Logistically Speaking

About Logistically Speaking

Logistically Speaking is a supply chain focused podcast that is committed to exploring global and domestic supply chains through the eyes of a former practitioner and industry thought leader and currently practicing customs and transportation lawyer.

Publisher

Scott Case

Category

business

Language

en

Explicit

No

First episode

5 Dec 2023

Latest episode

1 Oct 2025

Latest episodes

14 episodes in the feed.

1. 

   1 Oct 2025

   Logistically Speaking...What's Going On With De Minimis?

   Logistically Speaking is back for its third season! In this this episode, Cameron and Scott examine the end of de minimis duty-free treatment that took effect August 29, 2025. Their guest is Ryan Tanner, Senior Director of Compliance at Flexport. Ryan discusses the dramatic shift from the 2016 $800 threshold that processed over 1 billion packages annually to the current landscape requiring duties on all imports. The conversation covers how businesses are adapting through hybrid models—combining formal entries, U.S. warehousing, and international postal services with new IEEPA-based flat rates. Ryan explains the third-party qualifier system enabling postal imports, the compliance challenges of transitioning from Type 86 entries, and the uncertain future pending Supreme Court review of IEEPA tariff authority. With tariff volatility driving demand for bonded warehousing and FTZ space, importers face critical decisions about supply chain strategy as the industry navigates this regulatory transformation. Links: White House Executive Order on De Minimis CBP CSMS Guidance Message on De Minimis Wainwright's Coast to Coast Walk (http://www.coastto.co.uk)

2. 

   13 Mar 2025

   Logistically Speaking...What are the top issues in air cargo?

   In this episode of Logistically Speaking, Scott Case and Cameron Roberts sit down with Brandon Fried, Executive Director of the Airforwarders Association, at AirCargo 2025 (http://www.aircargoconference.com) in Dallas. Brandon shares his insights on the current state of the air cargo industry, critical challenges facing forwarders, and emerging opportunities in a changing global landscape. This episode was recorded on Sunday, March 2nd and at the conference, the imposition of Canadian, Mexican and Chinese tariffs were discussed, came into existence and then in the case of Canada and Mexico, were partially removed two days later on USMCA-qualifying goods. Key Topics: The evolution of the air cargo industry and the shift to multimodal transportation Impact of potential tariffs on trade with China, Mexico, and Canada Changes to de minimis regulations and their effect on e-commerce Air cargo security developments since 9/11 Infrastructure challenges at U.S. airports and the AfA/NCBFAA white paper initiative Future of air cargo including autonomous aircraft and the need for freighter capacity About Brandon Fried: Brandon Fried was appointed Executive Director of the Airforwarders Association in November 2005. He began his career as a sales representative in Los Angeles before moving to Washington DC, where he owned and operated the Washington office of a global freight forwarder specializing in time-definite air cargo transportation. Brandon joined the Air Forwarders Association in 2000 and was elected Chairperson in 2001, serving for two consecutive terms. He has served on the Aviation Security Advisory Committee, COAC, the CNS Advisory Board, and numerous other industry associations. Brandon brings decades of hands-on experience in the forwarding industry and continues to be a leading voice for air cargo interests in Washington.

3. 

   1 Mar 2025

   Logistically Speaking...What's It Like To Lead A Port?

   In this episode of Logistically Speaking, hosts Scott Case and Cameron Roberts welcome Mario Cordero, CEO of the Port of Long Beach, to discuss: The upcoming TPM (Trans-Pacific Maritime) Conference and its significance for the port industry Long Beach's initiatives in sustainable cargo movement and zero-emission technologies Adapting to larger vessel sizes and improving port infrastructure The impact of tariffs and changing trade patterns on port operations Efforts to increase exports and address trade imbalances The role of foreign trade zones in mitigating tariff impacts Updates on detention and demurrage issues following OSRA 2022 Challenges and opportunities in reshoring manufacturing Mario Cordero's Bio: Mario Cordero is the Chief Executive Officer of the Port of Long Beach, a position he has held since 2017. His career in Long Beach began as a member, vice president, and president of the Long Beach Board of Harbors Commission. In 2011, President Obama appointed Cordero as a Democratic commissioner at the Federal Maritime Commission, where he served until 2017, including as the agency's chairman from 2013 onwards. Cordero's leadership has been instrumental in the Port of Long Beach's status as part of the largest container trade gateway in the United States, handling trade valued at $200 billion annually and supporting 2.6 million jobs across the nation. Under his guidance, the port has made significant strides in environmental initiatives, achieving remarkable reductions in emissions and implementing innovative green energy projects

4. 

