Misdeclaration of cargo and weight by shippers whether unintentional or otherwise has been part of container shipping since its beginning. And the problem is only growing because containers carry a greater percentage of global trade, ships are getting much bigger, and competitive pressures throughout the system often lead players to turn a blind eye to safety. The two fundamental challenges are ensuring the weight and the description of cargo are accurate.
Peter Tirschwell, IHS Maritime & Trade senior director of content
Chris Brooks, The Journal of Commerce executive editor
The 1980s brought us Reaganomics. 2012 brought us Abenomics, the economic revitalization effort by Japanese Prime Minister Shinzo Abe. And a year after China’s surprising rejection of the P3 partnership among the world’s three largest ocean carriers, it’s clear container lines have adopted their own form of economics. Call it Alliance-omics. It aims to pull its target beneficiaries out of recession (carriers’ combined losses in the last several years measure in the billions).
Richard Clayton, IHS chief maritime analyst
It was a secret ballot, but the decision of the 40-strong International Maritime Organization Council was clear: Lim Ki-tack will be the next secretary-general of the IMO, if the IMO Assembly gives its approval in November.
A third-party agent questions the liability for a shipment that was fully crated and signed for a clear delivery by the consignee. Damage was noted after unpacking. The carrier was asked to pay a damage claim, but said it wasn’t alone in the blame. Responsibility should be shared by the shipper, the carrier and the receiver, it said. Is there any recourse?
As we enter the second half of 2015, the year is unfolding as an amalgamation of pleasant and unpleasant surprises, a stinging interview, some conflicting actions and actions that defy logic. Many shipping interests might say, “So what’s new? It’s a typical year for the industry.”
Elaine Nessle, CAGTC executive director
Congress has failed to fully support interstate commence — a job tasked to it by our founding fathers.
The International Longshoremen's Association, in opening the door to the possibility of a long-term contract, certainly is looking to capitalize on the congestion and raw memories of the recent past that have put West Coast ports in shipper crosshairs. The ILA, indeed, is preying on that shipper sentiment, and the soon-to-open expanded Panama Canal that could shift more cargo from West Coast to East Coast. And who can blame it? That’s business.
Peter Tirschwell, Senior Director, Content, IHS Maritime & Trade
President Obama’s legacy now will be defined at least in part by success on trade. It was indeed an achievement to have secured the first presidential “fast track” authority in eight years, paving way for completion of the Trans-Pacific Partnership with 11 nations covering 40 percent of U.S. trade. But without transportation, there can be no trade. Expanding trade agreements without improving the infrastructure needed to handle it defeats the purpose.
Richard Clayton, IHS Maritime chief analyst
China’s slowing economy has led to port development projects being delayed as operating companies start to leverage more powerful IT software and more focused management expertise.
Mark Szakonyi, Executive Editor of JOC.com
Don’t have the time to rehash last year and want to know what’s in store for the next 18 months? You’ve got freight to move, so here are the takeaways from the annual State of Logistics report released on Tuesday by the Council of Supply Chain Management Professionals and JOC.com reporting.
A collection agency asks about the lack of a “Section 7” on a bill of lading, protecting a shipper from charges on a collect shipment, and wants to know if he can collect from the consignee if payment isn’t made by the shipper.
Jordan W. Cowman
There is a way out of the madness inherent in current labor-management relations in the port sector. Social Dialogue is the North Star that will guide the way.
Peter Tirschwell, Chief Content Officer
Meeting in Asia this month with a number of carriers that participate in the project by submitting their berth productivity data to The Journal of Commerce, I’ve never seen a greater sense of urgency to find ways to get ships in and out of port faster. It’s a simple calculus: The quicker a ship leaves port, the slower the speed and less fuel is needed to get to the next port on schedule.
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