TRANSPORTATION (LOGISTICS) | Marc Cunningham LLC

Logistics

Logistics (often called “3PL logistics” or “contract logistics”) is the process of managing how a customer’s goods are acquired, assembled, packaged and stored by a logistics provider at the customer’s specified origin point, and then transported to and distributed at the customer’s specified destination point by such logistics provider, based on the customer’s specifications in the transportation agreement between the customer and the logistics provider.

Representation for logistics-related individuals and legal entities, such as: carriers; consumer products distributors; consumer products manufacturers; distribution center operators; eighth-party logistics (8PL) providers; financial institutions; fifth-party logistics (5PL) providers; first-party logistics (1PL) providers; fourth-party logistics (4PL) providers; freight agents; freight brokers; freight consolidators; freight forwarders; fulfillment center operators; governmental authorities; infrastructure developers; large and small freight shippers; large and small freight receivers; manufacturers; ninth-party logistics (9PL) providers; parcel delivery companies; passenger carriers; private contractors; project sponsors; public agencies; rail systems; regional and short line railroads; retailers; second-party logistics (2PL) providers; seventh-party logistics (7PL) providers; shippers; sixth-party logistics (6PL) providers; technical consultants; tenth-party logistics (10PL) providers (someday, but not yet); third-party logistics (3PL) providers; third-party transportation providers; warehousing operators.

Negotiating and drafting various agreements, contracts, documents and templates related to logistics transportation practice, such as for: 2PL logistics services; 3PL logistics services; 4PL logistics services; 5PL logistics services; advance shipping notices (ASNs); agency; bill of lading (BoL); broker-carrier; broker-contract carrier; broker-shipper; carrier-shipper; carrier-shipper master; co-broker; confidential disclosure (CDA); contract carrier transportation; cross-docking; customer service-logistics-warehousing; customs brokerage; customs power of attorney (POA); dedicated transportation; Defense Logistics Agency (DLA); drayage; freight brokerage; freight forwarding; fulfillment services; independent contractor; lease-back; logistics alliance; logistics and procurement services; logistics and secondment services; logistics and warehousing services; logistics services – ground transportation, material management and vehicle management; logistics support; logistics-shipper; management; master brokerage; motor carrier transportation; network logistics; non-compete (NCA); non-disclosure (NDA); non-solicitation (NSA); operational services; owner-operator; service level (SLA); statement of work (SOW); terminal; trailer interchange; transloading; transmission; transportation; warehouse logistics services; worldwide logistics services.

Compliance with domestic Federal and state, and international, administrative agencies, frameworks, guidelines, laws, recommendations, regulations, rules and statutes, related logistics practice, such as the: Americans with Disabilities Act (ADA); Anti-Money Laundering statutes; Bank Secrecy Act (BSA); Civil Rights Act (CRA) Title VII; Clean Air Act (CAA); Clean Water Act (CWA); Employee Retirement Income Security Act (ERISA); Environmental Protection Agency (EPA); Fair Credit Reporting Act (FCRA); Fair Debt Collection Practices Act (FDCPA); False Claims Act (FCA); Family and Medical Leave Act (FMLA); Federal Acquisition Regulation (FAR) Part 25, Foreign Acquisition; Federal Employers' Liability Act (FELA); Federal Highway Administration (FHWA); Federal Maritime Commission (FMC); Federal Motor Carrier Safety Administration (FMCSA); Federal Motor Carrier Safety Regulations (FMCSR); Federal Railroad Administration (FRA); Federal Transit Administration (EFTA); Food Safety Modernization Act (FSMA); Foreign Corrupt Practices Act (FCPA); Health Information Portability and Accountability Act (HIPAA); International Traffic in Arms Regulations (ITAR); International Warehouse and Logistics Association (IWLA); National Transportation Safety Board (NTSB); North American Free Trade Agreement (NAFTA); Occupational Safety and Health Act (OSHA); Occupational Safety and Health Administration (OSHA); Perishable Agricultural Commodity Act (PACA); Sarbanes-Oxley (Sox); Surface Transportation Board (STB); Troubled Assets Relief Program (TARP); Truth In Leasing Act (TILA); Uniform Intermodal and Facilities Access Agreement (UIIA); United States (US) Department of Transportation DOT); United States-Mexico-Canada Agreement (USMCA); USA Patriot Act (USAPA).

