sept 10, 2024 17:58:54 GMT -5 floorpunchchalie said:

Hopefully the politicians are the only thing that turns blue this November! Amiright guys!?

we're talking about supply chain now, dawg. Keep up or get out.

[johnny two cool]

Sept 10, 2024 18:00:05 GMT -5 floorpunchchalie said:

Sept 10, 2024 17:59:14 GMT -5 oatmeal said:

I need a moment to collect myself.

Did Jimbo leave you breathless already!?

Jim you animal!

When it works, the flow of containers through our supply chain can be a beautiful thing to watch. A ship comes to shore. Every couple of minutes, almost metronomically, a crane lifts a container to shore. Dock workers lift the container onto a neat holding stack. A truck pulling a chassis pulls up, the container is loaded onto the chassis, and the trucker drives it to a warehouse or a railroad intermodal terminal.



In the U.S. we don’t handle containers nearly as efficiently as many ports in Asia and Europe – but the process generally works. But to work, each piece of the process must be in place:



The ship arriving to the dock;

Labor to operate the crane and other port equipment;

Space at the port to stack the container;

A truck and driver available to come to the port to pick up the container; and

A trailer chassis on which to load the container.

If any one of these pieces is late or missing, the system slows down, and can even grind to a halt.



Currently, there are hard challenges facing some of these pieces – such as the difficulty in finding drivers, or the port congestion from too much volume. Solving any of these problems will come at a cost; not solving them is likely to result in a much bigger cost. However, one very solvable problem is the shortage of chassis available to move the containers out of the port.



The chassis shortage has gotten a lot of press during the “COVID supply chain crisis.” But this is not a Covid issues; there was a chassis shortage years before anyone had even heard of COVID-19. In the last twen'ty years, several things have caused this shortage:



Larger vessels, bringing more boxes in at the same time, causing spikes in demand;

Sophisticated supply chains, in which deliveries are more precisely scheduled to meet demand – causing a higher “peak”;

Higher chassis prices, partially driven by stiff tariffs on imported chassis and steel;

Port-based limitations on which chassis a trucker can use;

Chassis being held longer before being returned, such as when a retailer chooses to store goods in a container in the parking lot rather than unloading into the warehouse; and

Increasing numbers of chassis falling into disrepair.

Reviewing these factors, three things are clear: (1) relative to total container volume, we need more chassis than we did a few years ago, (2) we need better economic incentives for getting a chassis back in operation, and (3) we must find ways to better match chassis supply with demand. A new chassis costs in the range of $15-25K, yet the economic loss of not having the chassis available – goods not getting to market, extreme inefficiency in the capital-intensive port operations, idle time for valuable truckers, etc., can easily dwarf that cost over time.



The logistics industry must deal with the chassis issue as both as a near-term crisis and a long-term structural problem by taking action:



Accelerate maintenance and rebuild of mothballed chassis, even if this means paying a premium to increase the number of roadworthy chassis out there;

Broaden chassis pooling arrangements to eliminate artificial barriers restricting which chassis can be used at a port, and ensure that chassis owners can capture an economic rent that justifies their investment;

Leverage software solutions (similar in concept to Uber) to better match chassis supply and demand, as long as artificial barriers are removed;

Provide incentives for shippers to return chassis earlier, by substantially raising chassis rental rates after a certain number of days in use; and

As chassis rental rates increase to match demand, investors will order more chassis to increase the chassis pool over time.

Over time, we must address the full range of complex issues that plague our supply chain and find ways to balance resilience with efficiency. Solving the chassis problem is relatively straightforward; addressing it swiftly would be a sensible and effective place to start.

[oatmeal]

I don't even know where to begin.....

[floorpunchchalie]

I gave you a like because of the effort!

[floorpunchchalie]

I'm off to Chick Fil A now! Goodbye

[johnny two cool]

I copied and pasted it. We WILL stay on topic.

