October 14, 2025 • 27 mins
From the Keys to the coastlines, Florida’s logistics legacy runs on rails, and few know that better than Spencer Jury, Director of Domestic Intermodal at Florida East Coast Railway.
In this episode, recorded live at the Florida Supply Chain Summit, Spencer shares how FEC connects Florida’s freight economy, the company’s 1800s origins with Henry Flagler, and how technology and awareness are shaping the future of intermodal shipping.
He and Blythe discuss everything from hurricane-proof infrastructure to the modern rail fan community, keeping the Sunshine Express spirit alive.
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Transcript
Episode Transcript
Available transcripts are automatically generated. Complete accuracy is not guaranteed.
Blythe Milligan (00:00):
Welcome into another episode of everything is
(00:07):
logistics, a podcast for thethinkers in freight. We are
proudly presented by SPIlogistics, and my name is Blythe
Milligan. We are live on site atthe Florida supply chain Summit
here in my hometown ofJacksonville, Florida, and we
have joining us today is Spencerjury, you are, what's your
title? For us? I'm blanking onthe title name. We're getting
this off right.
Spencer Jury (00:28):
I am the director of domestic Intermodal for the
Florida
Blythe Milligan (00:31):
and let's just jump right into it, because you
have a long history in thisindustry. So tell us a little
bit about like your backgroundin the industry before you
joined FEC.
Spencer Jury (00:41):
Sure, like many here in Florida, I'm a
transplant from the Chicagoarea, but I've been involved in
supply chain since 2003 I'veworked in number of different
brokerages, warehousing,trucking, drayage, every avenue
you can think of. In fact, I'dlike to Blythe. I've gained
probably far too much exposurethan I should have, but it's
(01:04):
been a really good journey. 2015I kind of closed the loop with,
I guess you could say supplychain management graduate
degree, which really opened myeyes to a lot of everything
that's out there and and nowwe're here in Florida, and I'm
closing the loop, and I'minvolved with the railroad now.
Blythe Milligan (01:20):
So, so you went to school first, or you went to
school after you started workingin the
Spencer Jury (01:24):
industry. I actually went after. Oh,
interesting. So about 12 yearsafter.
Blythe Milligan (01:29):
So what made you want to go to school for so
because typically it's eitherit's a family business or it's
you went to school for it andgot into the industry.
Spencer Jury (01:37):
Well, I feel that I kind of hit that glass
ceiling, if you will. And I feltthere was so much more that you
could grasp from supply chain.
And ultimately, that degreereally did open my eyes to
what's out there, what'savailable, and everything, every
inner working about it. So itwas very enjoyable for me to do
Blythe Milligan (01:52):
that's super interesting. Because, I mean,
I've thought about going like,what would it have been like if
I went to school for thisindustry? And my outsider
opinion was, well, they're notgoing to teach you, you know,
everything you need to knowabout present day and how to
actually do the job of workingin logistics. It's just maybe
theoretical. But it sounds likeyou had a completely different
(02:14):
but that my assumption is wrong.
Spencer Jury (02:15):
Yeah. Well, I actually had a conversation with
an individual last nightregarding that, and there's
benefits to both getting thatkind of on site experience
versus going to school first.
Or, I guess, could say viceversa, but I would say either
way, you put yourself in afavorable position if you're
getting that additionalknowledge before you even start
really it's, it's just so vastyou can go in so many different
(02:38):
directions. So it's, it's it's
Blythe Milligan (02:41):
better. It was beneficial, yes, to
Spencer Jury (02:43):
each their own, right? It really depends on the
individual. And I think
Blythe Milligan (02:47):
too from, and I've said this before on the
show, is that this industry isso interesting, because the more
layers you peel back, the moreyou realize how much more there
is to learn. Like I was tellingyou before we started recording
that this morning, I waswatching, like a historical
video on how Florida, East CoastRailway got started. And it was,
I think his name was JohnFlagler, who's Flagler
(03:08):
University and st or not here inSt Augustine, but nearby in St
Augustine, he moved down to StAugustine with his wife because
they wanted to have warmerweather, because she was a
little sick, and so they wantedto come down from World War
weather, but he found that therewas no transportation options
and not really a hotel, a luxuryhotel for the rich and famous.
(03:28):
And so he built both of
Spencer Jury (03:29):
those things. That is absolutely correct. And he
actually worked alongRockefeller, so he had a lot of
capital, right? Yeah, but Italked last night again to
another individual, if youreally want to read a great
book, to read a great book. Andthis goes for everyone out
there, too. The last train ofparadise talks about the actual
building of the Florida EastCoast Railroad because that that
(03:51):
train was initially built toextend not only from
Jacksonville to Miami, but allthe way to Florida Keys, right?
And if you've been to the keysbefore, you'll notice a lot of
that infrastructure still sitsthere today, which is really,
really cool.
Blythe Milligan (04:02):
What happened to that? Because I remember
driving over that bridge, but Ididn't know. I just thought it
was an old bridge, and theybuilt a new, you know, sort of
highway right next to it. Sowhat happens to the old bridge?
Is it maybe just for fishing, or
Spencer Jury (04:16):
they just left it there? I mean, the
infrastructure was, I don't evenhow to how to phrase this, but
it was so ahead of its time backthen that it hasn't moved. I
mean, initially, that was alldestroyed from a hurricane in
the early 1900s and it's stillthere.
Blythe Milligan (04:32):
And I heard that during that storm, when
they shut down the Miami to keyscorridor, that there was like
two miles of the rail track thatwashed up onto shore in Florida,
in the state of Florida, notjust the
Spencer Jury (04:45):
keys, yeah.
Unfortunately, a lot of peoplelost their lives, and they
believe that was a class fivehurricane. Wow. It was before
the system was in place, but itwas pretty bad,
Blythe Milligan (04:53):
wow. And so, I mean, to this day they haven't
built that back up, because it'sprobably not worth it. Blythe,
but let's talk a little bitabout what is worth it from the
Jacksonville to Miami corridor.
So how does give us, I guess,sort of the overall view of,
like, what kind of commoditiesare being used or being shipped,
and Florida is also kind offamously like, inbound is great,
(05:15):
but outbound is terrible. So howdo you sort of balance that as a
company standpoint,
Spencer Jury (05:21):
great question ultimately. And I think you and
I had spoke about thatinitially, but from Jacksonville
to Miami, we have a lot oftraffic. As you know, Florida
consumes a significant amount ofthings. And honestly, Florida is
not biased. We will take on anyproduct. FEC will right, but we
we very much understand theconcept and that model that
(05:43):
anything coming southbound,you're going to be stuck. So
with us, when you're runningsouthbound, we know we're going
to bring you right backnorthbound, right? So we kind of
work that into our ratingstructure to help kind of drive
a little bit additional valueand allow people to understand
that we don't want you to getstuck down here. It's already
problematic enough. So if we canput you on a position to come
down south and turn you around,come right back,
Blythe Milligan (06:05):
and so when you say, like, turn around and come
right back, you're talkingstrictly on rail, only rail,
maybe no three PL partners ortruck partners, or anything like
that.
