please respond to member discussion

In this week's reading and research, intermodal transportation over the past few years have been a rollercoaster of a ride that has affected and still does affect "driver shortages, increased demand", soared gas prices, and "heightened government oversight" (Vielhaber, 2014, para. 1). The "three basic types" of "mobile transport assets" entail "land (road, rail, pipelines), water (shipping), and air" (Rodrigue, 2020, Ch. 5, Sect. 5.1). These factors play a vital role in maintaining a cost-efficient supply chain for many businesses around the world, including integrating the latest and greatest technology (i.e. 5G talk, data, and connectivity) for "anytime, anywhere" communication (Vielhaber, 2014, para. 2). In "1960", the key start of incorporating intermodal transportation was with "maritime networks to better connect with inland networks" but it was either "ship-to-rail or ship-to-truck" (Vielhaber, 2014, para. 6). In 2013, railways "saw record growth" capacity "totaling 12.8 million containers and 14.6 million carloads, according to the Association of American Railroads (AAR) (Vielhaber, 2014, para. 7).

In doing so, shippers have taken major advantage of reduced rates, foreseeable pricing, and the elasticity of packing and unpacking goods in a "dropped trailer" area, thus limiting "handling costs" (Vielhaber, 2014, para. 9). In addition, shippers have accessibility to equipment and consistent transport schedules that offers dependability, volume, and protection advantages. When contrasting passengers and freight, passengers can embark, exit, "transfer without assistance", comprehend information and "act on it without" help, decide which transport mode is next without help, and incorporate travel modifications regarding relaxation and security (Rodrigue, 2020, Ch. 5, Sect. 5.1, No. 4). Freight on the other hand, must be packed, unpacked, "transferred, information must be" funneled via "logistics managers who then in turn decide the next feasible "transport mode", and need "accommodations related to storage" (Rodrigue, 2020, Ch. 5, Sect. 5.1, No. 4). The "existing freight transport system is running at its capacity due to increase of trades and an aging infrastructure", including various disruptions such as severe weather, "accidents and loading/unloading delays at intermodal terminals, to catastrophic natural and manmade disasters with long term" effects which we have seen over the past four decades (Fotuhi, & Huynh, 2017, pg. 405).

Hurricane Katrina and Rita are a prime example of catastrophic damage that affected just about every transportation infrastructure within the Gulf Coast. On the west coast, there was a "port labor strike" that occurred on "September 27, 2002" (Fotuhi, et al, 2017, pg. 406 and Oldham, 2008, para. 1, respectively). The "Pacific Maritime Association, representing shipping and stevedoring employers, closed all 29 ports during a "contract dispute with the International Longshoremen's and Warehousemen's Union" which cost the United States economy about $12 billion (Oldham, 2008, para. 1). Last summer an immense number of flights were cancelled due to various reasons (i.e. labor shortages, weather, operational problems, fuel, scheduling conflicts, etc) which caused many passengers and shippers to find alternate travel modes and routes.