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Demurrage reform risks cargo flow, but eases truck liability
来源：shippingazette 编辑：编辑部 发布：2023/01/27 11:37:12
PROPOSED Federal Maritime Commission (FMC) regulations on detention and demurrage will slow container flow through US ports by limiting which parties can be billed, according to comments invited by the agency, reports New York's Journal of Commerce.
Said the Port of New York and New Jersey: "Per diem charges [detention and demurrage] should foster the movement of long-dwelling goods to keep ports fluid."
Said the National Retail Federation (NRF): "The proposal shifts responsibility for all demurrage and detention charges to the shipper who contracts with the common carrier regardless of whether the shipper's conduct was the reason for the charges."
Said the World Shipping Council: "This proposal abandons the 'incentive principle'(embedded in the landmark May 2020 interpretative rule) by failing to consider how billing certain parties other than shippers incentivises freight fluidity through the supply chain."
Said the American Association of Port Authorities: Not being able to bill truckers would represent "an unprecedented change to port operations".
Carriers and terminal operators are concerned at limits places on their ability to bill truckers and consignees, given the rule's requirement that billing be directed toward the direct customer of the carrier as stated in the contract of carriage.
In many cases that is not the consignee who plays a central role in picking up cargo from terminals, nor is it the trucker, but rather the shipper who might not be located in the US and may have no logistics role.
Said the Port of New York and New Jersey: "Per diem charges [detention and demurrage] should foster the movement of long-dwelling goods to keep ports fluid."
Said the National Retail Federation (NRF): "The proposal shifts responsibility for all demurrage and detention charges to the shipper who contracts with the common carrier regardless of whether the shipper's conduct was the reason for the charges."
Said the World Shipping Council: "This proposal abandons the 'incentive principle'(embedded in the landmark May 2020 interpretative rule) by failing to consider how billing certain parties other than shippers incentivises freight fluidity through the supply chain."
Said the American Association of Port Authorities: Not being able to bill truckers would represent "an unprecedented change to port operations".
Carriers and terminal operators are concerned at limits places on their ability to bill truckers and consignees, given the rule's requirement that billing be directed toward the direct customer of the carrier as stated in the contract of carriage.
In many cases that is not the consignee who plays a central role in picking up cargo from terminals, nor is it the trucker, but rather the shipper who might not be located in the US and may have no logistics role.