[crime pays]

can you watch these while I go smoke 

[oatmeal]

Sept 10, 2024 18:04:38 GMT -5 floorpunchchalie said:

I'm off to Chick Fil A now! Goodbye

you homophobic piece of shit

[NUKE THE INTERNET]

Chalie as board royalty is why I am a staunch anti-monarchist.

Edit: I'm not even disliking his posts today because they piss me off. I'm disliking them because they're just bad posting. HEAVY IS THE HEAD THAT WEARS THE CROWN.

[NUKE THE INTERNET]

Sept 10, 2024 18:03:03 GMT -5 johnny two cool said:

Sept 10, 2024 18:00:05 GMT -5 floorpunchchalie said:

Did Jimbo leave you breathless already!?

Jim you animal!

When it works, the flow of containers through our supply chain can be a beautiful thing to watch. A ship comes to shore. Every couple of minutes, almost metronomically, a crane lifts a container to shore. Dock workers lift the container onto a neat holding stack. A truck pulling a chassis pulls up, the container is loaded onto the chassis, and the trucker drives it to a warehouse or a railroad intermodal terminal.



In the U.S. we don’t handle containers nearly as efficiently as many ports in Asia and Europe – but the process generally works. But to work, each piece of the process must be in place:



The ship arriving to the dock;

Labor to operate the crane and other port equipment;

Space at the port to stack the container;

A truck and driver available to come to the port to pick up the container; and

A trailer chassis on which to load the container.

If any one of these pieces is late or missing, the system slows down, and can even grind to a halt.



Currently, there are hard challenges facing some of these pieces – such as the difficulty in finding drivers, or the port congestion from too much volume. Solving any of these problems will come at a cost; not solving them is likely to result in a much bigger cost. However, one very solvable problem is the shortage of chassis available to move the containers out of the port.



The chassis shortage has gotten a lot of press during the “COVID supply chain crisis.” But this is not a Covid issues; there was a chassis shortage years before anyone had even heard of COVID-19. In the last twen'ty years, several things have caused this shortage:



Larger vessels, bringing more boxes in at the same time, causing spikes in demand;

Sophisticated supply chains, in which deliveries are more precisely scheduled to meet demand – causing a higher “peak”;

Higher chassis prices, partially driven by stiff tariffs on imported chassis and steel;

Port-based limitations on which chassis a trucker can use;

Chassis being held longer before being returned, such as when a retailer chooses to store goods in a container in the parking lot rather than unloading into the warehouse; and

Increasing numbers of chassis falling into disrepair.

Reviewing these factors, three things are clear: (1) relative to total container volume, we need more chassis than we did a few years ago, (2) we need better economic incentives for getting a chassis back in operation, and (3) we must find ways to better match chassis supply with demand. A new chassis costs in the range of $15-25K, yet the economic loss of not having the chassis available – goods not getting to market, extreme inefficiency in the capital-intensive port operations, idle time for valuable truckers, etc., can easily dwarf that cost over time.



The logistics industry must deal with the chassis issue as both as a near-term crisis and a long-term structural problem by taking action:



Accelerate maintenance and rebuild of mothballed chassis, even if this means paying a premium to increase the number of roadworthy chassis out there;

Broaden chassis pooling arrangements to eliminate artificial barriers restricting which chassis can be used at a port, and ensure that chassis owners can capture an economic rent that justifies their investment;

Leverage software solutions (similar in concept to Uber) to better match chassis supply and demand, as long as artificial barriers are removed;

Provide incentives for shippers to return chassis earlier, by substantially raising chassis rental rates after a certain number of days in use; and

As chassis rental rates increase to match demand, investors will order more chassis to increase the chassis pool over time.

Over time, we must address the full range of complex issues that plague our supply chain and find ways to balance resilience with efficiency. Solving the chassis problem is relatively straightforward; addressing it swiftly would be a sensible and effective place to start.

