A bill of lading is a legally binding contract, and the consignee becomes party to it, and bound by its terms, by taking delivery of the shipment. A carrier has every reason to look to the consignee for its money.  
Container lines seem to not have learned the most important lesson from the collapse of Hanjin Shipping and all indications suggest they will squander this opportunity to align supply and demand.
It is a known fact that a significant portion of fuel spent by trucking companies is due to idling, but that cost can be seriously reduced if idling allotments are based on ambient weather temperatures.
Data point to NVOs as a group being clearly more nervous about Hanjin than BCOs were in the months leading up to the collapse of Hanjin Shipping. This would make sense because being close to the market is a full-time job for NVOs. It’s what they do for a living. 
For ocean carriers, Hanjin’s demise might just be the event that tilts the playing field back in their favor for the first time since 2010. 
Tense relations between China and the United States in the South China Sea have the potential to spawn an international crisis that threatens assets, shipping and supply chains, and the safety of employees.
As ridesharing companies like Uber and Lyft become ubiquitous and stories about driverless cars and trucks dominate the news, the trucking industry is stealthily starting to use autonomous vehicle, or AV, technology to increase efficiency and safety.
If the shipping industry succeeds in getting the International Maritime Organization to postpone the low-sulfur rule in October, it will prove to be a pyrrhic victory.
A significant change proposed in the standard-form motor carrier bill of lading involves carrier negligence as related to freight loss-and-damage claims. Heretofore, it’s been up to the carrier to prove itself free from negligence, where negligence is an issue in a claim; the new B/L would instead place the legal burden on the shipper to prove the carrier was in fact negligent.
Swept up by brutally low rates across all trades, Maersk finally joined the rest of the container shipping industry in the financial bloodletting.
Carriers come into the market, and then go out of business. This year will be the sixth consecutive year the industry will lose money.
Any shipper that depends on container transportation must be looking with great concern at developments in this extraordinary year of 2016.
Strong liner-terminal relations could protect and grow the volumes of ports and terminals around the world, but maybe not, as there are also more powerful factors at play.
How can alliances maintain enduring links with hubs if the alliances themselves are constantly in flux?