The latest RoadOne news and announcements

Trucker, RoadOne, targets US Southeast with acquisition

RoadOne acquires a North Carolina trucking company in its drive to expand through acquisition and organic growth

RoadOne IntermodaLogistics, a nationwide drayage company, has added the third company in 18 months to its growing network, merging with Robin Hood Container Express to obtain a greater grip on the fast-growing southeaster port region.
The linkup that the companies call a merger but is really a de facto acquisition, is the latest move in Randolph, Massachusetts-based RoadOne’s ongoing effort to increase its geographical density and ensure it can operate efficiently under the hours of service rules through a combination of acquisitions and organic growth. The linkup gives RoadOne ties to a second generation intermodal trucking company with operations throughout the Southeast, including in Savannah, Charleston and Wilmington, North Carolina.
RoadOne CEO Ken Kellaway said he is negotiating two other acquisitions, which could be completed within 90 days, and has others in his sights. He hopes to expand the company’s driver fleet from just over 1,100 after the recent action to 1,500 by the end of the year.
RoadOne in August acquired Global Logistics or UGL, an Itasca, Illinois-based carrier that strengthened the company’s network throughout the Midwest. RoadOne earlier increased the density of its network in the North East and around the Port of New York and New Jersey with the September 2016 acquisition of Milford, Connecticut-based C&V Trucking, a container drayage company.
“We are rolling their operations, their people, their drivers into RoadOne,” said the company’s CEO Ken Kellaway, of the Robin Hood linkup. “We call it a merger. But clearly Road One is the dominant corporation here.”
While RoadOne had slightly over 1,000 drivers in 40 locations across the country before the linkup, Robin Hood had 70 drivers in three locations: Savannah, Charleston, and Wilmington, North Carolina.
Although RoadOne has substantial business in the Southeast, the acquisition will boost its presence there in an era in which organic growth across the country is hindered by the national shortage of truck drivers, Kellaway said.
“That’s one of the areas we are aggressively looking to expand, because that is the fastest growing market in the country right now,” Kellaway said. “The ships are getting bigger, the terminals are getting bigger. But the market isn’t necessarily adding more drivers.”
Savannah’s 7.6 percent increase in the volume of loaded import and export cargo it handled in the first three quarters of 2017 – to 2.3 million TEU – compared to the same period in 2016 was among the largest increases of a major East Coast port. So too was the 7 percent hike in loaded import and export cargo handled by Charleston in the first three quarters of 2017 – to 1.3 million TEU – compared to the same period in 2016. The percentage volume increase at both ports was eclipsed only by a 23 percent increase in the Port of Philadelphia, known as Philaport, over the period, to 275,248 loaded TEU.
Savannah’s 0.49 percent increase over the first three quarters of 2017 in its share of the East Coast market, to 0.19.4 percent percent, was the largest hike on the coast. Charleston grew by 0.2 percent to 10.68 percent.
Cargo volume’s through Wilmington, North Carolina, fell by 28.4 percent in the first three quarters ot 2017 compared to the 2016 period, in large part due to the collapse of Hanjin Shipping, a key port customer, in 2016. The helped the port’s share of the East Coast market fall by 0.5 percentage points to 1 percent.
RoadOne’s 2016 acquisition of C&V Trucking, aside from giving the Massachusetts carrier greater presence in Southern New England also helped RoadOne to prepare for the enactment of the electronic logging mandate, which took effect in December. The additional New England locations enabled drivers coming out of the Port of New York and New Jersey who were close to reaching the end of their driving hours to hand cargo off at depots to other drivers.
RoadOne’s release said it brings to the partnership with Robin Hood strong fuel, truck and insurance purchasing capabilities, as well as the carrier’s full, end-to-end technology platform. The web-based platform includes: full end-to-end visibility with Container Intelligence Tracker; real time driver updates that integrate weather and traffic with RoadTrak and systematized route optimization.

