John P. McCray

North American Free Trade Agreement Truck Highway Corridors: U.S.-Mexican Truck Rivers of Trade

The dramatic growth in trade between the United States and Mexico from

Crisis management in smart phones: the case of Nokia vs Apple

12.39 billion to

USING WEIGH-IN-MOTION DATA TO CALIBRATE TRADE-DERIVED ESTIMATES OF MEXICAN TRADE TRUCK VOLUMES IN TEXAS

56.8 billion of U.S. exports and

Estimating texas-mexico North American free trade agreement truck volumes

17.56 billion to

Critical Infrastructure at U.S. West Coast Intermodal Terminals: Are Canadian or Mexican Terminals an Alternative?

73 billion of U.S. imports between 1977 and 1996 and the implementation of the North American Free Trade Agreement (NAFTA) have focused attention on the impact that the truck-transported portion of this trade has on U.S. highways. State and federal highway administrators are concerned with the planning implications this additional unexpected traffic may have on the transportation infrastructure. Public advocacy groups want additional highway funds to promote one NAFTA highway corridor over others in an effort to stimulate additional economic development. Most of these groups advocate a north-south route through the United States between Canada and Mexico that follows the alignment of an existing federal highway number. Research conducted by the U.S. government under the 1991 Intermodal Surface Transportation Efficiency Act has failed to define NAFTA highway corridors adequately, leaving policy makers with little concrete information with which to combat the rhetoric of the trade highway corridor advocacy groups. A report is provided on research critical to the needs of both highway administrators and corridor advocacy groups, namely, the location of U.S.-Mexican trade highway corridors and the trade truck density along these corridors.

North American Free Trade Agreement Trucks on U.S. Highway Corridors

Purpose – The purpose of this treatise is to present an analysis of the importance of positive transformational crisis management. The analysis relates to the difficulty now being faced by Nokia, historically the worlds leading manufacturer of technologically advanced mobile phones, of Apples innovative combination of its iTunes, iPhone, and applications that deliver internet content to the iPhone.Design/methodology/approach – A crisis, typically considered to be a negative issue, can be a positive transformational event in the life of a business firm when that firm recognizes a crisis and makes appropriate changes in its operations to facilitate positive growth and development. However, the initial stage of a crisis must be recognized and appropriately responded to. The crisis management paradigm that is the foundation for this case analysis focuses on four stages of a crisis: the preliminary crisis, acute crisis, chronic crisis, and crisis resolution. The case deals with the innovations of Apple that ...

Maquiladoras: Entrepreneurial experimentation to global competitiveness

Weigh-in-motion (WIM) sites are being installed along many highway corridors that carry international trade trucks. Estimating the numbers of trucks carrying international commodities currently relies on manipulating and adjusting trade databases. The variety of vehicle classification data measured at WIM sites provides a rich source of data with which to enhance this adjustment process. Previous WIM border data have focused on port-of-entry truck traffic axle loads, which are heavily influenced by drayage operations. Examined is how WIM data collected at ports of entry and on truck corridors can be used in the determination of standardized truck volumes (termed equivalent trade trucks or ETT) on international highway corridors. Data from the Texas-Mexico border are used to determine ETT North American Free Trade Agreement volumes.

Transformational crisis management in organizational development: A focus on the case of Barnes & Noble vs. Amazon

North American Free Trade Agreement (NAFTA) truck traffic continues to grow on the international trade highway corridors linking the United States to Mexico. This situation presents planning challenges to accommodate NAFTA truck traffic along these highways and at U.S.-Mexican border ports of entry. Because transportation data are lacking, the numbers of trucks, particularly those carrying NAFTA trade to and from Mexico, are difficult to estimate. Two data sources available for estimating the number of trucks crossing the border are the counts of trucks crossing the bridges and the U.S. international trade data. Two methods of estimation, each using one of these data sets, are developed and described. Two separate truck flows derived from the models are explained and compared using a standardized truck type (equivalent trade truck) to represent truck flows. Interestingly, both methods provide useful outcomes.

INLAND PORTS: PLANNING SUCCESSFUL DEVELOPMENTS

Intermodal terminals in U.S. West Coast ports have experienced remarkable growth in container processing, from 14.2 million containers in 2001 to 22.6 million in 2006. This growth, however, has not come without difficulties. Larger container ships, growing container volumes, and the implementation of new technologies adversely affected West Coast intermodal terminals in their ability to process peak-season container volumes efficiently. In addition to these difficulties, there were major labor disruptions in 2002 and again in 2004. The combination of growing container volumes and the possibility of additional labor disruptions focused attention on diverting containers from West Coast container terminals to container terminals in ports in Canada or Mexico. This review examines the impact of growing container ship size on intermodal terminal infrastructure and explains the labor disruptions in 2002 and 2004. Critical terminal infrastructure at U.S., Canadian, and Mexican container terminals is then summarized. Terminal infrastructure on the west coasts of Canada and Mexico is found to be significantly less than U.S. West Coast terminals and to be capable of processing only a small percentage of containers bound for the West Coast in the event of another major disruption.

The Impacts of Port, Rail, and Border Drayage Activity in Texas

The increasing number of trucks that transport U.S.–Mexico and U.S.– Canada trade on U.S. highways has stimulated a strong interest among state departments of transportation and federal highway officials in the location and truck densities along these highway corridors. In many cases, public advocacy groups seeking corridor-related economic development have been formed to promote one or more highway trade corridors. Most of these groups advocate a north-south route through the United States between Canada and Mexico that follows the alignment of an existing federal highway number. Because of the interest in and promotion of highway trade corridors in the United States, the Transportation Equity Act for the 21st Century includes authorizations for a discretionary program for the development, study, and construction of highway trade corridors. This places a serious burden on state and federal highway administrators to define, plan, and upgrade these corridors adequately. Earlier work that defined U.S. highway trade corridors for U.S.–Mexico trade is extended by including U.S.-Canada trade and total North American Free Trade Agreement (NAFTA) trade. Results indicate that U.S.-Mexico trade transported by truck primarily affects the highway corridors in southern border states such as Texas, California, and Arizona. U.S.–Canada trade primarily affects highway trade corridors in the northern border states of Michigan, New York, Ohio, Illinois, and the states along 1-80 from Salt Lake City to Chicago. Interestingly, there are no significant north-south NAFTA highway corridors with a single Interstate or U.S. Highway number.