Spencer Jury (06:14):
100% full utilization of the FEC assets in
our training
Blythe Milligan (06:20):
and for intermodal as a whole, is kind
of having a moment right now. Wejust recently had Ann Rinke on
the show. She's the presidentand CEO of IANA. And, you know,
that was sort of my, I guess,intro into learning more about
intermodal. Because I say thatbecause I come from an asset
based trucking background, and,you know, early days in my
(06:41):
career, it was that was the onlyworld I knew we had an
intermodal department, but theywere like in the back of the
building. And, you know, nobodyreally even talked to them,
because it was just a smalldepartment in the back of the
building. But now it feels likeintermodal has really come to
the forefront, especially in achallenging freight market. Why
do you think more companies arestarting to use the strategic
advantage of intermodal.
Spencer Jury (07:03):
Trucking has been around for such a long time,
right? And it's been a backboneof the country forever, right?
But I think providing anadditional option regarding a
modality such as intermodal isalways beneficial. I think
there's, yeah, unfortunately,we're steering our market in a
way that we need a producttomorrow, but there are still
those products that don'tnecessarily need to be there
(07:25):
tomorrow, that can be utilizedand be there a day later, and
that's where intermodal reallycomes into play. Ultimately,
it's transit that's really thedifference between truckload and
intermodal is just transit. Sofor Florida, East Coast Railway
might take six hours for you todrive a truck from Jacksonville
to Miami, traffic willing?
Right? For our trains, it takeseight to 10 hours. No, it's very
(07:47):
similar, right? But when youstart to extend beyond our
network and start to move in,say, Chicago to Miami, it's
gonna be a little different. Whyis that? For a truck, it's
probably two to three days,three, let's say three days for
train. It's going to be three tofive. So again, it's we're
similar, but we're not butagain, when you talk about
(08:12):
sustainability as well, we'redefinitely at the forefront,
right? It is significantly muchmore fuel efficient to push
anything on a train, as opposedto a truck, and we can handle
that much more. We can take waymore than a truck.
Blythe Milligan (08:28):
There's an additional, like, I guess, sort
of fan component, because theone of the videos that I was
watching this morning, there'ssome avid I mean, I knew there
were, like, train fans, yeah,but they're like, trained
fanatics. This one channel I waswatching, he was very adamant on
catching certain kind becauseyou have the, I'm gonna mess up,
I'm gonna butcher these terms,but like the front, the front, I
(08:49):
guess, not cabin, or the frontpart of the train, and then you
have all of the different, Iguess, different painted
containers that are that followbehind it, and some are, like,
specially designed and speciallypainted. And there's some people
that are, are happy with a, youknow, a rebrand that's going on
right now within the FEC. Andthen some people are not happy
(09:10):
because they like the old colorscheme better, and they try to
capture on camera, you know,these different train cars that
are all painted differentcolors. And I just, I found I
that was another layer oflogistics that I had no idea
existed. I
Spencer Jury (09:24):
have to be honest, I actually really enjoy when we
kind of changed the branding andchange how things were like. If
you look at our trains in the60s and 70s, they were this
yellow, orange kind of color. Itwas actually very, very
interesting because we werelike, I believe the sunshine
Express or something like that,which made sense. It was very
unique. It was different. Wemoved in a different direction.
(09:44):
It almost matches my vest now,and it's kind of a green color.
It's actually very beautiful,but I kind of like that old
sense, and we've got a couple ofthose engines that are still
painted that way, yeah, butit's, it's really neat, because
not only us, the class ones,would do that celebration of
you. The military, we have abreast cancer awareness train.
(10:05):
That's the one I saw. Yeah, Ibelieve I had that picture on my
LinkedIn for a while, and that'sprobably one of my favorite
trains. Got that pink shade init, and Susan G Coleman on the
side. It's very
Blythe Milligan (10:15):
How often does that happen that you're
deciding, you know, we're goingto paint a new train? Yeah.
Spencer Jury (10:21):
Again, it really depends on when and who they'll
make that call and say, Okay,let's make it. Let's make an
adjustment. We'll change thecolor this week.
Blythe Milligan (10:29):
It's very similar to like a truck wrapping
where a lot of folks will willeither invest in or not invest
in it at all.
Spencer Jury (10:35):
Absolutely perfect example. Yes. So
Blythe Milligan (10:37):
let's get back to a little bit of what, what
kind of domestic freight thatFEC is hauling, is hauling even
the correct freight
Spencer Jury (10:47):
is perfect. Again, FEC, we really don't have an
issue with anything. We shipfreight of all kinds. It really
doesn't matter. We won't bringin some certain hazmat, I guess
you could say items. But in thegrand scheme, what will bring
about? Anything from, I don'tknow, retail product, car load,
(11:09):
to whatever you have, bring itto us, where we'll entertain
Blythe Milligan (11:14):
it. What about from, I guess, the shippers
perspective, what do you thinkare some misconceptions about
using intermodal, or maybe someof the advantages of using
intermodal versus some othermodes of transportation?
Spencer Jury (11:27):
Oh, that's a great question. Well, let's use an
example for a truck. A truckwill come in, they'll get
loaded, they'll leave, they'lldeliver. When you're in a train,
let's use Jacksonville to Miamias that example. Driver goes in,
gets loaded in Jacksonville'sproceeds. South Miami delivers
on a train. We have a driverthat goes in with a container.
He breaks it in with a containerin a chassis. He brings it to
(11:50):
our rail ramp. We lift it offthe train or off the chassis,
and put it on the train, right?
So there's one element thatdoesn't take place on a truck
versus a train perspective, wehave to lift that whole
container up, and that causesmovement that can cause a
problem, gets on the train,proceeds out. That's the same as
a truck. We do the same thing.
When it gets to destination,it's lifted off, put on a
chassis. We go to there. So Ithink a lot of people get
(12:12):
concerned that when they'reoperating, say, with someone
such as us, that probably getgrabbed and gets stacked in a
yard somewhere and just sitsthere. It's not necessarily the
case. We're a non stackedfacility. So anything that comes
in our train, it's immediatelyput to wheels. And I'll be
honest, I don't think ourcontainers are lifted more than
six to seven feet off the train,and that's it.