RoadOne appoints industry veteran, Steve Chandler, to sales leadership team

RoadOne appoints industry veteran, Steve Chandler, to sales leadership team

Randolph, Massachusetts – RoadOne IntermodaLogistics, a leading single source intermodal, distribution, and logistics service company, announces today that Steve Chandler has joined the company as Vice President of Sales for the U.S. Southeast and Gulf regions. With over 30 years of container shipping, intermodal drayage and logistics experience, Steve brings a wealth of knowledge to the market and will serve as an important, collaborative supply chain partner.

Prior to RoadOne, Steve held numerous business development and account management positions with top global ocean carriers including CMA-CGM, Hapag-Lloyd and NYK Line, as well as his most recent position at another leading intermodal trucking company. He also served in the U.S. Air Force as a freight management specialist.

“Steve brings deep industry experience to RoadOne. He has been involved in every aspect of container transport which will help to strengthen supply chain reliability and performance for our customers. This experience significantly adds to the depth of RoadOne’s business development efforts,” said Ken Kellaway, CEO of RoadOne IntermodaLogistics.

To further support shippers in the U.S. Southeast, RoadOne IntermodaLogistics has opened a new Atlanta-based Container Yard (CY) operation. The 12-acre facility is located at 1952 Moreland Avenue SE and has 100,000 lbs. heavy lift capacity and a warehouse facility with 35,000 square feet for cross docking.
The CY is conveniently located between the Ports of Charleston and Savannah and the Atlanta Metro effectively positioning containers for expedited transport within this high population market, as well as the Southeast region.

“As RoadOne expands its national presence we’ll increasingly be a vital asset in servicing customers’ logistics needs and requirements. We believe this distribution hub will serve as a catalyst for future company growth,” said David McLaughlin Sr., Chief Operating Officer, RoadOne IntermodaLogistics.

“We are pleased that this new operation positively impacts many other drayage carriers in the Atlanta, Southeast market by alleviating congestion at other depots and assisting drivers to have faster turn times. With HOS (hours of service) regulations and now with ELD’s (electronic logging devices), drivers can’t afford to spend hours waiting in line at CY’s, rail or port locations,” said Jeremiah (JC) Carruthers, VP Field Operations, South Region, RoadOne IntermodaLogistics.

CSX risks losing volume, pricing power on service woes

Major service disruptions will not cost CSX Transportation much intermodal business in the short term, but unless the railroad can convince customers that the delays and missed cargo pickups will be short-lived, it risks losing volume and pricing power.

The 6.2 percent increase in CSX’s intermodal volume over the four weeks shows that although shippers are threatening to take their cargo away, they have limited avenues to use while others are not ready to bite the bullet of changing their distribution strategies. Besides, there is only so much capacity that truckers and their eastern archrival, Norfolk Southern Railway, can take on.

Container lines, such as Maersk Line and Mediterranean Shipping Co., contract with CSX for their customers in multiyear contracts, and major shippers may have more wiggle room to move cargo off the CSX network. Dealing directly with shippers, intermodal marketing companies (IMCs) handle the majority of domestic intermodal volume, moved in 53-foot containers and trailers, for CSX. IMCs have some ability to exit contracts if service suffers, but securing capacity either on trucks or on NS trains can be challenging. Container lines and IMCs will enter contract negotiations with CSX with plenty of complaints on behalf of their domestic and international shippers.

It is too soon to determine just how much intermodal volume is at risk and how concerned CSX is about the loss of some accounts, considering CEO E. Hunter Harrison’s history of letting lower-paying freight leave to improve overall margins. According to a recent Cowen & Co. survey, 80 percent of CSX customers have experienced difficulties with the railway. Of those, roughly 40 percent have switched some freight to NS, and 67 percent have transferred freight to truck.

Since March, parcel giant UPS has shifted at least some of its cargo from CSX to NS, according to people familiar with the matter. McDonald’s has supplemented its regular CSX train shipments of frozen french fries into the Nashville area with truck deliveries, according to the Wall Street Journal.

Memphis-based Intermodal Cartage Group (IMCG) said it has shifted roughly a quarter of the volume moved by CSX to the NS network because of Southeast delays. US East Coast port officials are also urging CSX to improve its international rail services, following shipper complaints.