Management of typical logistics-related issues, such as: alternate dispute resolution (ADR); acquisitions, divestitures and mergers (M&A); antitrust; approvals; asset purchases; bid protests; bidding; broker liability; business formation; business organization; cargo loss; carrier liability; claims; class actions; compliance; construction claims; construction contracts; corporate governance; corporate finance; corridor preservation; delivery delays; disadvantaged business enterprise (DBE); data privacy; data security; discrimination; facilities; financing: government contracting; governmental audits; governmental enforcement actions; governmental relations; infrastructure design; employment; environmental; fuel surcharges; independent contractors; insurance; intellectual property (IP); invocation of clauses based on specious COVID-19 concerns of certain logistics providers as an unconscionable scheme to avoid otherwise-applicable contractual liability; joint development; joint venture; labor; land use; legislation; licenses; litigation; logo and placard liability minority owned business enterprise (MBE); permits; private equity; procurement; project development; project finance; project planning; public agency; public procurement; rates; real estate; regulatory; rights-of-way; risk assessment; risk management; risk mitigation; risk remediation; site acquisition; storage; strategic alliance; subrogation; supply chain; tariffs; transportation technology; union opposition; union organizing; venture capital; wage and hour; warehousing; woman owned business enterprise (WBE); wrongful termination; zoning.

The description of a company as a “logistics provider”, rather than as a “shipping company” or as a “transportation company”, indicates that the logistics provider is providing other services to the customer that are beneficial to the customer’s supply chain – such as, for example: assembly; fulfillment; inventory management; packaging; picking-and-packing; reverse logistics (managing returns of goods back to the customer); warehousing – rather than just merely transporting goods from an origin point to a destination point.

“3PL” is a reference to a third-party legal entity which is not the manufacturer of the goods or the receiver of the goods, which is completely independent of such manufacturer or receiver, but which undertakes to get the goods from the manufacturer and deliver such goods to a distribution point somewhere else on behalf of the manufacturer, which is a particularly attractive arrangement for fast-moving consumer goods (FMCGs) companies such as Coca-Cola, Pepsi or Procter & Gamble – which must continuously provide mass quantities of consumer goods all over the world, on very tight deadlines, and which are thus relieved of all the infrastructure and personnel costs associated with all the functions provided by the 3PL.

Once a manufacturer gives finished goods to a 3PL, such 3PL acts as a full-service single point of responsibility to get such finished goods anywhere in the world, to as many distribution points as the manufacturer may require, using as many different modes of transport (by air, ocean, rail or truck), as may be necessary to get such finished goods to the specified destination points.

In contrast to a 3PL, a “freight forwarder” acts as an intermediary agent between the manufacturer and as many different transportation companies with which the freight forwarder (on behalf of the manufacturer) makes separate transportation contracts to get the manufacturer’s finished goods to the various distribution points specified by the manufacturer, (although the freight forwarder may sometimes take temporary possession of shipments to store them along the way, until the shipments reach their destination points), and must register with the United States (US) Department of Transportation (DOT) Federal Motor Carrier Safety Administration (FMCSA) for interstate and foreign commerce operating authority, meaning that freight forwarders may handle both domestic and international shipments.

A “freight broker” also acts as an intermediary between the manufacturer and transportation companies, but differs from a freight forwarder in that the freight broker can only register with the US DOT FMCSA for brokerage authority, meaning that the freight broker does not take actual possession of goods, and generally arranges for shipments that have US origin points and US destination points.

A basic philosophy for any logistics provider is called the “7Rs” of logistics, as follows: 1) get the right product 2) in the right quantity 3) in the right condition 4) to the right place 5) at the right time 6) for the right customer 7) at the right price.

Logistics providers may offer some or all of the following services to customers, depending on the level of involvement and liability the logistics provider may wish to assume in the customer’s supply chain: claims management; customs brokerage; business planning; capacity utilization analysis; carrier performance analysis; distribution management; freight consolidation; freight sourcing strategies; freight transportation management; full-truckload (FTL) shipping; hazardous materials (hazmat) shipping; inventory management; inventory planning; less-than-a-truckload (LTL) shipping; management of the inbound, outbound and reverse aspects of the customer’s supply chain; network analysis, design, forecasting and monitoring; personnel management; project management; supplier base coordination; transportation expenses analysis; warehousing (either in the logistics provider’s own warehouse facilities or at some mutually-agreed warehouse).