   24 Jan 2025

   Logistically Speaking...Tariffs, Anyone?

   In this episode of Logistically Speaking, hosts Scott Case and Cameron Roberts sit down a day after President Trump's second inauguration to discuss the flurry of Executive Orders and trade rhetoric with Carlos Sesma, Senior Partner at Mexican law firm Sesma, Sesma & McNeese. The conversation explores the complex interplay between politics, trade, and regional economic integration. Key Topics Discussed Recent Policy Changes President Trump's announcement of potential 25% tariffs on Mexico and Canada Changes to Mexico's IMMEX program affecting chapters 61, 62, and 63, introducing a 35% duty rate Impact on e-commerce companies using Mexico as a distribution hub Relationship between trade policies and immigration concerns Mexico-US Trade Relations Mexico's critical dependence on US trade (86% of exports) Analysis of Mexico's strategic position between US and China Discussion of USMCA renegotiation possibilities Impact of potential tariffs on regional manufacturing and supply chains Infrastructure Development Major Mexican infrastructure projects: The Mayan Train project connecting the Yucatan Peninsula Trans-isthmic railway development as Panama Canal alternative New Tulum Airport with cargo capabilities Focus on developing Mexico's southern regions Regional Integration Evolution of North American trade relationships Role of rail infrastructure in regional connectivity CPKC (Canadian Pacific Kansas City) railway expansion plans Impact of new administrations in all three countries Looking Forward Preparation for potential USMCA negotiations Changes in Mexican governance and judicial system Importance of maintaining business relationships despite political rhetoric Regional economic development strategies Source Material: America First Trade Policy Mexico Issues 35% Tariff on Textiles

5. 

   23 Dec 2024

   Logistically Speaking...What's the future of US Trade and Tariffs?

   In this episode of Logistically Speaking, co-hosts Scott Case and Cameron Roberts sit down with Paul Bingham, Director of Global Intelligence and Analytics, Transportation Consulting for S&P Global Market Intelligence, to dissect the potential impact of sweeping new tariff proposals following the November 2024 U.S. presidential election. The discussion centers on how proposed tariffs - ranging from a global 10% import duty to targeted levies of up to 200% on specific trading partners - could reshape international commerce and supply chains. Bingham reveals how S&P Global has recalibrated their economic models to account for these dramatic policy shifts, offering insights into what businesses might expect in 2025 and beyond. The conversation explores the ripple effects these tariff changes could have throughout the global economy, from consumer prices to fuel costs, and examines how different sectors might adapt to this new trade landscape. Cameron details the means by which the administration can promulgate some of these proposals on day one based on the power vested in the Executive Branch by Congress. Bingham shares detailed analysis on how these policies could impact critical trade relationships, particularly with Mexico and Canada under USMCA, while also addressing concurrent challenges in global shipping, including Red Sea disruptions, evolving air cargo capacity, and the ongoing transformation of international supply chains. The discussion further examines the intersection of tariff policy with other key economic factors, including the CHIPS Act implementation, de minimis trade rules, and the potential responses from BRICS nations. About Paul Bingham: Paul Bingham serves as the Director of Global Intelligence and Analytics, Transportation Consulting for S&P Global Market Intelligence. With decades of experience in economic and transportation analysis, Bingham is a recognized expert in global trade patterns and supply chain economics. He regularly provides strategic guidance to both public and private sector clients on transportation and trade policy issues. His work at S&P Global includes leading teams that develop economic forecasts and analyze global trade trends, helping organizations navigate complex international market dynamics and policy changes. Bingham is a frequent speaker at industry conferences and events, including the recent WESCCON gathering of customs brokers and freight forwarders. Relevant Links: USMCA (United States-Mexico-Canada Agreement) https://ustr.gov/usmca S&P Global Market Intelligence https://www.spglobal.com/marketintelligence/en/ International Emergency Economic Powers Act (IEEPA) https://home.treasury.gov/policy-issues/financial-sanctions/sanctions-programs-and-country-information CHIPS and Science Act https://www.commerce.gov/chips Section 232 Trade Investigations https://www.bis.doc.gov/232 De Minimis Trade Rules & Section 321 https://www.cbp.gov/trade/basic-import-export/e-commerce/section-321-value-increases Federal Maritime Commission (FMC) https://www.fmc.gov/ TIACA (The International Air Cargo Association) https://www.tiaca.org/ Suez Canal Alternative Routes https://www.suezcanal.gov.eg/ BRICS Economic Coalition https://infobrics.org/ (https://infobrics.org/)

6. 