Shippers, and even some CSX employees, blame the service disruptions on Harrison’s “precision railroading” strategy, in which a railways’ fleet, workforce, and yards are thinned to cut costs, streamline operations, improve train schedules, and, ultimately, improve the company’s operating ratio, an indicator of profitability. It has worked at two other railroads in the past, Canadian National and Canadian Pacific. In the wake of cuts at CSX, however, the exact opposite appears to have occurred, and by Harrison’s own admission, mistakes have been made as he attempts to implement “precision railroading” for the first time in the United States.

According to Harrison’s own estimates, CSX already has pulled approximately 900 locomotives and could remove another 100, and shed 2,300 employees with a further downsizing of 700 possible. The railway also has shuttered or transitioned seven of its 12 hump yards since March.

Meanwhile, average intermodal train speeds at CSX have dropped roughly 10 percent year over year, down to 25.4 miles per hour the week of Aug. 12. In the same time, terminal dwell time at CSX facilities has increased from 25 to 30 hours. Meanwhile, CSX regularly operates trains at 90 percent of the speed NS trains run. Average intermodal train speeds on NS lines have remained nearly the same since this time last year, down just 2 percent year over year the week of Aug. 12 to 27.9 miles per hour. Average terminal dwell times at NS terminals have changed even less at roughly 24 hours.

RoadOne IntermodaLogistics, a nationwide drayage provider, has seen a ripple effect from the changes at CSX, which it serves across the Southeast. “It affects us when drivers are delayed at certain ramps and freight is not arriving on time,” Ken Kellaway, CEO of the Massachusetts-based company, told “We try to keep drivers busy, and it’s hard to move drivers to new locations if freight isn’t coming in at their ramps.”

RoadOne is doing its best to assist the railroad and its customers, Kellaway said. “We understand what they’re trying to accomplish,” he said. When freight is delayed, RoadOne feels pressure from shippers to “make up time,” but he said pressure has slackened recently. “I’m not hearing the complaints I heard a couple of weeks ago. It seems to be settling down.”

Tension between CSX and federal regulators has not settled down, though. On July 27, the Surface Transportation Board (STB), the top rail regulatory agency in the United States, wrote a letter to Harrison requesting the railroad and regulators hold a weekly service call with the regulator to address “continued concerns over the widespread degradation of rail service.”

Harrison issued an apology in a July 31 email to customers, in which he recognized service disruptions were hurting customers, pinning much of the blame on CSX employees unhappy with his leadership. “While most people at the company have embraced the new plan, unfortunately, a few have pushed back and continue to do so,” Harrison said. The CEO promised to redress shipper grievances and, to that effect, reopened one of its closed facilities, the Avon Yard in Indianapolis.

But by Aug. 16, the STB was still not satisfied with Harrison’s response and sent a second letter to the railway, now demanding a detailed schedule of CSX’s planned changes for the remainder of the year.

In the meantime, the Rail Customer Coalition, a group representing 64 shipper groups, wrote a letter to Congress telling lawmakers that Harrison’s changes had “upended the CSX network” and that “chronic service failures occurring across the CSX network are impacting the entire North American rail network.” The group said the CSX service woes had escalated to an issue of national significance, and called for an official STB investigation.

In his Aug. 18 response to the coalition, Harrison called complaints against CSX “unfounded and grossly exaggerated” and went on to allege that some members of the coalition were aware that the group had even sent a letter and did not agree with its contents.

“In the midst of our efforts, there have been some unfortunate disruptions to our service, which we are addressing aggressively,” Harrison wrote. He said he does not intend to continue any sort of dialogue with the coalition, “since coalitions do not have service issues.” Instead, Harrison said he welcomes conversations with customers on an individual basis.

Shippers have been reluctant to discuss changes to their business publicly.

“UPS considers CSX a valued partner, and we have worked with them for decades,” Dan McMackin, a UPS spokesperson, told “We expect to continue to work collaboratively with them as we develop transportation solutions for our networks and requirements in the future.”

NS, on the other hand, has been less guarded, and Alan Shaw, its chief marketing officer, has said in no uncertain terms, “We have seen some business move over to us.”