There are several basic types of logistics, such as: inbound (a/k/a procurement) logistics (the transportation activities necessary to provide a manufacturer with parts, raw materials, supplies and tools that the manufacturer will then use to make finished products); outbound (a/k/a production) logistics (the transportation activities necessary to transport finished products to a central distribution point or warehouse); distribution logistics (the transportation activities necessary to transport the finished products from a central distribution point or warehouse to various designated seller agents approved by the manufacturer, who then in turn sell those finished products to the consumer end-users of such finished products); and, reverse logistics (whatever transportation activities may be necessary to get recalled, repackaged, repaired, returned or recycled – known as the “5Rs” of reverse logistics – products back to the manufacturer which may then take whatever steps may be necessary to get any of such products back into the flow of commerce).

There are various numerical classifications for various types of logistics providers, depending in part upon the services such logistics providers may provide to their customers and where such logistics providers may fit into their respective customers’ supply chains, such as: 1PL (first-party logistics provider – where the manufacturer either has its own captive shipping and warehousing operations and dedicated fleet of trucks, or outsources those logistics functions to only one fleet; currently not common, due to the added infrastructure and personnel costs, and the added flexibility and cost benefits gained through outsourcing those functions); 2PL (second-party logistics provider – in which the logistics provider generally handles the actual shipping, storage and warehousing of the manufacturer’s finished goods); 3PL (third-party logistics provider – currently the most commonly-used type of logistics provider; concentrates on providing as few or as many of the supply-chain functions requested by a manufacturer; may not necessarily own a fleet of trucks or warehousing facilities, but will outsource those functions as required; otherwise, works with a manufacturer in an arm’s-length capacity, following the manufacturer’s instructions as literally as possible); 4PL (fourth-party logistics provider, a/k/a lead logistics provider – LLP – generally has no physical logistics assets, but works in the capacity of a managing agent for the manufacturer, for the manufacturer’s entire supply chain, outsourcing whatever supply-chain functions the manufacturer may need to individual logistics providers, or may even outsource many supply-chain functions to one or more 3PLs; assumes somewhat of a consulting capacity to the manufacturer); 5PL (fifth-party logistics provider – generally for large supply chains, in which the 5PL has expertise in engineering and innovative flow automation systems, and may outsource various logistics functions to 4PLs, who may then in turn outsource some or all such functions to 3PLs as required); 6PL (sixth-party logistics provider – a relatively new niche logistics provider, which specializes in only ecologically-beneficial and environmentally-beneficial supply chain management solutions); 7PL (seventh-party logistics provider – generally for larger supply chains, which is in effect a 3PL + a 4PL, combining the physical assets of a 3PL with the advisory services of a 4PL); 8PL (eighth-party logistics provider – another relatively new niche provider with no physical logistics assets – but with a great deal of technology assets – managed by a relatively small core of data-savvy humans who interpret global analytics to provide the necessary logistics intelligence for accurate outsourcing of whatever functions a customer may require at any point on the planet at any particular moment); 9PL (ninth-party logistics provider – another relatively new logistics phenomenon, concentrating on crowd-attractive applications specializing in last-mile-delivery – LMD, meaning short-haul situations requiring nearly-instant gratification – to provide very specific goods or services in many relatively-local areas as quickly as possible, such as for example DoorDash, GrubHub, Lyft and Uber); and, 10PL (tenth-party logistics providers – the most technically-sophisticated, and as yet unrealized, form of logistics provider, aiming to have the smallest number of human participants monitoring a completely-automated, self-aware, global supply chain, powered by artificial intelligence – AI – algorithms, for every logistics function at every point in every supply chain, large or small, including but not limited to self-driving trucks, self-flying planes, self-propelled ships, and robot loaders and unloaders).