Hate to either derail this thread or seriously engage with it, but how does intermodal rail wrinkle this? Specifically, how has the precision scheduled bullshit that basically turns everything into a glorified drag freight over the past decade complicated all of this, if at all? Railroads have been directly handling containers without chassis for nearly sixty years, and it makes up an enormous proportion of freight traffic by volume. Apologies if I missed a mention of COFC and double-stack service in here. You just phrased this in a way that (to me) long-haul highway trucking of containers directly from the port.

Sīgned,

Genuinely Curious

[floorpunchchalie]

Sept 10, 2024 18:26:14 GMT -5 NUKE THE INTERNET said:

Chalie as board royalty is why I am a staunch anti-monarchist.

Edit: I'm not even disliking his posts today because they piss me off. I'm disliking them because they're just bad posting. HEAVY IS THE HEAD THAT WEARS THE CROWN.

Sorry but to quote the great Neil Young all I have to say is keep on rockin’ in the free world!

[johnny two cool]

Sept 10, 2024 18:36:52 GMT -5 NUKE THE INTERNET said:

Sept 10, 2024 18:03:03 GMT -5 johnny two cool said:

When it works, the flow of containers through our supply chain can be a beautiful thing to watch. A ship comes to shore. Every couple of minutes, almost metronomically, a crane lifts a container to shore. Dock workers lift the container onto a neat holding stack. A truck pulling a chassis pulls up, the container is loaded onto the chassis, and the trucker drives it to a warehouse or a railroad intermodal terminal.



In the U.S. we don’t handle containers nearly as efficiently as many ports in Asia and Europe – but the process generally works. But to work, each piece of the process must be in place:



The ship arriving to the dock;

Labor to operate the crane and other port equipment;

Space at the port to stack the container;

A truck and driver available to come to the port to pick up the container; and

A trailer chassis on which to load the container.

If any one of these pieces is late or missing, the system slows down, and can even grind to a halt.



Currently, there are hard challenges facing some of these pieces – such as the difficulty in finding drivers, or the port congestion from too much volume. Solving any of these problems will come at a cost; not solving them is likely to result in a much bigger cost. However, one very solvable problem is the shortage of chassis available to move the containers out of the port.



The chassis shortage has gotten a lot of press during the “COVID supply chain crisis.” But this is not a Covid issues; there was a chassis shortage years before anyone had even heard of COVID-19. In the last twen'ty years, several things have caused this shortage:



Larger vessels, bringing more boxes in at the same time, causing spikes in demand;

Sophisticated supply chains, in which deliveries are more precisely scheduled to meet demand – causing a higher “peak”;

Higher chassis prices, partially driven by stiff tariffs on imported chassis and steel;

Port-based limitations on which chassis a trucker can use;

Chassis being held longer before being returned, such as when a retailer chooses to store goods in a container in the parking lot rather than unloading into the warehouse; and

Increasing numbers of chassis falling into disrepair.

Reviewing these factors, three things are clear: (1) relative to total container volume, we need more chassis than we did a few years ago, (2) we need better economic incentives for getting a chassis back in operation, and (3) we must find ways to better match chassis supply with demand. A new chassis costs in the range of $15-25K, yet the economic loss of not having the chassis available – goods not getting to market, extreme inefficiency in the capital-intensive port operations, idle time for valuable truckers, etc., can easily dwarf that cost over time.



The logistics industry must deal with the chassis issue as both as a near-term crisis and a long-term structural problem by taking action:



Accelerate maintenance and rebuild of mothballed chassis, even if this means paying a premium to increase the number of roadworthy chassis out there;

Broaden chassis pooling arrangements to eliminate artificial barriers restricting which chassis can be used at a port, and ensure that chassis owners can capture an economic rent that justifies their investment;

Leverage software solutions (similar in concept to Uber) to better match chassis supply and demand, as long as artificial barriers are removed;

Provide incentives for shippers to return chassis earlier, by substantially raising chassis rental rates after a certain number of days in use; and

As chassis rental rates increase to match demand, investors will order more chassis to increase the chassis pool over time.