   28 Oct 2024

   Logistically Speaking...What's the future of de minimis?

   De minimis, originating from Section 321 of the Tariff Act of 1930, has evolved from its humble $5 threshold (equivalent to $85-90 today) to become a cornerstone of modern e-commerce imports. While the 2015 Trade Facilitation and Trade Enforcement Act's increase to $800 grabbed headlines, U.S. Customs and Border Protection (CBP) notes that the average de minimis shipment value remains around $55-60. The real story isn't the threshold increase, but rather how the pandemic accelerated e-commerce adoption, leading to an unprecedented surge in these shipments—from hundreds of thousands just a handful of years ago to 1.4 billion in fiscal year 2023. The implications of de minimis extend far beyond simple duty exemptions. This provision has reshaped supply chains, particularly for high-duty products like apparel and footwear, by enabling companies to fulfill orders directly from overseas warehouses or through facilities in Mexico and Canada. While this has benefited consumers through lower prices and faster delivery times, it's created significant challenges for CBP's enforcement capabilities, particularly in screening for counterfeits and illegal substances like fentanyl. In this episode, we explore: The various methods of processing de minimis shipments, including Type 86 entries, manifest clearances, and the unique advantages of different transportation modes How the Consumer Product Safety Commission's upcoming e-filing requirements in 2025 could reshape the landscape for apparel and children's products The political battle between government agencies seeking stricter controls and private sector entities defending current practices Potential regulatory changes, including CBP's proposed $2 per package fee and the possible exclusion of "import-sensitive" products The evolving role of customs brokers in this changing landscape, transitioning from data entry to strategic advisors The impact of artificial intelligence and technology on customs processing and compliance Guest: Tom Gould, Principal of his own consultancy, licensed customs broker, Certified Customs Specialist, and current member of the public-private COAC committee, appointed by Treasury Secretary Yellen and DHS Secretary Mayorkas in 2022. Join us for an in-depth discussion on this crucial topic that's reshaping international trade and e-commerce. Source Material: US bipartisan FIGHTING for America Act aims to close de minimis loophole White House De Minimis Fact Sheet Blumenauer Legislation Announcement WSJ: Trade ‘Loophole’ Used By China Should Be Closed, House Democrats Tell Biden (paywall) CBP Trade Enforcement and Trade Facilitation Act of 2015

7. 

   19 Sept 2024

   Logistically Speaking…What’s real and what’s vaporware in supply chain technology?