Not every shipper is a UPS or McDonald’s with access to NS terminals or lines or the time and money to shift cargo between modes from rail to truck carriers. Nor does every shipper conduct business with an IMC like IMCG, which has business relationships with both rail carriers on the East Coast.

“The ability to swing freight may be constrained by the availability of empty rail boxes in the right place at the right time. Big private fleets typically are bound to one carrier and can’t easily switch,” Larry Gross, a senior transportation analyst at FTR Associates, told “For instance, Schneider National has a long-term contract with CSX.”

Since 2008, CSX has been Schneider’s primary eastern rail provider. The two renewed that contract earlier this year in March.

“We have a terrific relationship with the CSX Railroad. We believe long term the precision railroading approach is going to deliver great service on that product,” Chris Lofgren, Schneider’s president and CEO, said on a Aug. 1 earnings call.

Still, Mark Rourke, the company’s chief operating officer, did say, “We’ve experienced some growing pains as CSX transforms its network.” Rourke said he is confident those growing pains will subside as precision railroading is fully implemented.

But for folks like Schneider — IMCs and shippers alike — their contract does not give them much more choice other than remaining at CSX and remaining confident Harrison’s plans will bear fruit.

Adam Amorose Joins RoadOne IntermodaLogistics, Enhances Safety Commitment

– New Safety VP to drive safety initiatives including 2016 ELD implementation –

Randolph, Massachusetts, December 16, 2015 – RoadOne IntermodaLogistics, a leading single source intermodal, distribution, and logistics service company, announces today that Adam Amorose has joined RoadOne as Vice President of Safety. In this position, Adam is responsible for the safe and efficient operation of all RoadOne drivers, as well as the driver recruiting and retention programs. He is also responsible for all FMCSA (Federal Motor Carrier Safety Administration) and all Department of Homeland Security requirements such as CSA (Compliance, Safety and Accountability) scores, safety audits, and C-TPAT (Customs-Trade Partnership Against Terrorism) certifications.

Adam comes to RoadOne with over 15 years of experience in transportation and distribution safety management and has interacted with multiple Fortune 500 businesses. In the past, he has added significant value to safety management, risk and compliance programs at companies such as USA Truck, Greatwide Logistics Services, and UPS.

At RoadOne, Adam will lead the company’s ELD (Electronic Logging Device) program for all RoadOne trucks, which will be completed by the end of 2016, a full year ahead of the date that ELD compliance officially goes into effect, which is December 18, 2017. The purpose of the FMCSA’s (Federal Motor Carrier Safety Administration) ELD rule is to improve safety on U.S. highways. ELD’s synchronize with a truck engine to automatically record driving time to simplify recording a driver’s hours of service (HOS). RoadOne is proactively instituting the ELD program ahead of the deadline to ensure they’re 100% compliant and the program is effectively in place to protect their customers’ shipments.

Adam will continue to build on RoadOne’s work to achieve first-rate FMCSA CSA driver scores. CSA is the FMCSA’s safety compliance and enforcement program that collects roadside inspection and crash information for large truck and bus carriers.
“Safety is a critically important aspect of our business. We are pleased to have Adam join us to further enhance our current programs and bring increased attention and excellence to our safety initiatives, compliance and risk management. I’m confident Adam’s professional expertise will be a valuable contribution to RoadOne’s ongoing growth and S3-single, source solution vision,” said Ken Kellaway, CEO of RoadOne IntermodaLogistics.

C & V Transportation is Now Part of RoadOne IntermodaLogistics

C & V Transportation is Now Part of RoadOne IntermodaLogistics

Acquisition strengthens RoadOne’s northeast distribution network and operational platform

Randolph, MassachusettsRoadOne IntermodaLogistics, a leading single source intermodal, distribution, and logistics service company, announces today the acquisition of C & V Transportation of Milford, Connecticut to enhance RoadOne’s Southern New England operations and New York, New Jersey port business.