Blythe Milligan (12:35):
Is that importance, like, how important
is it to not be lifted so highor above a certain height,
Spencer Jury (12:42):
less touch is going to cause less shaking,
right? So by no means do I meanto bad mouth my counterparts
across the country. But, andagain, me being from Chicago,
there's a huge, vast network ofrail terminals every place you
can go to, right? So thosecontainers are lifted multiple
times, move from differentareas, touched here, touched
there, touched there, to shiftand position them appropriately.
(13:05):
That truck won't be here for twodays. We're going to put it
here. They'll come back and getit later and put it back again
right when it gets off ourtrain. It's lifted, put on a
chassis right away and ready togo for that drayage provider to
actually
Blythe Milligan (13:16):
deliver. So I never even knew that that was a
concept that shippers should beconcerned about. Because I would
imagine, the more times you useit or move it, the more times
the potential to get damaged,or, you know, kind of things
rustle around, is that mainlythe concerns that were, I
believe so, or unknown concernsthat some shippers
Spencer Jury (13:33):
have agreed and again, part of that is that, and
then the transit are probably mytwo big points. And then
finally, I would say cost,right? Everyone's going to be
reevaluating their cost. I willtell you right now, Florida,
East Coast can be morecompetitive than truckload into
Florida. Bottom line
Blythe Milligan (13:49):
and now is it only the rail. Railway is only
from Jacksonville to Miami, orare there other like sort of so
Spencer Jury (13:57):
our local network is 351 miles from Jacksonville
to Maya, but we're partneredwith the class ones in CSX, ns
on the eastern half. We workwith the West Coast providers to
some in Canada. And then we areactually owned by Grupo Mexico.
So they actually own faromex,which is the largest rail in
Mexico.
Blythe Milligan (14:16):
Oh, interesting. I did hear about
that and how they they recentlybecame, you know, the owners,
or, I guess, the holders of FEC.
So that's interesting, thatMexico would be expanding in
that regard. Is Near shoring.
How is near shoring affecting?
Well, I think
Spencer Jury (14:33):
we had, you had brought up Ayanna. A lot of our
feral Mex team was with us, anda lot of individuals were
steering towards them. Theywanted to have those discussions
with the Mexico team, because Ithink that's of great
importance. A lot of people arestarting to find that it's a big
opportunity in and out ofMexico. So we're kind of
scratching the surface there,but I think as we proceed, we're
(14:53):
going to see more and moreopportunities out of Mexico.
Blythe Milligan (14:56):
Now, what are some other maybe news stories
under the. Radar issues that aregoing on, or maybe challenges
that are going on within rail,specifically when it comes to
Florida, is there, is thereanything that maybe shippers
should be aware of and wheneverthey're planning what their
transportation options could be?
Spencer Jury (15:14):
Yeah, I can't really think of anything offhand
for us. I know throughout theentirety of the domestic US,
specifically the west coast andsome parts of Chicago, people
are finding that theft is atheft is a big problem right
now, but the industry is takinga lot of steps to really curb
that. A number of differentinfrastructure changes things
(15:38):
with how the trains operate andmove, because you'll see a lot
of will come in and stop, andthat'll give, say, a thief, an
opportunity to come in and grabwhat they can and open a
container, just start
Blythe Milligan (15:47):
throwing boxes.
That's what's happening inCalifornia, where there's one
just central location, where allyou see is the railroad tracks
and a bunch of boxes scatteredeverywhere. Yeah, yeah. Does
that happen in Florida
Spencer Jury (15:57):
too? No. We're very we're no crime at all.
We're consistently moving. It'svery difficult for you to kind
of do that. We have, we havegreat security. And again, kind
of, like we talked about ours,ours never sit. It's a grab,
pull, and it's out right? Sothere's very little
Blythe Milligan (16:13):
strategic advantage in that regard,
because you don't have, like, Ithink I talked about this with
Anne, like, what does it looklike nowadays? It's like bandits
running on horses, and you neverknow. Or maybe in Florida, you
know, we just got a new or, Idon't know if a lot of folks are
aware, but we actually havebuffalo in the state that they
have released in the middle ofthe state, I'm sorry, right here
(16:33):
in
Spencer Jury (16:34):
Central Florida.
Oh my gosh, I would never thinkthat.
Blythe Milligan (16:38):
Yeah, so they're trying to sort of bring
it back, or bring the speciesback in different pockets all
over the country, and CentralFlorida is one of those. That's
great. So you could have maybesome bandits that are running
around on bison or something,trying to get on
Spencer Jury (16:50):
top of a tree.
That is crazy Interesting.
Unknown (16:53):
Yeah, all right, well, let's talk about what does,
Blythe Milligan (16:57):
what does even growth look like? Is it, can you
add more rail lines? Is thateven a thing that you guys want
to do? What does I guessexpansion look like? Or is that
even in the cards, or is it justraising awareness for more
customers to know about theadvantages of shipping on
intermodal? I
Spencer Jury (17:13):
will tell you.
First and foremost, our team isdirectly focused on growth. And
I guess you could say, How do Iget you involved with the FEC?
Right? There's so many peoplethat don't really know about us,
but we've been here since thelate 1800s How do you not right?
So that's been kind ofinitiative that we've worked on
is really generating somepositive feedback with us. And
hey, come use us. We're here. Sobesides that, in regards to an
(17:37):
expansion perspective, we have alot of invested in capital
regarding our current rail headsor terminals, we're finding that
we've installed some automatedgate systems in some spaces that
we didn't have before, which isallowing that much more quick of
in and out with a lot of thedrayage providers. By December
2026 we have a ramp in FortPierce Florida that will be a
(18:01):
huge expansion out west. Sowe're really excited about that.
That's going to be a really big,big thing for us. So that should
drive a lot of opportunitiesinto that area.
Blythe Milligan (18:11):
Now, as you mentioned, with the your company
being around since the 1800s Iimagine that you know, maybe
some tech enhancements are beingmade. You mentioned earlier
about fraud or fraud prevention.
What kind of what does the techscene look like at a modern day
railroad?
Spencer Jury (18:29):
I'll be honest, in my short time, in my short time
in this industry, I feel thatintermodal could be greatly
enhanced technologically. Nowour team is without me over
sharing. We have a really goodroad map out there on what we
want to do in the upcoming yearsin regards to changes and
(18:51):
enhancements within ourrailroad, not only here, but in
Mexico too. So it's been,
Blythe Milligan (18:56):
I'll leave it at that, yeah. So I imagine, I
mean, there's the big buzz wordsthat have existed, I think for
the last, like, since I've beencovering this industry for five
years, there's visibility. Mostrecently, AI, are these kinds of
technologies also impacting railtoo?