The most important provisions in a logistics services agreement may be the sections relating to (in no particular order of importance): compensation (payment terms and amounts must be specified, especially if different payment amounts are to be paid throughout the contract, based on the completion of various milestone dates or tasks); consequential damages (first specify what is meant by “consequential damages” – generally meaning all the monetary damages that ono party may theoretically suffer if the other party breaches or terminates the contract prior to the contract Completion Date – and then both parties should expressly waive all types of those specified consequential damages completely, thus eliminating a judge’s or jury’s ability to create a fictional amount of theoretical damages that might be imposed on either); contract obligations resulting from termination (specify whatever events that may trigger a termination of the contract by either party, and then specify the respective obligations of each party that result from each of those specified termination events); contract term (specify a definite start date from the calendar – generally called the “Effective Date” – and then specify a definite Completion Date for the contract obligations, or if a definite completion date cannot be determined, use a defined time period of an specified number of “calendar days” from the Effective Date to determine the Completion Date); key performance indicators (KPIs – descriptions of what must be accomplished, and when, extremely useful for measuring performance and then determining any defects or delays in performance that might trigger claims for damages); limitation of liability (LOL) (the liability for all forms of damages must be strictly limited cumulatively to some small monetary amount, such as a maximum cap for all types of damages combined to no more than, say, $1000); warehouse lien (a Uniform Commercial Code – UCC – process, useful if one of the parties becomes insolvent during the contract term and seeks protection under the bankruptcy laws, in which the solvent party asserts a lien on the goods in possession of the insolvent party, which has precedence and priority over the bankruptcy, thus allowing the solvent party to have the status of a secured creditor and the freedom to liquidate some or all of the goods to satisfy the insolvent party’s debt to the solvent party).

Any logistics-related intermodal or multimodal shipping agreement that includes any element of transportation by rail should, at a minimum, include: a reasonably-detailed itemization of the individual items in the shipment; who bears risk of loss (ROL) on every segment of the trip; limitation of liability (LOL) on every segment of the trip; over-dimension surcharge; required insurance for both parties from origin point to destination point, and at all points in-between; standard terms and conditions (Ts & Cs – such as: altered movement of tendered shipment; assignment; choice of law; combination rate charges; contact information for each party; domestic storage; flip charges; hazardous materials – hazmat – surcharge; indemnification; intermodal container transfer facility – ICTF – gate fee; force majeure; international storage; payment; mis-describing penalties – such as, for example: for specifying the incorrect weight of the container or shipment; mis-describing the contents of a container or shipment, or describing a domestic shipment as an international shipment, or describing a hazmat shipment as freight of all kinds – FAK; schedule of milestone dates; venue; violations of metal products conditions; violation of prohibited articles regulations; violations of restricted articles prohibitions; use of rail carrier’s US Customs bond; and the like); the various duties of the rail carrier on every segment of the trip (such as: what mode of motor transport – such as container carrier or tractor-trailer truck – should be engaged to get the shipment from the location point to the train loading point; who is responsible for unloading the shipment from the mode of transport onto the train well car (if a container) or rail car – whether the shipment is contained in containers or must unloaded and loaded onto the train as various individual items by hand; coupling or uncoupling of particular rail cars during transit; unloading/reloading/unloading of various containers or rail cars during transit; unloading at the final rail terminus point; what mode of motor transport – such as container carrier or tractor-trailer truck – should be engaged to get the shipment from the final rail terminus point to the final destination point; who unloads the container or shipment at the final destination point).

Authored and disseminated logistics-related corporate materials, such as: corporate policies; manuals; presentations; opinion papers; playbooks.

Interaction with shipping agencies, specializing in the provision of any required services to expedite and facilitate the maritime shipping industry, such as freight forwarding activities.

Provided logistics practice legal training for management and personnel.

Familiarity with the relative pricing strategy advantages and disadvantages of negotiating freight contract rates in advance, for example through annual freight contracts (a/k/a “tenders”), or utilizing spot rates at various times and in various situations.

Legal support for the basic pricing models utilized by logistics providers, such as: activity-based costing; cost-plus pricing; and, transactional pricing.