C & V, with over 30 new trucks and a new terminal adjacent to route 95 and 91 in Milford, Connecticut, provides a solid platform to service manufacturers and big box retailers that have established distribution centers in this growing market. This location also offers close proximity to the ports of New York/New Jersey and Boston. With this acquisition, RoadOne is the only intermodal transportation provider with terminals and drivers in all key markets in the Southern New England region[confirm correct location description].
With the new Electronic Logging Device (ELD) FMCSA (Federal Motor Carrier Safety Administration) mandate due to take effect December 2017, this strategic location in Milford will also help improve RoadOne’s efficiency and capacity and will allow the company to continue to be fully compliant with all regulations. RoadOne has already moved forward with a full implementation plan to install ELD and driver support systems into every RoadOne vehicle. One-hundred percent of RoadOne’s truck fleet of over 1000 vehicles will be compliant 12 months before the required deadline.
“Great service was the cornerstone of C & V Trucking’s business model for the past 38 years, as it is at RoadOne. I’m pleased to join the RoadOne team to continue that tradition and be an integral part of the company’s future growth. RoadOne has the resources necessary to succeed from advanced technology to the safety and compliance standards required in today’s marketplace,” said, Keith Grogan, Service Center Manager, RoadOneIntermodaLogistics.

“With the addition of C & V Transportation, we’ve bolstered our distribution network and drayage service capabilities in the Northeast. We are confident Keith’s extensive intermodal experience and strong financial background will contribute greatly to our strong growth in this critical region,” said Ken Kellaway, CEO of RoadOne IntermodaLogistics.

RoadOne IntermodaLogistics Adds Robert Walther to Executive Team

Randolph, MassachusettsRoadOne IntermodaLogistics, a leading single source intermodal, distribution, and logistics service company, announces today the appointment of Robert Walther as Vice President, Sales-Northeast.

Rob has over 25 years of experience in new business development, logistics, transportation operations, warehousing and customer relationship management. With his solid background, he has contributed to the success of a number of businesses including warehouse services, freight management, LTL (less than truckload), and most recently as Schneider’s Northeast Port Logistics Director of Sales. He has been responsible for re-architecting multiple sales and marketing programs in an effort to increase sales leads, close ratios and drive top line revenue.

As RoadOne’s VP of Sales in the Northeast, Rob will be responsible for port drayage, dedicated fleet management, container terminal sales, trans-loading, warehousing and contract logistics sales under RoadOne’s single-source solution umbrella. In addition, he will contribute to the company’s strategic planning and marketing efforts. Rob’s territory is Maine to Virginia and as far west as Ohio. Rob will also be helping to drive revenue opportunities for RoadOne’s sister companies, US IntermodaLogistics and American IntermodaLogistics. This agent based division will also benefit from Rob’s relationships as he drives new revenue opportunities to these intermodal entrepreneurs. “We are pleased to have Rob join us as part of our management team. He brings a wealth of industry experience and knowledge to RoadOne that will be extremely valuable to our clients,” said Ken Kellaway, CEO of RoadOne IntermodaLogistics.

RoadOne looks for right mix to keep drayage drivers

RoadOne looks for right mix to keep drayage drivers
William B. Cassidy, Senior Editor | Oct 13, 2014 JOURNAL OF COMMERCE

Like many over-the-road trucking operators, RoadOne Intermodal Logistics is looking for the right formula to attract more truck drivers and keep them. However, in the drayage business that formula quickly becomes pretty complex, said Ken Kellaway, president and CEO.

RoadOne’s drivers are owner-operators, and unlike over-the-road truckload drivers they’re not typically paid by the mile. “More often they’re paid a percentage of the revenue per load or by time-zone rates, so they’ll get a flat rate to go to a particular market,” Kellaway said.

Compensation by the hour is becoming more common to cover time lost to drivers because of port terminal delays and extended loading times, Kellaway said. “We’re doing more and more of that,” he said. “The drayage driver can’t be responsible for assuming all the risk.”

Frustrated by port congestion and chassis shortages, drayage drivers increasingly are looking for other jobs both in and out of trucking, Kellaway said. That “outward migration” of drayage drivers and trucks threatens to slow shipper supply chains to a crawl.

Incentives are becoming a more prominent part of RoadOne’s recruitment toolkit, however. “These drivers are entrepreneurs, and like any entrepreneur they’re trying to figure out how to maximize profit,” he said. “We’re trying to help them with all the line items in their business.”