Spencer Jury (19:11):
100% really, yes.
So if you think about the truckindustry, when I load something,
I want to know where that truckis every time, right? So we
leverage GPS and everything likethat. We do the same on the
rail. We have sensors along theentirety of the tracks. When
that train is running, when thattrain pops up, it's going to
show you. We have our own tool,which is that PCR Connect, which
customers can get direct accessto and they see everything. And
(19:31):
then once it delivers, you havethe paperwork and all that's
uploaded in the system.
Blythe Milligan (19:38):
And so when you are working with customers, are
you working directly withshippers? Are you working with
brokerage partners, carrierpartners? Kind of all of the
above. All the above.
Interesting. So, what does awhat does the onboarding process
look like if I'm say, abrokerage versus a shipper? What
does that onboarding processlook like?
Spencer Jury (19:58):
Something I'm also working on because. Okay, I
think it go. Could move a littlequicker. But ultimately, we run,
if I were to get in the weeds,we run a quick credit check. We
kind of give you the intermodalservice directory, anything you
might have. We kind of tie theknots and put everything
together. Cross the T's, dot thei's, and then off we go. We have
(20:18):
an operations team. We have aquick onboarding discussion, a
quick introduction. Here's whoyou're dealing with. Here's who
you deal with on this side. Andthen I that, or my team and I
were there to kind of help
Blythe Milligan (20:30):
in the middle.
So it sounds very similar totrucking
Spencer Jury (20:33):
it is. It really is. It's quick and painless,
right?
Blythe Milligan (20:37):
Well, I think that that was, Oh, I do have a
couple more lightning roundquestions. Oh, go for it. Okay,
what's the most underratedFlorida intermodal? Fact,
Unknown (20:49):
not really lightning round, but that's a really good
question.
Spencer Jury (20:52):
I would probably say that transit we talked
about. I don't think a lot ofpeople grasp that concept. We
can, we can literally move acontainer from Jacksonville to
Miami, make a delivery and getit back. Delivery, and get it
back to Jacksonville in 24
Blythe Milligan (21:05):
hours. That's wild. And I don't think a lot of
people know that. I didn't knowthat, and I'm born and raised in
Florida.
Spencer Jury (21:11):
I mean, there's opportunity there, right? If
you're a trucker, think aboutthat. You're gonna go south
deliver and maybe hang out forthe day. Are they gonna find me
a load? Am I gonna find a loadto do that. We'll take it,
deliver it, and bring it back toyou in Jackson, and we can put
it on a trailer too. It doesn'thave to be a container. We run
trailer on flat car, meaning, ifyou have it on trailer, we'll
(21:32):
put that whole trailer on thetrain, ship it down, we'll
deliver it for you as we haveour own drayage, and bring it
back.
Blythe Milligan (21:37):
Amazing. All right, what's, what's one metric
you watch daily?
Spencer Jury (21:41):
Oh, definitely, volume. I'm looking at
Blythe Milligan (21:44):
it every day.
And is it trending in a gooddirection? Stable direction. How
about
Spencer Jury (21:49):
stability right now, but
Unknown (21:52):
we'll see. Yeah, I think everybody is this was
supposed to be a good year,right? It was supposed to be a
good year,
Blythe Milligan (21:59):
less chaotic, more certainty. Here we are.
Spencer Jury (22:03):
I think you're talking right on those two
important points, chaotic andcertainty.
Blythe Milligan (22:08):
But it does sound like with intermodal,
especially from the Jacksonvilleto Miami corridor, that that
stability, at least from acustomer standpoint, if I know
I'm I'm looking to save money,and I'm looking for reliability.
And still, a lot of the techadvancements that you see in
trucking, such as visibility,sounds like rail is crossing off
of all of those differentchecklists.
Spencer Jury (22:30):
We can throw sustainability in there too. Now
we throw us three off the buffat least. Yes, sir.
Blythe Milligan (22:35):
All right. What is something that you think is
important to mention that wehaven't already talked about,
when it comes to FEC
Spencer Jury (22:43):
again, just generating awareness of our
organization. I'm going tocontinue to push that over.
Blythe Milligan (22:48):
That's what Anne said, too, is that it's,
it's, there's been a little bitof a, I guess, an awareness
marketing problem with rail, andhow she that's her goal, is to
expand the knowledge base ofrail to the greater logistics
Spencer Jury (23:01):
community. I, and I wholeheartedly agree with
that, right? We need to helppeople understand that there is
this mode out here that can help
Blythe Milligan (23:08):
you. Why do you think that it's been a little
bit of a, I guess, a knowledgegap? Well,
Spencer Jury (23:12):
I think people grow greatly content in this
industry, right? If it'sworking, why touch it? And
that's me. Personally, I'venever operated that way. I want
to try to find a new and betterway, a more efficient way, a
less costly way. And everyoneshould be looking at that, and
intermodal can provide that justgot to allow us the opportunity.
And a second piece, I thinkpeople are a little afraid of
(23:34):
intermodal because they'rethey're not really sure how it
works. I'll be happy to walkthrough that with
Blythe Milligan (23:41):
you. Awesome.
Well, Spencer, I think that thatis a perfect place to land it.
And for folks who may want tolearn more about working with
you, working with FEC, where canI send them?
Spencer Jury (23:51):
Oh, flirty east coast, you can find us on
Google. Just type it in. It'sFEC, R, W, y.com, and then if
you want, you can find me onLinkedIn. Spencer jury, flirty
east coast. Nice, big train inthe banner,
Blythe Milligan (24:03):
which kind of train is it? The Breast Cancer
Awareness?
Spencer Jury (24:07):
I actually think we had a professional shoot
done, and I took one of those.
Oh, nice. It was too nice. Icouldn't pass
Blythe Milligan (24:14):
it. Well, I mean, that's part of building
the awareness of intermodal, istaking the photos and marketing
the uniqueness of the industry,and so are this mode of the
industry. So Spencer, thank youso much.
Spencer Jury (24:25):
Thank you for the opportunity. This was great.
Appreciate it. Thank you somuch. All right. Thank
Blythe Brumleve (24:33):
you. Thanks for tuning in to another episode of
everything is logistics, wherewe talk all things supply chain
for the thinkers in freight, ifyou liked this episode, there's
plenty more where that camefrom. Be sure to follow or
subscribe on your favoritepodcast app so you never miss a
conversation. The show is alsoavailable in video format over
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(24:54):
you're working in freightlogistics or supply chain
marketing, check out my company,digital dispatch. We help you
build. Build smarter websitesand marketing systems that
actually drive results, not justvanity metrics. Additionally, if
you're trying to find the rightfreight tech tools or partners
without getting buried inbuzzwords, head on over to
cargorex.io where we're buildingthe largest database of
(25:15):
logistics services andsolutions, all the links you
need are in the show notes. I'llcatch you in the next episode in
go jags. You gojags.