Over time, we must address the full range of complex issues that plague our supply chain and find ways to balance resilience with efficiency. Solving the chassis problem is relatively straightforward; addressing it swiftly would be a sensible and effective place to start.

Hate to either derail this thread or seriously engage with it, but how does intermodal rail wrinkle this? Specifically, how has the precision scheduled bullshit that basically turns everything into a glorified drag freight over the past decade complicated all of this, if at all? Railroads have been directly handling containers without chassis for nearly sixty years, and it makes up an enormous proportion of freight traffic by volume. Apologies if I missed a mention of COFC and double-stack service in here. You just phrased this in a way that (to me) long-haul highway trucking of containers directly from the port.

Sīgned,

Genuinely Curious

I dunno, I haven’t time to do a deep dive on rail, prolly gonna take a course or somethin. There is a guy who handles a shitton of the rail/trucking/intermodal stuff for the Port and explained why rail capacity isn’t and won’t be adequate, but it was well out of my depth

[mistah like ur post]

I've heard that all of our ills can easily be solved by a return to the Gold Reserve and electing presidents that want to and totally can control gas prices.

Sounds so easy. We need these COMMON SENSE solutions.

[tomservo]

The Amerifat demands cheap burger. If price of burger goes up millions must suffer

[crime pays]

[mistah like ur post]

Those are cheeseburgers to the hordes trying to get to the USA!

[Porch Honky]

Sept 10, 2024 15:20:52 GMT -5 johnny two cool said:

tRuMp dIDNt sTArT aNy WaRS

www.bbc.com/news/world-us-canada-47480207

[crime pays]

oh the debate is tonight? will kamala be epic?

[solidsnake]

Sept 10, 2024 18:52:15 GMT -5 mistah like ur post said:

I've heard that all of our ills can easily be solved by a return to the Gold Reserve and electing presidents that want to and totally can control gas prices.

Sounds so easy. We need these COMMON SENSE solutions.

We just need a president who isn’t too pussy to push the PRICES GO DOWN button underneath the Oval Office desk. 

[solidsnake]

Sept 10, 2024 19:20:10 GMT -5 crime pays said:

oh the debate is tonight? will kamala be epic?

I’ve submitted my stance. She will do fine to very good. He won’t shout or do his regular off putting mannerisms, while calmly shitting out lies. It’ll be deemed a tie. It just hurts her and she continues to slip in the polls.

[Percussionist Foster Grant]

Trump will prob start solid and quickly get distracted and derail, as is his custom.

[crime pays]

Sept 10, 2024 19:31:03 GMT -5 solidsnake said:

Sept 10, 2024 19:20:10 GMT -5 crime pays said:

oh the debate is tonight? will kamala be epic?

I’ve submitted my stance. She will do fine to very good. He won’t shout or do his regular off putting mannerisms, while calmly shitting out lies. It’ll be deemed a tie. It just hurts her and she continues to slip in the polls.

So is that epic or what

[Percussionist Foster Grant]

If Harris pokes at 2020, being a felon, and the sexual assault case shit, he won’t be able to help himself.

[solidsnake]

Sept 10, 2024 19:33:05 GMT -5 Percussionist Foster Grant said:

Trump will prob start solid and quickly get distracted and derail, as is his custom.

He never wen't full hard-rocker during the last debate. The average Joe Schmo voter doesn’t see all the crazy shit he posts on truth social, but likes the idea of tariffs being this simple mechanism for returning jobs to Americans and reducing prices, and thinks there must be something to all the alleged vote fuckery from last election (cuz the media doesn’t emphasize how deranged that was anymore). So time to give Trump another go.

[solidsnake]

What I’m saying is, voters can tune in and think “he doesn’t seem like an old fat, vitriolic hard-rocker” and that’s a win.