For example, RoadOne guarantees tractor financing for its drivers through a third-party leasing company, ENG Financial Leasing. The owner-operators aren’t required to have credit or a down payment, according to RoadOne, to take advantage of the financing offer.

“We’re also trying to help reduce their operating costs by leveraging our buying power on items such as fuel, license plates and insurance,” Kellaway said. “If we can get those prices down for them, we can help them reduce operating costs and maximize their profits.”

During National Driver Appreciation Week Sept. 15-19, RoadOne recruited 13 owner-operators at a two-day Driver Appreciation Open House at its headquarters in Randolph, Massachusetts. As part of a company awards program, owner-operator Idilio Taveres received a $15,000 grand prize one full year of truck payments. With 40 locations and more than 1,000 drivers nationwide, RoadOne plans to hold more recruitment events.

But drayage drivers need more than perks and incentives. They also need freight that provides a profit, Kellaway said. “We’re trying to be selective about the freight, to get the best-paying freight and the freight that’s easiest to handle for them,” he said.

“The drayage business is also notorious for high empty miles, as you’re bringing empty containers back to terminals,” he said. “We’re trying to find ways to increase their loaded miles so we can pay them more.” Shippers, the party that ultimately foots the bills, need to help too. “We’ve been successful in getting our premier customers to help us with these delay time issues so we can retain drivers,” Kellaway said. That help includes better container scheduling and advance pickup notice. “It’s working, but going forward, those are the customers who will really get our capacity, the ones who help support us.”

Port delays driving dray drivers away, RoadOne says

Port delays driving dray drivers away, RoadOne says
William B. Cassidy, Senior Editor | Oct 13, 2014 JOURNAL OF COMMERCE

The shortage of truck drivers on U.S. highways is affecting drayage operations at port terminals and inland railheads, too. Frustrated by port congestion and chassis shortages, drayage drivers increasingly are looking for other jobs both in and out of trucking.

That “outward migration” of drayage drivers and trucks threatens to slow shipper supply chains to a crawl as container chassis shortages, port congestion and drayage delay times get worse, Ken Kellaway, president and CEO of RoadOne IntermodaLogistics, told

“So many significant changes in the intermodal supply chain have negatively impacted freight flow that the owner – operators and drivers are taking a hit,” said Kellaway, whose company is one of the largest international and domestic intermodal container haulers in the U.S.

With more than 1,000 drayage drivers operating from 40 U.S. locations, RoadOne is struggling with a rising driver turnover rate. The No. 1 reason drivers cite for leaving drayage, Kellaway said, is frustration with waiting times at rail ramps and at ports.

“It’s getting to the point where we could have a backlash,” he said. “The global supply chain is a $7 trillion sector, but it depends on the $10 billion drayage sector in the U.S. If we can’t get the freight from the ports to distribution centers, the entire model starts to collapse.”

For a glimpse of just such a catastrophe, look no further than the ports of Long Beach and Los Angeles, he said. The largest U.S. port complex is reeling from terminal congestion caused by strong cargo volumes, a severe chassis shortage and poor intermodal rail service.

The neighboring ports have struggled with chassis shortages, rail service delays and unusually long truck turn times for much of the year. In the early fourth quarter, the congestion continues to get worse, and port officials largely blame chassis “dislocations.”

“The root cause is chassis,” Jon Slangerup, executive director of the Port of Long Beach, told last week. That complaint is echoed at ports across the U.S. Where shipping lines no longer provide chassis, locating chassis has become time-consuming and chaotic.

“The whole chassis conundrum has put extensive pressure on the drayage community,” Kellaway said. “The chassis pool has been put off-site, and that requires additional moves and waiting time. We’ve got to go get the chassis, wherever it’s located, and bring it back.”

That’s like going to a supermarket and being told you have to go to another store to get a shopping cart, Kellaway said. And offering chassis in separate, non-swappable pools is like being required to get one cart for the produce section, and another for the deli, he said.

