There are some very real Halloween dangers in our industry, with some having one thing in common: They represent goods shipped to the U.S. from a foreign country. Fortunately, we can be thankful that Customs and Border Protection is keeping watch.
The Los Angeles-Long Beach port complex finds itself engulfed in a meltdown of historic proportions, and that's no exaggeration. How quickly the ports can recover will determine their viability going forward.
Shippers need to take tactical actions to counteract carrier actions, raining from deploying larger vessels to "blank" sailing.
As we turn the corner on autumn and begin to head for winter, one thing has remained constant: Rail service, including intermodal, is struggling, and the epicenter of the problem lies in Chicago.
Nightmare scenarios are occurring all day, every day at the two biggest U.S. container ports, and the customers receiving some of the worst service are among the nation's largest shippers.
Susan Kohn Ross
When have you done enough on Customs compliance? Based on a recent exchange in a LinkedIn discussion group, there is real disagreement.
Use of a contract manufacturer in Thailand doesn’t ensure a U.S. importer of the correct filing of export documentation and compliance when shipping under free carrier, FCA, terms. That’s a pretty minimal term in the context of the obligations it imposes on the seller.
The port bottlenecks that flow directly from the profusion of big ships truly hit home this year, with cargo delays being felt from Asia to Latin America, traced back to the bigger ships calling at ports ill-equipped to handle them.
Marine terminal operator John Atkins hit a nerve among cargo interests when he linked port congestion to stagnant rates and their impact on supply chains.
In my early shipping days, an industry veteran told me something as appropriate today as it was then: Over time, nothing is really new. The same patterns and issues return. Decades later, that lesson comes to mind as I read about carrier profitability.
A recent statement from a marine terminal operator that current port congestion is the shippers’ fault is ridiculous.
With an increasing number of workers finding and keeping jobs, the positive momentum for freight transportation will likely carry forward.
I said at the beginning of my response on a question in August about the $75,000 broker bond requirement that I thought I’d be stepping on some toes, but I guess I underestimated the severity of my tread.
When Maersk Line in 2011 ordered 20 Triple E vessels capable of carrying 18,000 TEUs each, it marked a sea change in the container shipping industry. It was, after all, the first time a carrier placed an order for ships not to meet demand, but to cut operating costs — the ships burn 40 percent less fuel.
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