Commentary

With the industry just just more than three months away from the July 1 implementation date of the new container weight verification rule under the Safety of Life at Sea convention, fears of disruptions have abated somewhat. The industry seems to have come a long way from last fall when panic-stricken shippers, carriers and forwarders wondered how a new type of rule applied to container shipping would have any hope of being implemented without disrupting trade.
The intermodal industry finds itself in a perfect microeconomic storm. Energy is a primary driver. The price of diesel has dropped by approximately one-third in the past year, greatly reducing intermodal’s secular price advantage over truck.
A shipper should regard set-off as a last-resort measure where a carrier is being insupportably obdurate about paying claims and the shipper is confident of prevailing if the carrier challenges you. It’s not a proper substitute for resolving claims out of hand without clear provocation.
CMA CGM’s announcement this month that it would deploy six ships with capacities of up to 18,000 TEUs to the West Coast beginning in May is the latest indication that the French carrier believes Los Angeles, Long Beach and Oakland are up to the task. But will the ports be ready?
Despite the calm market in early 2016, a storm is forming that is going to hit the trucking industry. New regulations coming into play in the next several months and the increasing influence of a major retailer are prepped to cause significant turbulence in the U.S. trucking market.
Satellite offers numerous benefits, including the ability to provide coverage in remote regions where trucks and oceanic vessels often travel.
Ahead of the SOLAS container weight mandate its important to ask yourself these questions: Will you purchase weighing equipment to use Method 1 or 2? Will you purchase a service from others and pay by the container? Will you purchase the equipment and provide the service for others and potentially yourself?
An often overlooked and increasingly relevant form of intermodal transport is truck to barge or train to barge. The Mississippi River is really a “free railroad” for the U.S. whose potential for intermodal transport has not been fully exploited.
A year after the Feb. 20, 2015, deal that ended months of catastrophic West Coast port disruption, what lessons have been learned? And what is the likelihood the events will be repeated?
As members of the supply chain we should all be focused on safe, secure, and reliable global marine transport, but from my perspective, there are too many parties looking for a reason to not provide verified weights.
It’s safe to say that most everyone has heard the word “cloud” used in connection with at least some aspect of supply chain technology. But while most may have heard the term, it’s also safe to say that many wouldn’t be able to fully explain exactly what it is, how it works or, for bonus points, where the term “cloud computing” originated.
There’s nothing in general or transportation law to preclude contracting parties from reaching agreements to be applied retroactively. But there’s also nothing in the law to preclude the parties from agreeing to alter an effective date.
Damage from poor rail performance can be severe and long-lasting. Once incurred, that damage isn’t easily reversed.
The analysts that process trade transactions for commercial banks are the front lines of defense against global financial crime and they must be taught to look beyond just the trade documents in front of them and consider a wider context.