Two major chassis-leasing companies, DLCI and TRAC Intermodal- will add 3,000 chassis over the next few weeks at the Port of Long Beach as part of a short-term relief effort. But in the long run, the ports need a “gray” pool of interchangeable chassis, Kellaway said. “It needs to become one gray pool so whatever chassis we grab, we can use it,” he said. In addition, Los Angeles and
Long Beach “have to figure out what to do with these larger vessels coming in, and they’ve got to a get a labor agreement finished” with longshore workers.

Kellaway also says port terminals need to get better at moving drivers, and containers, through their gates. “A lot of terminals, whether they’re going through a technology change, are low on staffing, or are handling larger vessels, they’ve got longer wait times,” he said.

The shift from picking up pre-mounted containers on chassis at port terminals to “live lift” operations once an unloaded chassis from a pool arrives at the terminal adds hours to the time it takes to get a container from a port to a customer and return the chassis, he said.

“The result is fewer turn times per drivers, which means a dramatic reduction in revenue for the drivers, and no one wants to step up and take responsibility for that,” Kellaway said.

“There are multiple stakeholders, and we all need to take responsibility for the parts we affect.”

Some terminals only measure drayage driver wait times from their gates, which is like “a coffee shop saying there’s no line before you arrive at the register,” he said. If a driver can’t get through the entire process in two hours, “then he should get delay time,” he said.

“Trucker dissatisfaction with marine terminals is not a local phenomenon,” Bruce of the PierPass extended-gates program at Los Angeles-Long Beach, said during a drayage panel at the JOC’s 2014 TPM Conference in March. “It’s a symptom of the real problem, which is the traditional delivery process most terminals have in place today.”

Transportation consultant Tioga Group estimates that drayage delays add $348 million a year in unnecessary costs to the supply chain including 15 million hours of lost work time and 9 million gallons of diesel fuel. Unfortunately, progress toward a better process is slow.

At the end of the day, “Somebody has to pay the drivers,” Kellaway said. “We need to get these guys justly compensated so they can make a decent living. At least we have to make it more attractive for those who are interest ed in being in the blue collar sector.”

Otherwise, those owner-operators hauling containers will take their trucks and go to the energy business, or over -the-road trucking companies that desperately need drivers.

New England Motor Freight, a regional less-than-truckload carrier with waterfront headquarters at the Port of Elizabeth, New Jersey, gets plenty of “walk-in” driver applicants from drayage operations, President Tom Connery said in an interview. “We have no problem recruiting in places like Elizabeth where there’s a lot of heavy truck traffic,” he said.

Those truck drivers can get LTL delivery or line-haul jobs where they’ll be home every day, or truckload jobs or even drayage jobs at NEMF, which has its own fleet of chassis.

In the past 10 years, port drayage has grown from a negligible business for NEMF to represent 8 to 10 percent of the company’s revenue, Connery said. “There were such delays in getting chassis that we bought our own, and that’s worked out very well,” he said.


RoadOne Driver Appreciation Event Fosters Driver Community Entrepreneurship and Strengthens RoadOne’s Driver Network

$15,000 Grand Prize Announced — 1 Full Year of Truck Payments

RANDOLPH, MA–(Marketwired – Oct 6, 2014) – RoadOne IntermodaLogistics, a leading single source intermodal, distribution, and logistics services company, announces today that Idilio Tavares is the winner of its $15,000 grand prize, one full year of truck payments. During National Driver Appreciation Week, September 15-19, RoadOne held a two day Driver Appreciation Open House at its headquarters in Randolph, Massachusetts. The aim of this event was to show gratitude to its drivers for their hard work and dedication, expand RoadOne’s driver team and promote owner-operator incentive programs to help drivers start their own business.

RoadOne guarantees tractor financing for its drivers with 3rd party leasing company, ENG Financial Leasing, who provides financial support. Drivers are not required to have credit or a down payment. In addition, Massport attended the Open House to help drivers apply for a $25,000 Green Truck Grant which is directly applied to their vehicle purchase.

The Open House was immensely successful for attracting drivers from the northeast. The event resulted in 13 new RoadOne owner-operator drivers signing up. Through an ongoing commitment to driver incentive programs, RoadOne will expand its driver network to meet intermodal trucking demand. Additional driver recruitment events will be held throughout the U.S. in the coming year.