Welcome into another episode of everything is
(00:07):
logistics, a podcast for thethinkers in freight. We are
proudly presented by SPIlogistics, and my name is Blythe
Milligan. We are live on site atthe Florida supply chain Summit
here in my hometown ofJacksonville, Florida, and we
have joining us today is Spencerjury, you are, what's your
title? For us? I'm blanking onthe title name. We're getting
this off right.
Spencer Jury (00:28):
I am the director of domestic Intermodal for the
Florida
Blythe Milligan (00:31):
and let's just jump right into it, because you
have a long history in thisindustry. So tell us a little
bit about like your backgroundin the industry before you
joined FEC.
Spencer Jury (00:41):
Sure, like many here in Florida, I'm a
transplant from the Chicagoarea, but I've been involved in
supply chain since 2003 I'veworked in number of different
brokerages, warehousing,trucking, drayage, every avenue
you can think of. In fact, I'dlike to Blythe. I've gained
probably far too much exposurethan I should have, but it's
(01:04):
been a really good journey. 2015I kind of closed the loop with,
I guess you could say supplychain management graduate
degree, which really opened myeyes to a lot of everything
that's out there and and nowwe're here in Florida, and I'm
closing the loop, and I'minvolved with the railroad now.
Blythe Milligan (01:20):
So, so you went to school first, or you went to
school after you started workingin the
Spencer Jury (01:24):
industry. I actually went after. Oh,
interesting. So about 12 yearsafter.
Blythe Milligan (01:29):
So what made you want to go to school for so
because typically it's eitherit's a family business or it's
you went to school for it andgot into the industry.
Spencer Jury (01:37):
Well, I feel that I kind of hit that glass
ceiling, if you will. And I feltthere was so much more that you
could grasp from supply chain.
And ultimately, that degreereally did open my eyes to
what's out there, what'savailable, and everything, every
inner working about it. So itwas very enjoyable for me to do
Blythe Milligan (01:52):
that's super interesting. Because, I mean,
I've thought about going like,what would it have been like if
I went to school for thisindustry? And my outsider
opinion was, well, they're notgoing to teach you, you know,
everything you need to knowabout present day and how to
actually do the job of workingin logistics. It's just maybe
theoretical. But it sounds likeyou had a completely different
(02:14):
but that my assumption is wrong.
Spencer Jury (02:15):
Yeah. Well, I actually had a conversation with
an individual last nightregarding that, and there's
benefits to both getting thatkind of on site experience
versus going to school first.
Or, I guess, could say viceversa, but I would say either
way, you put yourself in afavorable position if you're
getting that additionalknowledge before you even start
really it's, it's just so vastyou can go in so many different
(02:38):
directions. So it's, it's it's
Blythe Milligan (02:41):
better. It was beneficial, yes, to
Spencer Jury (02:43):
each their own, right? It really depends on the
individual. And I think
Blythe Milligan (02:47):
too from, and I've said this before on the
show, is that this industry isso interesting, because the more
layers you peel back, the moreyou realize how much more there
is to learn. Like I was tellingyou before we started recording
that this morning, I waswatching, like a historical
video on how Florida, East CoastRailway got started. And it was,
I think his name was JohnFlagler, who's Flagler
(03:08):
University and st or not here inSt Augustine, but nearby in St
Augustine, he moved down to StAugustine with his wife because
they wanted to have warmerweather, because she was a
little sick, and so they wantedto come down from World War
weather, but he found that therewas no transportation options
and not really a hotel, a luxuryhotel for the rich and famous.
(03:28):
And so he built both of
Spencer Jury (03:29):
those things. That is absolutely correct. And he
actually worked alongRockefeller, so he had a lot of
capital, right? Yeah, but Italked last night again to
another individual, if youreally want to read a great
book, to read a great book. Andthis goes for everyone out
there, too. The last train ofparadise talks about the actual
building of the Florida EastCoast Railroad because that that
(03:51):
train was initially built toextend not only from
Jacksonville to Miami, but allthe way to Florida Keys, right?
And if you've been to the keysbefore, you'll notice a lot of
that infrastructure still sitsthere today, which is really,
really cool.
Blythe Milligan (04:02):
What happened to that? Because I remember
driving over that bridge, but Ididn't know. I just thought it
was an old bridge, and theybuilt a new, you know, sort of
highway right next to it. Sowhat happens to the old bridge?
Is it maybe just for fishing, or
Spencer Jury (04:16):
they just left it there? I mean, the
infrastructure was, I don't evenhow to how to phrase this, but
it was so ahead of its time backthen that it hasn't moved. I
mean, initially, that was alldestroyed from a hurricane in
the early 1900s and it's stillthere.
Blythe Milligan (04:32):
And I heard that during that storm, when
they shut down the Miami to keyscorridor, that there was like
two miles of the rail track thatwashed up onto shore in Florida,
in the state of Florida, notjust the
Spencer Jury (04:45):
keys, yeah.
Unfortunately, a lot of peoplelost their lives, and they
believe that was a class fivehurricane. Wow. It was before
the system was in place, but itwas pretty bad,
Blythe Milligan (04:53):
wow. And so, I mean, to this day they haven't
built that back up, because it'sprobably not worth it. Blythe,
but let's talk a little bitabout what is worth it from the
Jacksonville to Miami corridor.
So how does give us, I guess,sort of the overall view of,
like, what kind of commoditiesare being used or being shipped,
and Florida is also kind offamously like, inbound is great,
(05:15):
but outbound is terrible. So howdo you sort of balance that as a
company standpoint,
Spencer Jury (05:21):
great question ultimately. And I think you and
I had spoke about thatinitially, but from Jacksonville
to Miami, we have a lot oftraffic. As you know, Florida
consumes a significant amount ofthings. And honestly, Florida is
not biased. We will take on anyproduct. FEC will right, but we
we very much understand theconcept and that model that
(05:43):
anything coming southbound,you're going to be stuck. So
with us, when you're runningsouthbound, we know we're going
to bring you right backnorthbound, right? So we kind of
work that into our ratingstructure to help kind of drive
a little bit additional valueand allow people to understand
that we don't want you to getstuck down here. It's already
problematic enough. So if we canput you on a position to come
down south and turn you around,come right back,
Blythe Milligan (06:05):
and so when you say, like, turn around and come
right back, you're talkingstrictly on rail, only rail,
maybe no three PL partners ortruck partners, or anything like
that.