From a risk management perspective, the main vulnerabilities which logistics providers must manage meticulously, and for which logistics providers should seek additional insurance coverages, may be (in no particular order of importance): administrative services (meaning to automate as much of the operations as possible, to avoid manually-generated errors, and then to provide proper hardware and software training to office staff); advice (as may be provided to customers by 4PLs and 5PLs, either gratuitously or as part of the logistics services); attorney fees; claims management; contracts management (meaning first the careful negotiation of contracts, and then the careful organization of executed contracts in a centralized database); coordination (meaning the coordination between any subcontractors or outsourced transportation providers utilized in the chain of the logistics provider’s services for the customer); data privacy and data security (which could be enhanced through the use of blockchain technology); delay; facilities (meaning security and damage from hazards such as fire, water loss of electricity for refrigeration and the like); hazardous materials; hiring; intellectual property; internet access (meaning who may access the all or parts of the logistics provider’s website, whether externally or internally); load management (such as proper balancing of loads for safe transportation, as well as loading goods in the right order to allow for easy unloading); records retention; reputation; risk management; supply chain (meaning not engaging in any activities that might cause cessation or delay of the customer’s overall supply chain); transportation (meaning alert and well-rested drivers, efficient route management, proper vehicle maintenance, vehicle security, and the like); warehousing (meaning enough space to store all the customer’s goods safely, security, temperature control if required, and the like).

Theories of liability that may be asserted against a logistics provider, or any transportation provider or individual outsourced by such logistics provider, may include (in no particular order of importance): broker; co-driver; driver fatigue; driver distraction; employer; Federal Motor Carrier Safety Regulations (FMCSR) violations; lease; negligent entrustment; negligent inspection; negligent hiring; negligent maintenance; negligent repair; negligent retention; shipper; spoliation of evidence.

Familiarity with logo and placard liability (generally in relation to the transportation of environmentally-hazardous materials), in which a logistics company can be held liable for negligent failure to remove, or lack of, all required removable identification markings or signage – whether applied directly to the vehicle or attached to the vehicle on some form of removable placard or sign – from a leased or abandoned vehicle, once such vehicle is returned to the lessor or left in a junk yard (the theory being that anyone who is subsequently inured by, in or on such vehicle had the right to rely on the remaining markings or signage, or that there would be the required markings or signage, as of the former logistics company lessee’s or owner’s control or ownership).

Working knowledge of the proper usage of the Incoterms maintained by the International Chamber of Commerce (ICC), such as: the seven (7) Incoterms applied to all modes of transport – CIP (meaning ”Carriage and Insurance Paid To”) [then insert place of destination]; CPT (meaning “Carriage Paid To”) [then insert place of destination]; DAP (meaning “Delivered at Place”) [then insert place of destination]; DDP (meaning “Delivered Duty Paid”) [then insert place of destination]; DPU (meaning “Delivered at Place Unloaded”) [then insert place of destination]; EXW (meaning “Ex Works”) [then insert place of delivery]; FCA (meaning “Free Carrier”) [then insert place of delivery]; and, the four (4) Incoterms applied to inland waterway and ocean transport – CIF (meaning “Cost Insurance and Freight”) [then insert named port of destination]; CFR (meaning “Cost and Freight”) [then insert named port of destination) FAS (meaning “Free Alongside Ship”) [then insert named port of loading]; FOB (meaning “Free on Board”) [then insert named port of loading].