“Today, it’s critically important to provide the support necessary to recruit and retain intermodal drivers. RoadOne strongly believes in assisting owner-operators in their goal of establishing sole proprietorship businesses,” said David McLaughlin, RoadOne’s COO.

RoadOne IntermodaLogistics’ 2-day Open House welcomed drivers with a BBQ lunch and an array prizes including: Gas grills, truck tires, $100 gift card, air hoses and the grand prize of 1 year of free truck payments.

Video explaining RoadOne IntermodaLogistics’ Owner-Operator Perk Program.

RoadOne IntermodaLogistics, based in Boston, was launched January 2013 by industry veterans Ken Kellaway and David McLaughlin. The Kellaway-McLaughlin leadership team was established in 1993 when they joined forces to run Kellaway Intermodal & Distribution Systems.

RoadOne IntermodaLogistics

RoadOne delivers comprehensive single source logistics solutions to customers by providing high quality, reliable port and rail container drayage, terminal operations, dedicated truckload solutions, transloading, warehousing and distribution solutions nationwide. RoadOne operates in over 40 locations with 1,000 drayage tractors throughout key intermodal locations across North America.

RoadOne is committed to serving the changing logistics and transportation service needs of customers throughout North America. This vision of consistently offering diversified service offerings means that RoadOne will grow and innovate to help customers meet not only their business requirements but also increase the satisfaction of their customers. For additional information:

Two RoadOne Employees Promoted to Director of Business Development Positions

Two RoadOne Employees Promoted to Director of Business Development Positions

– Corporate culture encourages development of young, innovative, in-house talent –

Randolph, Massachusetts, April 22, 2014RoadOne IntermodaLogistics, a leading single source intermodal, distribution, and logistics services company, announces today that Jessica Cohen and Kendall Kellaway have both been promoted to Director of Business Development positions.  Jessica will be responsible for sales and customer engagement in the Midwest and Kendall will take over the reins in the Northeast.  RoadOne IntermodaLogistics is committed to developing its internal resources, especially young executives that provide fresh ideas, new energy and creative solutions.

With over 10 years of intermodal experience, Jessica Cohen possesses the industry and sales knowledge to deliver excellent, value-added experiences to customers in the Midwest region.  After several years in customer service and dispatch at another leading provider of intermodal trucking services, Jessica moved on to become a key account representative and eventually customer service manager at RoadLink.  Most recently, she’s served as operations manager for RoadOne’s Chicago branch.

After graduating from Babson Business School in 2011, Kendall helped lead key marketing initiatives at both Bluedrop Water , a water purification company, and E*Fill America, a national leader of distribution solutions, prior to joining RoadOne.   Both companies are affiliates of RoadOne IntermodaLogistics today.

“I am extremely pleased to promote these fine young executives from within the RoadOne organization to lead our sales efforts in their respective regions.  By investing in our young executives and helping to build their careers, we make a long-term investment that strengthens our management foundation with leaders that understand our culture and business,” said Ken Kellaway, CEO of RoadOne IntermodaLogistics.

Jessica Cohen, Director of Business Development, Midwest Region, Chicago, IL – 815.521.9200,

Kendall Kellaway, Director of Business Development, Northeast Region, Randolph, MA – 855.476.2366,

RoadOne IntermodaLogistics


RoadOne delivers a comprehensive single source logistics solution to customers by providing the highest quality, reliable port and rail container drayage, terminal operations, dedicated truckload solutions, transloading, warehousing and distribution solutions nationwide.  RoadOne operates in over 40 locations with 1,000 drayage tractors throughout key intermodal locations across North America.

RoadOne is committed to serving the changing logistics and transportation service needs of customers throughout North America.  This vision of consistently offering diversified service offerings means that RoadOne will grow and innovate to help customers meet not only their business requirements but also increase the satisfaction of their customers.  For more information, visit:


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Kendall Kellaway III, RoadOne IntermodaLogistics, 855.476.2366,

Carol Lerner, CKL Communications, 973.635.6923,