Without a hint of warning or proactive customer service, most, if not all, ocean carriers have refused dangerous goods (DG) cargo for shipment to Thailand for any arrival after mid-February 2011.
This move is in reaction to a new Thailand Marine Department regulation increasing requirements (insurance, liability, etc.) for DG cargo being transported to any Thai port of entry. This date has been extended by Thai officials now until mid-April 2011, but the point remains that there was little to no notice provided to the collective export shipper community by the carrier community.
Let it be known that it is the complete prerogative for any ocean carrier to make a business decision on behalf of its organization. However, in times when the carrier community has acted quite aggressively to maintain both rate levels and cost competitiveness (at times more than inconveniencing the global supply and demand chains of countless U.S. exporters,) the lack of communication to their customer base regarding their refusal to accept DG cargo to Thailand is just one more example of how the ocean carrier community does not care about creating closer partnerships with the shipper community.
The U.S. export community has heard for months now about the need to work more closely with the ocean carrier community to help plan real and concrete equipment needs. For months the U.S. export community has been forced to deal with equipment shortages in most inland locations because the carriers would like to more effectively utilize their equipment by turning it faster.
This is all within the carriers prerogative. However, how can the shipper community work more closely with the carrier community in planning real and concrete needs, when the carrier community decides to unilaterally refuse DG cargo without ever telling the shipper community that they have made that decision, until the shipper community calls on the phone to book the cargo?
It's laughable that the ocean carrier community asks for shipper cooperation and partnership, only to act heavy-handed and unilaterally without ever communicating one word to the shipper community. This is not partnership, nor even the spirit of partnership.
It appears not much has changed in the carrier vs. shipper mentality driving the ocean transport dynamic today. What a shame.
David Pearlman
U.S. spend area main buyer sea containers,
Akzo Nobel Services Inc., Chicago