Working knowledge of the Uniform Intermodal Interchange & Facilities Access Agreement (UIIA) intermodal contract minimum insurance requirements for various members (such as: box truckers; bulk haulers; container haulers; couriers; dump operations; freight forwarders; hazmat carriers; hot shot trucking companies – those which specialize in carrying smaller, time-sensitive loads; less-than-a-load – LTL – trucking companies; tow-truck operations) in various situations, that must be specified on a UIIA ACORD 22 Certificate of Insurance (CoI) – pursuant to the instructions on UIIA Form 5A –which must also specify the President of the Intermodal Association of North America as the certificate holder, and may include: cargo insurance (CI) with limits specified on UIIA EP Rules Form 5B (generally at least $100,000); commercial auto liability (AL) with a combined single limit (CSL) of $1 million (all UIAA equipment providers – EPs – with which the insured may do any business must be specified as additional insureds pursuant to UIIA Form 5C; the auto policy must be clearly-delineated as either an “any auto”, “all owned and hired” or “scheduled or hired” policy, and not as merely an “all owned” or “scheduled only”; if the insured motor carrier is actually self-insured, then such motor carrier must obtain special UIIA-approved language that must be inserted in the self-insured document); commercial general liability (CGL) with a limit of $1 million per occurrence (of which no portion thereof can be self-insured); employer’s liability (EL) with limits specified on UIIA EP Rules Form 5B (generally at least $500,000); equipment provider checklist UIIA Form 5C (requiring that any EP with which the insured may do any business must be specified as additional insureds; on the UIIA ACORD 22 certificate, the insurance agent must check the box under the description of operations, thus confirming that the EPs checked on UIIA Form 5C are additional insureds on the appropriate policies; insurance agents that wish to provide blanket additional insured coverage may do so by checking the appropriate blanket additional insured boxes on the UIIA ACORD 22 certificate, and may use the wording specified on the UIIA ACORD 101 Form 5A); exclusionary policy endorsements (that purport to exclude, limit or modify any of the insurance policies specified on the UIIA ACORD 22 certificate must be attached to and referenced on the UIAA ACORD 101 form when the ACORD 22 certificate is submitted); National Association of Insurance Commissioners (NAIC) Numbers (for each policy specified on the UIAA ACORD 22 certificate, as well as the rating for each insurance provider, should be provided by the insurance agent, both of which may be obtained from the A. M. Best “Best Key Rating Guide”); notice of policy cancelation period must not be less than thirty (30) calendar days prior to the cancelation of any policy, unless such cancelation is due to non-payment of premiums by the insured, in which case the cancelation period cannot be less than ten (10) calendar days prior to the cancelation; trailer interchange insurance (TII – covering any non-owned equipment for collision, comprehensive, fire, physical damage and theft while in the motor carrier’s care, control or custody, with limits specified on UIIA EP Rules Form 5B – generally at least $30,000); truckers’ uniform intermodal interchange endorsement (UIIE-1, CA23-17 or TE23-17B – a hold-harmless endorsement that must be included in the AL;on the UIIA ACORD 22 certificate, the insurance agent must check the box adjacent to the language describing the applicable operations,thus confirming that this endorsement is part of the AL coverage); umbrella insurance (UI) as may be required (provided that the UIIA ACORD 22 certificate should specify to what policies the umbrella coverage applies, or it will be assumed that the UI is over all the policies specified on the UIIA ACORD certificate); and, workers’ compensation (WC) with limits specified on UIIA EP Rules Form 5B (generally at least $500,000).

Intermodal motor carriers may also wish to carry other types of specialized liability insurance coverages, such as: auto hauler; business owners; commercial property; courier; cyber; directors and officers (D&O); employment practices; errors and omissions (E&O); excess; fiduciary; flatbed truck; fleet truck; garage keepers; group health; hazmat truck; high-risk truck; human resources; liquor; moving and storage; new venture; owner-operator; reefer truck; technology.

Consultation regarding the MCS-90 endorsement for the auto liability policies of various regulated motor carriers, ensuring that certain Federally-mandated coverage (such as environmental restitution) and limits are included is such motor carriers’ auto liability coverage.

Working knowledge of comprehensive specialty insurance coverages related to logistics operations, such as for business auto: coverages may include auto liability, general liability, excess liability and physical damage; eligible operations may include armored cars, boom trucks, building materials transporters, contractors, couriers, cranes, dairies, farms, food deliveries, funeral operations, magazine distributors, newspaper distributors, retail deliveries and wholesale deliveries.

Working knowledge of comprehensive specialty insurance coverages related to logistics operations, such as for the transportation of environmentally-hazardous materials: coverages may include auto liability, auto physical damage, designated insured endorsement, excess, general liability, International Standards Organization (ISO) Pollution Liability-Broadened Coverage for Covered Autos (CA 9948) endorsement, MCS-90 endorsement, medical payments (med pay), mis-delivery of liquid products endorsement, motor truck cargo, personal injury protection (PIP), primary and non-contributory endorsement, statutory no fault, uninsured motorist (UM), underinsured motorist (UIM), umbrella, Uniform Intermodal Interchange and Facilities Access Agreement (UIIA) trailer interchange endorsement and waiver of subrogation endorsement; eligible operations may include for-hire petroleum transportation, hauling bulk dry commodities, hauling bulk food-grade commodities, hauling bulk liquid, hauling hazardous waste, hauling non-hazardous waste, non-hazardous materials in tank trucks and truck transportation of hazardous materials requiring placards; specific exclusions may be garbage hauling, poisonous gases, infectious substances, radioactive materials and refuse hauling.