Spencer Jury (06:14):
100% full utilization of the FEC assets in
our training
Blythe Milligan (06:20):
and for intermodal as a whole, is kind
of having a moment right now. Wejust recently had Ann Rinke on
the show. She's the presidentand CEO of IANA. And, you know,
that was sort of my, I guess,intro into learning more about
intermodal. Because I say thatbecause I come from an asset
based trucking background, and,you know, early days in my
(06:41):
career, it was that was the onlyworld I knew we had an
intermodal department, but theywere like in the back of the
building. And, you know, nobodyreally even talked to them,
because it was just a smalldepartment in the back of the
building. But now it feels likeintermodal has really come to
the forefront, especially in achallenging freight market. Why
do you think more companies arestarting to use the strategic
advantage of intermodal.
Spencer Jury (07:03):
Trucking has been around for such a long time,
right? And it's been a backboneof the country forever, right?
But I think providing anadditional option regarding a
modality such as intermodal isalways beneficial. I think
there's, yeah, unfortunately,we're steering our market in a
way that we need a producttomorrow, but there are still
those products that don'tnecessarily need to be there
(07:25):
tomorrow, that can be utilizedand be there a day later, and
that's where intermodal reallycomes into play. Ultimately,
it's transit that's really thedifference between truckload and
intermodal is just transit. Sofor Florida, East Coast Railway
might take six hours for you todrive a truck from Jacksonville
to Miami, traffic willing?
Right? For our trains, it takeseight to 10 hours. No, it's very
(07:47):
similar, right? But when youstart to extend beyond our
network and start to move in,say, Chicago to Miami, it's
gonna be a little different. Whyis that? For a truck, it's
probably two to three days,three, let's say three days for
train. It's going to be three tofive. So again, it's we're
similar, but we're not butagain, when you talk about
(08:12):
sustainability as well, we'redefinitely at the forefront,
right? It is significantly muchmore fuel efficient to push
anything on a train, as opposedto a truck, and we can handle
that much more. We can take waymore than a truck.
Blythe Milligan (08:28):
There's an additional, like, I guess, sort
of fan component, because theone of the videos that I was
watching this morning, there'ssome avid I mean, I knew there
were, like, train fans, yeah,but they're like, trained
fanatics. This one channel I waswatching, he was very adamant on
catching certain kind becauseyou have the, I'm gonna mess up,
I'm gonna butcher these terms,but like the front, the front, I
(08:49):
guess, not cabin, or the frontpart of the train, and then you
have all of the different, Iguess, different painted
containers that are that followbehind it, and some are, like,
specially designed and speciallypainted. And there's some people
that are, are happy with a, youknow, a rebrand that's going on
right now within the FEC. Andthen some people are not happy
(09:10):
because they like the old colorscheme better, and they try to
capture on camera, you know,these different train cars that
are all painted differentcolors. And I just, I found I
that was another layer oflogistics that I had no idea
existed. I
Spencer Jury (09:24):
have to be honest, I actually really enjoy when we
kind of changed the branding andchange how things were like. If
you look at our trains in the60s and 70s, they were this
yellow, orange kind of color. Itwas actually very, very
interesting because we werelike, I believe the sunshine
Express or something like that,which made sense. It was very
unique. It was different. Wemoved in a different direction.
(09:44):
It almost matches my vest now,and it's kind of a green color.
It's actually very beautiful,but I kind of like that old
sense, and we've got a couple ofthose engines that are still
painted that way, yeah, butit's, it's really neat, because
not only us, the class ones,would do that celebration of
you. The military, we have abreast cancer awareness train.
(10:05):
That's the one I saw. Yeah, Ibelieve I had that picture on my
LinkedIn for a while, and that'sprobably one of my favorite
trains. Got that pink shade init, and Susan G Coleman on the
side. It's very
Blythe Milligan (10:15):
How often does that happen that you're
deciding, you know, we're goingto paint a new train? Yeah.
Spencer Jury (10:21):
Again, it really depends on when and who they'll
make that call and say, Okay,let's make it. Let's make an
adjustment. We'll change thecolor this week.
Blythe Milligan (10:29):
It's very similar to like a truck wrapping
where a lot of folks will willeither invest in or not invest
in it at all.
Spencer Jury (10:35):
Absolutely perfect example. Yes. So
Blythe Milligan (10:37):
let's get back to a little bit of what, what
kind of domestic freight thatFEC is hauling, is hauling even
the correct freight
Spencer Jury (10:47):
is perfect. Again, FEC, we really don't have an
issue with anything. We shipfreight of all kinds. It really
doesn't matter. We won't bringin some certain hazmat, I guess
you could say items. But in thegrand scheme, what will bring
about? Anything from, I don'tknow, retail product, car load,
(11:09):
to whatever you have, bring itto us, where we'll entertain
Blythe Milligan (11:14):
it. What about from, I guess, the shippers
perspective, what do you thinkare some misconceptions about
using intermodal, or maybe someof the advantages of using
intermodal versus some othermodes of transportation?
Spencer Jury (11:27):
Oh, that's a great question. Well, let's use an
example for a truck. A truckwill come in, they'll get
loaded, they'll leave, they'lldeliver. When you're in a train,
let's use Jacksonville to Miamias that example. Driver goes in,
gets loaded in Jacksonville'sproceeds. South Miami delivers
on a train. We have a driverthat goes in with a container.
He breaks it in with a containerin a chassis. He brings it to
(11:50):
our rail ramp. We lift it offthe train or off the chassis,
and put it on the train, right?
So there's one element thatdoesn't take place on a truck
versus a train perspective, wehave to lift that whole
container up, and that causesmovement that can cause a
problem, gets on the train,proceeds out. That's the same as
a truck. We do the same thing.
When it gets to destination,it's lifted off, put on a
chassis. We go to there. So Ithink a lot of people get
(12:12):
concerned that when they'reoperating, say, with someone
such as us, that probably getgrabbed and gets stacked in a
yard somewhere and just sitsthere. It's not necessarily the
case. We're a non stackedfacility. So anything that comes
in our train, it's immediatelyput to wheels. And I'll be
honest, I don't think ourcontainers are lifted more than
six to seven feet off the train,and that's it.
Blythe Milligan (12:35):
Is that importance, like, how important
is it to not be lifted so highor above a certain height,
Spencer Jury (12:42):
less touch is going to cause less shaking,
right? So by no means do I meanto bad mouth my counterparts
across the country. But, andagain, me being from Chicago,
there's a huge, vast network ofrail terminals every place you
can go to, right? So thosecontainers are lifted multiple
times, move from differentareas, touched here, touched
there, touched there, to shiftand position them appropriately.