   If supply chain technology startups, flame-outs and trending topics were a bingo card or a drinking game, the only question is which would come first: the card being filled or the player blacking out. An industry that for the longest time was late to the party on innovation now finds itself at the center of an influx of investment and innovation for technologies seeking to bring efficiency, transparency, traceability, decision-making, enhanced prognostication, and sustainability. In the 2024 version of Gartner's Annual Supply Chain report, they listed nine top trends for this year and the near future: Cyber Extortion Supply Chain Data Governance End-to-end sustainable supply chains AI-Enabled Vision Systems Augmented-Connected Workforce Composite AI Next-Generation Humanoid Working Robots Machine Customers Cyber Extortion is certainly one that is in the news, both on the non-asset service provider side as well as on the asset-owning side. Given the news this week as well of discovery of a major vulnerability in the cockpit and crew access systems (https://vulcan.io/blog/sql-injection-flycass/), the persistent checking for vulnerabilities is with good cause. Ask anybody in logistics older than Gen Z, and they'll tell you that the biggest bifurcation in logic was the time and money spent on client-facing tools and visibility and the paucity of investment to make your own platform(s) both operate efficiently and have interoperability with others. But why did this happen? The argument could be made that two key developments moved the industry from stasis and status quo to innovation. The first was the ability to move away from the "all under one roof" approach to technology that large forwarders used to their advantage because they had budgets, programmers and IT infrastructure to build and operate their own environments. The second, was the advent of the API and the ability for people to deploy multiple best-in-class solutions instead of having to live in that single environment. Those two items were already playing out when private equity money got into the game and the pandemic struck and changed how the world - and governments - saw and treated logistics. Today, there are two kinds of technology companies. There's either the de facto category goliath, or a constellation of competitors engaged in a Darwinian battle of life-or-death to become their category's goliath. But for many of those companies, are they fighting with the exit and investor payoff in mind without necessarily solving the problem they were created and funded to address? It is with this in mind that we decided that Eric Johnson, Senior Editor, Technology, for the Journal of Commerce, would be the best person to ask for his opinions. Eric has interviewed founders, pored over financial reports, sat through more pitches and demos than any human being should be forced to endure in their lifetime and presided over multiple in-person and online panels and forums covering just this topic. Source Material: Gartner Magic Quadrant: https://www.gartner.com/en/newsroom/press-releases/2024-03-20-gartner-identifies-top-trends-in-supply-chain-technology-for-2024 DHL Logistics Trend Radar: https://www.ajot.com/news/dhl-logistics-trend-radar-7.0-unveils-emerging-ai-trends-and-sustainable-solutions (https://www.ajot.com/news/dhl-logistics-trend-radar-7.0-unveils-emerging-ai-trends-and-sustainable-solutions) Bypassing Airport Security Through SQL Injection: https://ian.sh/tsa CBP ACAS Implementation Guide: https://www.cbp.gov/sites/default/files/2024-09/ACAS%20IG%20v2.3.1_508.pdf

8. 

   7 Aug 2024

   Logistically Speaking...GTEC Mailbag

   In this edition of Logistically Speaking, Cameron and Scott look back on the NCBFAA's GTEC Conference (https://gtecon.com/2024) in Chicago held July 28 - 30, 2024, and discuss a variety of issues and topics that were covered at the event. They spent time discussing the new FMC rules, an interesting case in Georgia over demurrage and detention fees and a reminder about the importance of having the basics in place if you're an NVOCC as it relates to your FMC Qualifying Individual. They also reacted to observations by four GTEC attendees about what topics are important right now in internationl trade: Duty drawback FMC basics Forced labor Export compliance Thanks to Robyn Moore, Managing Consultant, Duty Drawback for Mohawk Global, Melzie Wilson of The Global Zolutions, Kellie Case, President, The Camelot Company and Kim Calicott, Export Compliance Manager, Mallory Alexander International Logistics.

9. 

   21 May 2024

   Logistically Speaking...Trade or Tariffs? Congress in this election year.

   If it's an election year, there are three certainties you can expect from Congress: 100% of House members are focused on getting re-elected. 33% of Senators are focused on getting re-elected. Probably less than 10% of the country has any belief they'll do something meaningful and significant for the country, other than getting out of DC to stump for their jobs. Increasingly, though, the two major parties are seeking to both contrast themselves to their opponents while simultaneously appearing unified on issues that are "American" (which feels like a code word for 'nationalist'). The question is with social unrest at home, two geopolitical conflicts where America is contributing money and materiel and a presidential replay coming in November, will anything of substance be passed by both chambers to become law? If anybody knows the answer to that question, it's Peter Friedmann. Peter wears two hats; one is colloquially "Our man in DC," as he is of Counsel to the Pacific Coast Council - an organization consisting of and representing the interests of customs broker and freight forwarder associations along the US West Coast. His other is as Executive Director of the AgTC, a trade association of agricultural exporters looking for overseas market access and equitable treatment for his members from shipping companies whose commercial and financial focus feels import-centric. Between mid-May and Election Day, both chambers will be jointly in session for thirty-nine days, with an extra five days for the House and eleven for the Senate. Oh, and that includes not working a single day in October. Nice work if you can get elected to it, huh? For cargo owners and companies working in support of domestic and global supply chains, there are a multitude of issues being debated. From the retroactive renewal of GSP to OSRA 2.0 and a bevy of proposals encompassing China, de minimis and the EV industry, whether you're directly in the industry or a consumer affected by these proposed bills, logistically speaking, will it be a year of trade or tariffs, and what can and should we expect out of Congress in an election year? Source Material: H.R. 7986 - The GSP Reform Act. https://www.congress.gov/bill/118th-congress/house-bill/7986 H.R. 7979 - End China's De Minimis Abuse Act. https://www.congress.gov/bill/118th-congress/house-bill/7979 H.R. 1833 - The Ocean Shipping Implementation Act of 2023. https://www.congress.gov/bill/118th-congress/house-bill/1836 H.R. 7980 - End Chinese Dominance of Electric Vehicles in America Act of 2024. https://www.congress.gov/bill/118th-congress/house-bill/7980 https://qz.com/biden-us-china-china-tariffs-evs-chips-electric-cars-1851474998 https://www.whitehouse.gov/briefing-room/statements-releases/2024/05/14/fact-sheet-president-biden-takes-action-to-protect-american-workers-and-businesses-from-chinas-unfair-trade-practices/

