As the industry catches its breath after the struggles on the West Coast, we are less than a year away from a potential new risk of long lines and more confusion across the U.S.
When Presidents Xi Jinping and Barack Obama signed a new climate agreement in September, they took a critical step in bilateral cooperation to combat global climate change. The two of us were recently invited to China to share experiences—in the United States and Holland, respectively—in cleaning up air pollution at ports and reducing greenhouse gas emissions in the shipping industry, while maintaining growth.
Carriers are always at liberty to verify any and all aspects of the shipping description provided by the shipper, to the extent that they affect the rate to be charged and in all other regards. The most common type of correction that carriers make is the shipment weight.
U.S. Customs and Border Protection’s comprehensive new Automated Commercial Environment is a historic step toward modernizing inefficient customs procedures. But it also puts a greater burden on shippers and their customers to keep their data orderly and up to date.
The Port of New York and New Jersey and its new port commerce director, former Port of Los Angeles executive Molly Campbell, face a challenge: The port must solve its current congestion issues before the next wave of big ships hits New York-New Jersey, probably next year.
How does a corporate culture motivate its employees to look forward to reporting to work each day because they love their jobs and the companies they work for? That concern is even more pressing because the transportation industry is facing a labor shortage.
Inventories are likely to grow at an elevated pace through 2015 and into 2016, matching elevated sales. The inventory-to-sales ratio is too high, but much of the elevation has been compositional. It is a simple matter of retail segments that require a higher inventory ratio have out-grown sectors without.
A multitude of panelists at the FTR Annual Conference once again tried to peek over the horizon to evaluate the future of freight. For me, the biggest take-away from the event is the growing likelihood of yet another freight disruption, courtesy of the U.S. government.
With much of our surface transportation infrastructure decaying and becoming functionally obsolete, we can’t wait 40 years for Congress to confront the threat posed to our economy by inadequate railways, tunnels, bridges and roads, including those connecting to seaports.
Dealing with a container ship incident has gone from a puzzling and troubling situation, to one that can be fairly described as an absolute catastrophe as they continue to grow in size.
Proofreading a contract is a critical part of contractual relationships. You can’t expect the judicial system to overlook your errors or to correct them.
As the summer draws to the close, no resolutions are in sight for the issues plaguing the container shipping industry: overcapacity and low productivity at West Coast.
Tankers and dry bulk ships reached their maximum size years ago and haven’t grown much since. To repeat a question posed countless times already: Are container ships, which have never stopped growing, finally approaching the upward limits of size?
A provision in the U.S. Senate-approved highway bill would index Customs user fees to inflation and divert the increased fees to fund programs in the bill. With severe shortages of Customs and Border Protection staffing at ports around the country, diverting funds to pay for unrelated projects is a misguided and harmful idea.