Working knowledge of comprehensive specialty insurance coverages related to logistics operations, such as for fleet trucking: coverages may include auto liability, auto physical damage, blanket additional insured endorsement, broadened auto pollution with CA9948 endorsement, blanket waiver of subrogation endorsement, excess liability, general liability, medical payments (med pay), motor truck cargo, statutory no fault, uninsured motorist (UM), underinsured motorist (UIM), umbrella; eligible operations may include containers, dry van, flatbed, for-hire goods, intermodal, perishable goods and refrigerated; specifically-excluded operations may include any type of waste disposal, drive-aways (meaning the hauling of other vehicles of any type), fracking output, “hot shots” (meaning smaller, time-sensitive, unique, unusual, valuable, LTL loads, within a specific time frame, usually to a single customer or destination), logging, moving and storage, oilfield, passengers for-hire, towing, “white glove” delivery (meaning both delivering an unusual object to a specific location and then placing it somewhere within that location services, at the customer’s direction), wrecking.

Working knowledge of comprehensive specialty insurance coverages related to logistics operations, such as for limousine services: coverages may include auto liability, auto physical damage, excess auto and general liability; eligible operations may include airport buses, charter buses, luxury buses, luxury sedans, luxury SUVs, luxury vans, on-demand car service and pre-arranged limousine service.

Working knowledge of comprehensive specialty insurance coverages related to logistics operations: coverages may include all risk for inland marine and ocean shipments and storage, carriers legal liability, contingent cargo, freight forwarders errors and omissions (E&O) freight forwarders legal, goods of others, shippers interest inland transit, shippers interest ocean cargo, warehouse legal liability and warehouse storage; eligible operations may include domestic transportation brokerage, customs house brokerage, freight forwarders, indirect air carriers (IACs), international transportation brokerage, motor truck carriers ( MTCs), non-vessel operating common carriers ( NVOCCs), warehousing.

Working knowledge of comprehensive specialty insurance coverages related to logistics operations, such as for non-hazardous waste hauling: coverages may include auto including pollution, auto physical damage, CA9948 endorsement, MCS-90 endorsement, environmental impairment, general liability and umbrella; eligible operations may include carting companies, construction debris, demolition debris, dumpsters, landfills, medical waste, non-hazardous waste, portable toilets, recycling, refuse, roll-off bins, sanitation collections, septic service, solid waste, sweeping, transfer stations and trash hauling.

Working knowledge of comprehensive specialty insurance coverages related to logistics operations, such as for marine cargo insurance: coverages may include cargo and transit, global stock throughput and project cargo; eligible operations may include business-to-business (B2B) internet sales enterprises, exporters, importers, multi-national enterprises, retailers and wholesalers.

Working knowledge of comprehensive specialty insurance coverages related to logistics operations, such as for recycling operations: coverages may include auto, conversion coverage (meaning coverage against purchasing items from a seller which does not have legal title or possession), crime, environmental and general liability exposures, equipment and production machinery breakdown, general liability, impaired property, inland marine, limited pollution, products (meaning coverage for material to be reclaimed, reconditioned or recycled), professional liability for document destruction, property, stock and sale price valuation, umbrella, workers’ compensation; eligible operations may include automobiles electronics, glass, paper, plastic, rubber, scrap metal and textiles; there may be inclusions for various specified standard industrial classification (SIC) codes; there may be inclusions for various specified general liability class codes.

Working knowledge of comprehensive specialty insurance coverages related to logistics operations, such as for truck brokers’ contingent liability: coverages may include contingent auto, contingent cargo, errors and omissions (E&O) and general liability; eligible operations may include freight brokerage, truck brokerage and truck leasing.

Working knowledge of comprehensive specialty insurance coverages related to logistics operations, such as for transportation workers’ compensation: coverages may include contingent liability, occupational accident and workers’ compensation; eligible operations may include auto transport, bus operations, couriers, deliveries, flatbed haulers, long-haul, moving and storage, refuse haulers.

PROGRESS DRAFT - Last updated - 210521_1413