10. 

    2 Apr 2024

    Logistically Speaking...What's Next for Baltimore?

    Despite having recorded episode 04 talking insurance, at the time we spoke no one could have imagined that a containership would strike and destroy bridge, essentially shutting off an entier port from commerce. Yet that is what happened when the Diva struck a support pillar of the Francis Scott Key Bridge in Baltimore, taking down the bridge and causing loss of life and billions of dollars in damage for cleanup and new bridge construction. One week on from the accident, the the investigation process is well underway and federal agencies are working around the clock to safely and quickly re-open the port of Baltimore, the 11th largest port in the United States and the largest port of entry for automobiles, light trucks and operates strong bulk and cruise business that is inaccessible with the closure. The first legal actions are also being filed, including by the vessel's owner to limit their liability. President Biden promised the US goverment will rebuild the bridge, and they likely will. What undergirds that claim is a complex insurance industry infrastructure that will distribute the loss across multiple entities and ensure that the government and valid claimants are paid. We asked Philip Bilney to rejoin us - an unusual thing to do after recording once already, but he was kind enough to share his time and contribute his thoughts and insights.

11. 

    8 Mar 2024

    Logistically Speaking...What Are Cargo Owners To Do About The Red Sea?

    If a butterfly flaps its wings in Asia, a wave crashes against the coastal United States some period of time later, or so the adage goes. Since the attack in Israel last October, besides what is transpiring inside of Gaza, all eyes have been on the Red Sea. The Houthi rebels, whose history in Yemen goes back much further than most people are aware, have made targeting shipping interests a means to gain the world's attention. The Houthis have said that the attacks on ships and seafarers will continue until such time as there is a cease fire. Most recently, the crew of a UK-flagged vessel was forced to abandon ship after one such attack. Despite the US and other nations' response to the killing of three American servicemembers, the attacks continue. Without getting overtly political, there is a belief that these attacks are being aided by Iran using an intelligence-gathering ship situated right smack in the middle of everything and is helping the Houthis identify potential targets. Despite an early attempt by several carriers to pass through the area, the inability of a multilateral coalition to sufficiently ensure the safety of all commercial traffic has led carriers to circumnavigate the entirety of the African coast adding both time and cost, plus re-igniting the for-a-period dormant business model of maritime piracy near the southern tip of Africa. The first reaction of people (and businesses) is to assume that this situation and others in the reason have immediately led to surcharges and higher insurance premiums on cargo in the region. The fact of the matter is, given the way insurance works, there really isn't a bright line from one activity or change in trading conditions to an increase in premiums. It is a much more interconnected web, in fact, that could lead to increases to cargo insurance on other trade lanes, cyber insurance policies or even personal home, auto and health insurance policies, despite the seeming lack of connection between all these coverages. Joining Cameron and Scott for this episode is Philip Bilney, a man who intimately understands insurance. The Executive Chairman of the +8Partners ecosystem of companies, Phil has spent a lifetime in the insurance industry and markets. Knowledgeable, approachable and with the ability to easily explain complex subjects while providing the necessary background and context to undergird the explanation, Phil is one of the best people to turn to for this issue.

12. 

    25 Jan 2024

    Logistically Speaking...What Are Cargo Owners To Do About The Zero-Emission Truck Requirement?