(13:05):
That truck won't be here for twodays. We're going to put it
here. They'll come back and getit later and put it back again
right when it gets off ourtrain. It's lifted, put on a
chassis right away and ready togo for that drayage provider to
actually
Blythe Milligan (13:16):
deliver. So I never even knew that that was a
concept that shippers should beconcerned about. Because I would
imagine, the more times you useit or move it, the more times
the potential to get damaged,or, you know, kind of things
rustle around, is that mainlythe concerns that were, I
believe so, or unknown concernsthat some shippers
Spencer Jury (13:33):
have agreed and again, part of that is that, and
then the transit are probably mytwo big points. And then
finally, I would say cost,right? Everyone's going to be
reevaluating their cost. I willtell you right now, Florida,
East Coast can be morecompetitive than truckload into
Florida. Bottom line
Blythe Milligan (13:49):
and now is it only the rail. Railway is only
from Jacksonville to Miami, orare there other like sort of so
Spencer Jury (13:57):
our local network is 351 miles from Jacksonville
to Maya, but we're partneredwith the class ones in CSX, ns
on the eastern half. We workwith the West Coast providers to
some in Canada. And then we areactually owned by Grupo Mexico.
So they actually own faromex,which is the largest rail in
Mexico.
Blythe Milligan (14:16):
Oh, interesting. I did hear about
that and how they they recentlybecame, you know, the owners,
or, I guess, the holders of FEC.
So that's interesting, thatMexico would be expanding in
that regard. Is Near shoring.
How is near shoring affecting?
Well, I think
Spencer Jury (14:33):
we had, you had brought up Ayanna. A lot of our
feral Mex team was with us, anda lot of individuals were
steering towards them. Theywanted to have those discussions
with the Mexico team, because Ithink that's of great
importance. A lot of people arestarting to find that it's a big
opportunity in and out ofMexico. So we're kind of
scratching the surface there,but I think as we proceed, we're
(14:53):
going to see more and moreopportunities out of Mexico.
Blythe Milligan (14:56):
Now, what are some other maybe news stories
under the. Radar issues that aregoing on, or maybe challenges
that are going on within rail,specifically when it comes to
Florida, is there, is thereanything that maybe shippers
should be aware of and wheneverthey're planning what their
transportation options could be?
Spencer Jury (15:14):
Yeah, I can't really think of anything offhand
for us. I know throughout theentirety of the domestic US,
specifically the west coast andsome parts of Chicago, people
are finding that theft is atheft is a big problem right
now, but the industry is takinga lot of steps to really curb
that. A number of differentinfrastructure changes things
(15:38):
with how the trains operate andmove, because you'll see a lot
of will come in and stop, andthat'll give, say, a thief, an
opportunity to come in and grabwhat they can and open a
container, just start
Blythe Milligan (15:47):
throwing boxes.
That's what's happening inCalifornia, where there's one
just central location, where allyou see is the railroad tracks
and a bunch of boxes scatteredeverywhere. Yeah, yeah. Does
that happen in Florida
Spencer Jury (15:57):
too? No. We're very we're no crime at all.
We're consistently moving. It'svery difficult for you to kind
of do that. We have, we havegreat security. And again, kind
of, like we talked about ours,ours never sit. It's a grab,
pull, and it's out right? Sothere's very little
Blythe Milligan (16:13):
strategic advantage in that regard,
because you don't have, like, Ithink I talked about this with
Anne, like, what does it looklike nowadays? It's like bandits
running on horses, and you neverknow. Or maybe in Florida, you
know, we just got a new or, Idon't know if a lot of folks are
aware, but we actually havebuffalo in the state that they
have released in the middle ofthe state, I'm sorry, right here
(16:33):
in
Spencer Jury (16:34):
Central Florida.
Oh my gosh, I would never thinkthat.
Blythe Milligan (16:38):
Yeah, so they're trying to sort of bring
it back, or bring the speciesback in different pockets all
over the country, and CentralFlorida is one of those. That's
great. So you could have maybesome bandits that are running
around on bison or something,trying to get on
Spencer Jury (16:50):
top of a tree.
That is crazy Interesting.
Unknown (16:53):
Yeah, all right, well, let's talk about what does,
Blythe Milligan (16:57):
what does even growth look like? Is it, can you
add more rail lines? Is thateven a thing that you guys want
to do? What does I guessexpansion look like? Or is that
even in the cards, or is it justraising awareness for more
customers to know about theadvantages of shipping on
intermodal? I
Spencer Jury (17:13):
will tell you.
First and foremost, our team isdirectly focused on growth. And
I guess you could say, How do Iget you involved with the FEC?
Right? There's so many peoplethat don't really know about us,
but we've been here since thelate 1800s How do you not right?
So that's been kind ofinitiative that we've worked on
is really generating somepositive feedback with us. And
hey, come use us. We're here. Sobesides that, in regards to an
(17:37):
expansion perspective, we have alot of invested in capital
regarding our current rail headsor terminals, we're finding that
we've installed some automatedgate systems in some spaces that
we didn't have before, which isallowing that much more quick of
in and out with a lot of thedrayage providers. By December
2026 we have a ramp in FortPierce Florida that will be a
(18:01):
huge expansion out west. Sowe're really excited about that.
That's going to be a really big,big thing for us. So that should
drive a lot of opportunitiesinto that area.
Blythe Milligan (18:11):
Now, as you mentioned, with the your company
being around since the 1800s Iimagine that you know, maybe
some tech enhancements are beingmade. You mentioned earlier
about fraud or fraud prevention.
What kind of what does the techscene look like at a modern day
railroad?
Spencer Jury (18:29):
I'll be honest, in my short time, in my short time
in this industry, I feel thatintermodal could be greatly
enhanced technologically. Nowour team is without me over
sharing. We have a really goodroad map out there on what we
want to do in the upcoming yearsin regards to changes and
(18:51):
enhancements within ourrailroad, not only here, but in
Mexico too. So it's been,
Blythe Milligan (18:56):
I'll leave it at that, yeah. So I imagine, I
mean, there's the big buzz wordsthat have existed, I think for
the last, like, since I've beencovering this industry for five
years, there's visibility. Mostrecently, AI, are these kinds of
technologies also impacting railtoo?
Spencer Jury (19:11):
100% really, yes.
So if you think about the truckindustry, when I load something,
I want to know where that truckis every time, right? So we
leverage GPS and everything likethat. We do the same on the
rail. We have sensors along theentirety of the tracks. When
that train is running, when thattrain pops up, it's going to
show you. We have our own tool,which is that PCR Connect, which
customers can get direct accessto and they see everything. And
(19:31):
then once it delivers, you havethe paperwork and all that's
uploaded in the system.
