Commentary

A shipper is told there are more delays — and demurrage fees — to come after paying $10,500 to “clear things up.” What recourse does he have?

A lack of competency is putting the project logistics industry’s future at risk, a logistics executive with a major project owner believes.

How poor documentation clouds liability and lays burden on both broker and warehouse.

Several intermodal “giants” will be honored at an IANA seminar reception in Illinois later this month.

A shipper is without his cargo after contracting with likely fraudulent suppliers.

There is a need to look past the white noise surrounding the China-Italy MOU, particularly seeing the agreement for what it is.

As a middleman in this transaction, a freight broker has no legally recognized standing and no legally protected rights as respects either a shipper or carrier.

A freight agent’s right to pay only the net it owes isn’t compromised so long as the agent timely asserts it.

Still reeling from the chaotic conditions that dominated ocean freight in 2018, shippers are approaching this year’s contract season with considerable caution.

The service efficiency of the port can be reflected by the time cost of the ship in port.

Constantly changing regulations, tariffs, and free trade agreements are just a few of the compliance challenges that can disrupt business cycles and create financial risk for US firms engaged in international trade.

Talking to logistics and supply chain service providers, it would appear that Russia is unhappy with China’s Belt Road Initiative (BRI) march into Europe and Central Asia.

In the coming months, US lawmakers will face the important task of choosing to ratify the United States-Mexico-Canada Agreement (USMCA) or not.

Rampant terminal congestion in the key ports of Los Angeles and Long Beach may be starting to wind down, but the story is still unfolding at other US ports.

Recently, several ocean carriers began charging new fees to motor carriers for engaging in street turn activities.

Rarely in logistics do we encounter something so sensible in theory but so challenging in execution as converting retail space to e-commerce distribution and other industrial uses.

Negotiations for 2019-2020 shipping contracts will be difficult on a number of fronts.

The actual process of shipping hasn’t changed since its inception, and I do not foresee it changing drastically in the foreseeable future.

Your shift in terms should be from FOB to EXW, meaning that title passes the moment the goods depart the origin plant where they’re produced.

Three issues will have a major impact on the container shipping world for all stakeholders in 2019: trade squabbles, carrier capacity management, and low-sulfur fuel cost recovery.

Their up-front costs may be more, but the economies of scale for collapsible containers are even greater.

The reason blockchain has so much appeal to owner-operator truckers is that it puts them on an equal footing with their larger competitors.

When was the last time your internal controls were tested and upgraded? It's the new year — now is the time to start!

From a risk standpoint, a faster liquidation timeline can be very important to both the importer and the surety.

Throwing more money at infrastructure, additional assets, and increasing freight rates won’t solve one of the industry’s biggest cost factors - the management of empty containers. There’s a better way.

The electronic logging device means big data analysis is possible across the trucking/logistics sphere — and that opens up a world of opportunities for improved efficiency, fleet optimization, and more.

Opening up the possibility of a break in free trade among the United States, Mexico, and Canada would be costly on many levels.

We’re doing with blockchain, albeit in a slightly different way, what Tesla did with its patents.

The language of the regulations was sufficiently broad to initially conclude that even if a company had no presence or operation in Europe, it would be required to comply.

The owners' containerized personal effects are kept from them because of NVO nonpayment after the company contracted to ship the items declares bankruptcy.

Today’s truck driver shortage is one that can’t be overcome through technological innovation alone. What’s needed is the right intelligent technology that maps leading-edge optimization with networks powered by driver-focused systems to ultimately improve the logistics supply crunch.

Logistics shouldn’t be a zero-sum game. That’s why we need transparency, but that’s going to require the industry to embrace all tools, starting with a new generation of smart sensors and tracking equipment, and putting them to work on a blockchain.

From the vantage point of early December 2018, the current year will be a mixed bag of near disaster, continuing frustrations, and some glimmer of hope; it all depends on your position and perspective.

Technology — and the disruption and efficiencies it creates — is affecting almost every segment of international shipping. Except, it seems, for the container. That should change.

The continued diminution of the US-flag fleet represents, arguably, the single greatest threat to US national and economic security.

Ports are in the unique position to facilitate transformational change for the global supply chain. If we responsibly harness the new technologies available, these advanced solutions can position ports as trusted partners in digital infrastructure — just as we are in physical infrastructure.

US courts would no doubt rule on the side of safety after a claim filed involving a damaged airplane engine shipment.

Cosco has undertaken a series of investments and expansions that serve as evidence that it’s pressing on strong with its ambitious aim.

Asking the nations of Asia to stop subsidies seems like a waste of time. They will do what they believe to be in their best interest. Eventually, the European Union (EU) will come to the same conclusion: Do what’s best for the EU.

Importers of record must be alert to how products are being classified, particularly when working with overseas exporters who may be willfully or unwillfully trying to skirt the system by declaring goods with the wrong country of origin or an incorrect HTS code. The stakes are far too high to leave this unaddressed