    On January 1st, drayage carriers who service the twin ports of Los Angeles and Long Beach were faced with a new requirement that, while on its face seems to be a push towards better quality of life for workers and communities around the ports, it couldn't be more misguided. According to the Journal of Commerce: "...California’s Advanced Clean Fleet regulation requires that effective Jan. 1, all new trucks entering over-the-road and drayage fleets must be zero-emission, with all trucks in the state needing to meet that rule by 2035. Similarly, farmers will be required to begin phasing in zero-emission off-road vehicles and tractors." Sure, you're thinking, California already has some of the most stringent tailpipe emissions requirements in the country, and you'd be right. So why aren't those standards sufficient? The truth be told, to most reasonable people, they would be enough. However, this isn't a discussion for reasonable people. These are policies being put forth by the South Coast Air Quality Management District, or AQMD for short. In January, rental car company Hertz is divesting itself of nearly 20,000 electric vehicles because of the idiosyncrasies a driver has when moving away from an internal combustion engine, or ICE, vehicle. If you're already an EV owner, you're used to charging, range calculations that aren't 1:1 with the range you're told you have remaining and finding available charging in high-density markets. Consumers are willing to accept some inconveniences in their lives but like the difference between that cheap online hand mixer and a pro, high-capacity one used in commercial bakeries, the commercial stuff is expected to work better, last longer and be less prone to mechanical failures. The California Energy Commission estimates California needs 157,000 medium- and heavy-duty chargers — 53 a day — by 2030 to meet proposed regulations like the Advanced Clean Truck and Advanced Clean Fleet rules. The fact is, California's ports are risking their competitiveness, they're risking the number of drivers who can service the ports and at a time when the ports are seeing volumes slightly above 2019 numbers but not near the record pandemic numbers and for shippers, there's a risk of this moving to other states. Scope 3 emissions and the greenhouse gases generated by shipping are a legitimate environmental concern. Whether Maersk looking to methanol-fueled ships or the nascent but growing number Sustainable Aviation Fuel, or SAF, refineries coming online, solutions are being developed, but not without there being significant steps backwards in productivity that are being imposed on a community. With the help of Matt Schrap, Executive Director of the Harbor Trucking Association, Scott and Cameron are going to have a conversation that asks and answers the questions: What are the California state-level regulations? What are the port level regulations and policies? Will it spread north to Oakland and other CA ports which saw containerized traffic during the pandemic and might still be seeing some of that business? What will happen if this goes national? What are 3 takeaways / action items that logistics companies, truckers and cargo owners can do to prepare their organizations or to let their voices be heard. And most importantly, Logistically Speaking, what are cargo owners to do about the zero-emission truck requirement?

13. 

    27 Dec 2023

    Logistically Speaking...what's a shipper to do about the Panama Canal?