Blythe Milligan (19:38):
And so when you are working with customers, are
you working directly withshippers? Are you working with
brokerage partners, carrierpartners? Kind of all of the
above. All the above.
Interesting. So, what does awhat does the onboarding process
look like if I'm say, abrokerage versus a shipper? What
does that onboarding processlook like?
Spencer Jury (19:58):
Something I'm also working on because. Okay, I
think it go. Could move a littlequicker. But ultimately, we run,
if I were to get in the weeds,we run a quick credit check. We
kind of give you the intermodalservice directory, anything you
might have. We kind of tie theknots and put everything
together. Cross the T's, dot thei's, and then off we go. We have
(20:18):
an operations team. We have aquick onboarding discussion, a
quick introduction. Here's whoyou're dealing with. Here's who
you deal with on this side. Andthen I that, or my team and I
were there to kind of help
Blythe Milligan (20:30):
in the middle.
So it sounds very similar totrucking
Spencer Jury (20:33):
it is. It really is. It's quick and painless,
right?
Blythe Milligan (20:37):
Well, I think that that was, Oh, I do have a
couple more lightning roundquestions. Oh, go for it. Okay,
what's the most underratedFlorida intermodal? Fact,
Unknown (20:49):
not really lightning round, but that's a really good
question.
Spencer Jury (20:52):
I would probably say that transit we talked
about. I don't think a lot ofpeople grasp that concept. We
can, we can literally move acontainer from Jacksonville to
Miami, make a delivery and getit back. Delivery, and get it
back to Jacksonville in 24
Blythe Milligan (21:05):
hours. That's wild. And I don't think a lot of
people know that. I didn't knowthat, and I'm born and raised in
Florida.
Spencer Jury (21:11):
I mean, there's opportunity there, right? If
you're a trucker, think aboutthat. You're gonna go south
deliver and maybe hang out forthe day. Are they gonna find me
a load? Am I gonna find a loadto do that. We'll take it,
deliver it, and bring it back toyou in Jackson, and we can put
it on a trailer too. It doesn'thave to be a container. We run
trailer on flat car, meaning, ifyou have it on trailer, we'll
(21:32):
put that whole trailer on thetrain, ship it down, we'll
deliver it for you as we haveour own drayage, and bring it
back.
Blythe Milligan (21:37):
Amazing. All right, what's, what's one metric
you watch daily?
Spencer Jury (21:41):
Oh, definitely, volume. I'm looking at
Blythe Milligan (21:44):
it every day.
And is it trending in a gooddirection? Stable direction. How
about
Spencer Jury (21:49):
stability right now, but
Unknown (21:52):
we'll see. Yeah, I think everybody is this was
supposed to be a good year,right? It was supposed to be a
good year,
Blythe Milligan (21:59):
less chaotic, more certainty. Here we are.
Spencer Jury (22:03):
I think you're talking right on those two
important points, chaotic andcertainty.
Blythe Milligan (22:08):
But it does sound like with intermodal,
especially from the Jacksonvilleto Miami corridor, that that
stability, at least from acustomer standpoint, if I know
I'm I'm looking to save money,and I'm looking for reliability.
And still, a lot of the techadvancements that you see in
trucking, such as visibility,sounds like rail is crossing off
of all of those differentchecklists.
Spencer Jury (22:30):
We can throw sustainability in there too. Now
we throw us three off the buffat least. Yes, sir.
Blythe Milligan (22:35):
All right. What is something that you think is
important to mention that wehaven't already talked about,
when it comes to FEC
Spencer Jury (22:43):
again, just generating awareness of our
organization. I'm going tocontinue to push that over.
Blythe Milligan (22:48):
That's what Anne said, too, is that it's,
it's, there's been a little bitof a, I guess, an awareness
marketing problem with rail, andhow she that's her goal, is to
expand the knowledge base ofrail to the greater logistics
Spencer Jury (23:01):
community. I, and I wholeheartedly agree with
that, right? We need to helppeople understand that there is
this mode out here that can help
Blythe Milligan (23:08):
you. Why do you think that it's been a little
bit of a, I guess, a knowledgegap? Well,
Spencer Jury (23:12):
I think people grow greatly content in this
industry, right? If it'sworking, why touch it? And
that's me. Personally, I'venever operated that way. I want
to try to find a new and betterway, a more efficient way, a
less costly way. And everyoneshould be looking at that, and
intermodal can provide that justgot to allow us the opportunity.
And a second piece, I thinkpeople are a little afraid of
(23:34):
intermodal because they'rethey're not really sure how it
works. I'll be happy to walkthrough that with
Blythe Milligan (23:41):
you. Awesome.
Well, Spencer, I think that thatis a perfect place to land it.
And for folks who may want tolearn more about working with
you, working with FEC, where canI send them?
Spencer Jury (23:51):
Oh, flirty east coast, you can find us on
Google. Just type it in. It'sFEC, R, W, y.com, and then if
you want, you can find me onLinkedIn. Spencer jury, flirty
east coast. Nice, big train inthe banner,
Blythe Milligan (24:03):
which kind of train is it? The Breast Cancer
Awareness?
Spencer Jury (24:07):
I actually think we had a professional shoot
done, and I took one of those.
Oh, nice. It was too nice. Icouldn't pass
Blythe Milligan (24:14):
it. Well, I mean, that's part of building
the awareness of intermodal, istaking the photos and marketing
the uniqueness of the industry,and so are this mode of the
industry. So Spencer, thank youso much.
Spencer Jury (24:25):
Thank you for the opportunity. This was great.
Appreciate it. Thank you somuch. All right. Thank
Blythe Brumleve (24:33):
you. Thanks for tuning in to another episode of
everything is logistics, wherewe talk all things supply chain
for the thinkers in freight, ifyou liked this episode, there's
plenty more where that camefrom. Be sure to follow or
subscribe on your favoritepodcast app so you never miss a
conversation. The show is alsoavailable in video format over
on YouTube, just by searchingeverything as logistics. And if
(24:54):
you're working in freightlogistics or supply chain
marketing, check out my company,digital dispatch. We help you
build. Build smarter websitesand marketing systems that
actually drive results, not justvanity metrics. Additionally, if
you're trying to find the rightfreight tech tools or partners
without getting buried inbuzzwords, head on over to
cargorex.io where we're buildingthe largest database of
(25:15):
logistics services andsolutions, all the links you
need are in the show notes. I'llcatch you in the next episode in
go jags. You gojags.
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