    Featuring: Host Scott Case, Position : Global Host Cameron Roberts, Roberts & Kehagiaras Guest Deputy Administrator Ilya Espino de Marotta, Panama Canal Authority ___________ If you're in the maritime or logistics business, of course you know about the Panama Canal. The evolution of global maritime activities, both commercial and military meant that when the Canal first opened in 1914, containerized shipping wouldn't follow for another 50 or so years when Malcolm McLean came up with the idea. The original locks are 110 feet wide and when the canal opened, saw 1000 ships traverse the passage. As ships grew larger, transporting goods in containers as well as oil and liquified natural gas, the need for a wider passage was required. The maximum number of containers for a ship utilizing the two original locks is approximately five thousand twenty-foot equivalent units, or TEU's The Canal Authority began work on the third set of locks in September, 2007 and began commercial operations in June, 2016. The so-called Neopanamax class of ships were 1,400 feet in length, 180 feet wide and a draft of 60 feet. Even though the newest ship builds today exceed 20,000 TEUs, or twenty-foot equivalent units, the Canal can accommodate ships up to 14,000 TEU's, plenty for vessels operating between Asia and Europe and the US East and West coasts and South America. Which brings us to the topic of today's conversation - according to Wikipedia, it takes an average of fifty-two million gallons of fresh water for the single passage of a ship. Panama has been experiencing a drought compounded by the current El Nino weather pattern and Gatun Lake, the freshwater lake 85 feet above sea level which feeds the Canals, has forced the Canal Authority to reduce the number of transits. The total number of transits declined 22% in November versus October and while the greatest impact was felt on the original set of locks, it has now reached the larger Neopanamax locks. Those dropped 28% in November versus October. There were 10 daily reservation slots for Neopanamax transits at the beginning of November. By Dec. 1, there were just six. On Jan. 1, the number of slots falls to five.At the beginning of November, there were 22 daily reservation slots at the Panamax locks. By Dec. 1, there were 16. In mid-December, the Canal Authority said it will increase the number of booking slots available in the locks. From mid-January, there will be 24 transit slots per day, compared to the 18 it had planned in a prior announcement. The additional slots will cover the regulars, supers and neopanamax vessel categories. Vessels are now instead choosing alternate routes, opting to travel down the western coast of South America, crossing the Strait of Magellan at the continent's southern tip and up the east coast. Alternately, they can choose to enter a bidding war and pay a premium price for one of the few available slots. Add to this the issues in the Red Sea, with ship operators choosing to travel south around Africa, adding time to those sailings and creating a cascading effect of late port arrivals and departures and - no surprise - potential imbalances. While they won't rival what we saw at the start of the pandemic - a scar that any shipper in the business still bears from the spring of 2020, with ocean rates bottoming out and carriers parking capacity, it means shippers will have just another supply chain challenge to manage. So, if the weather isn't changing anytime soon and even if there was an immediate deluge of rain that refills the lake, the question still stands: Logistically speaking, what are shippers to do about the Panama Canal? Source material: Panama Canal Authority: https://pancanal.com/en/ Wikipedia: https://en.wikipedia.org/wiki/Panama_Canal FreightWaves: Imports Dragged Down: https://www.freightwaves.com/news/us-imports-dragged-down-by-seasonality-panama-canal-crisis?oly_enc_id=9463F2055834A1T Wall Street Journal: https://www.wsj.com/finance/commodities-futures/the-worlds-key-canal-is-clogged-up-winter-fuel-prices-could-get-wacky-3a35e15d?mod=djemlogistics_h Reuters: Drought Hits Shipping Slots: https://www.reuters.com/business/drought-hit-panama-canal-increase-shipping-slots-2023-12-15/

14. 

    5 Dec 2023

    Logistically Speaking...what's an importer to do about forced labor?

    Customs and Border Protection (CBP) and the US government have regulations which are designed to prevent the importation of goods made with forced labor. The original forced labor process involved placing a country, industry or individual manufacturer on a list and goods which intersected with those were subject to a "Withhold Release Order" - and importers were responsible for demonstrating to CBP through whatever means they had at their disposal that the goods should be permitted entry. UFLPA, or the Uyghur Forced Labor Prevention Act, was first introduced to Congress in September, 2020, and passed the House 406-3. A reconciled version passed the House and Senate in December, 2021, and was signed very shortly thereafter by President Biden. The law came into effect in June, 2022, and importers have been grappling with something called the rebuttal provision - which essentially means you’re guilty until proven innocent. And how do you prove you’re innocent when you can’t go into the country, into the factory, review production records, or affirmatively determine the presence of forced labor in a product? The easy part for CBP is to automatically stop anything that is coming from what is called the Xingang Uyghur Autonomous Region, or XUAR. What is more difficult is following the trace components through a complex web of transactions that are designed to obfuscate the origins of components that could immediate place a shipment on hold - and rightly so. So, Logistically Speaking, what’s an importer to do? Recorded during WESCCON in California on October 28th, hosts Scott Case and Cameron Roberts speak with special guest Vince Iacopella, EVP Growth & Strategy, of Alba Wheels Up about forced labor, UFLPA and what CBP is accepting from the trade - and Alba is doing in partnership with mesur.io - to try to meet the higher standards of the "rebuttable provision". Show Notes / Links: CBP Forced Labor: https://www.cbp.gov/trade/forced-labor CBP UFLPA: https://www.cbp.gov/trade/forced-labor/UFLPA Federal Register Notice UFLPA: https://www.federalregister.gov/documents/2023/09/27/2023-21131/notice-regarding-the-uyghur-forced-labor-prevention-act-entity-list Alba / mesur.io forced labor solution: https://albawheelsup.com/alba-and-mesur-io/ Position : Global: http://www.positionglobal.com Roberts & Kehagiaras LLP: http://www.tradeandcargo.com

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