Despite, or perhaps connected with, an historically long run of relatively benign North Atlantic hurricane seasons, most people now accept that climate change is happening. Severe windstorms are being seen in locations they have seldom occurred before. As a result, TT Club is urging ports and terminals globally to establish sound practice systems, procedures and equipment to withstand severe storms.

The introduction of the freight container revolutionised the carriage of cargo in the supply chain, permitting large volumes of cargo to be lifted from ships without the need for slings, nets or platforms. But the container brought its own problems that did not at first manifest themselves. The system is fundamentally reliant on the integrity of parts that may not regularly be scrutinised in operation.

Freight containers are remarkably simple in concept - a structure whose strength is fundamentally retained in the framework and the capability of corner fittings to enable a designated gross mass to be lifted or held in place. Some of the components are defined as 'structurally sensitive', while others may be more relevant to the protection of cargo. All require attention to ensure that the supply chain process is successful and safe.

As consumerised societies around the globe rushed to take advantage of discounts on the day after Thanksgiving in the United States it may be appropriate to highlight the recurring issue of shipments that are wrongly released. In view of a spate of mis-delivery incidents, here is a reminder of advice previously provided. It is always preferable for cargo to be released to the correct person, once all amounts due have been settled.

The International Maritime Organization (IMO) could be rightly proud that it has navigated through to amend the Safety of Life at Sea Convention (SOLAS) to require verification of container weight and approve the IMO/ILO/UNECE Code of Practice for Packing of Cargo Transport Units (CTU Code). These are important steps to improve the integrity of cargo movement in the maritime mode and throughout the supply chain. As larger container tonnage becomes commonplace, is it time to check lashing and securing?

When building containers, the buyer is fundamentally seeking conformance to a series of requirements, although the focus may be on the detail of the product to be built, rather than defining the measure of quality. According to some experts, quality is a state of mind, which involves preventing errors from entering the manufacturing process, improving them as required and getting it right first time. In the container industry, can we see these basic requirements?

As container manufacture is apparently a boom industry in 2014, it is worthy of some risk analysis to consider whether or by what method those who are commissioning such construction can be confident that all their requirements are being met consistently throughout the production series. While it is difficult to gather empirical evidence, the importance of container integrity is clear.

The transport supply chain is designed to bring together one party that requires a service with another who offers to provide that service - generally many times over. In all scenarios, there is some form of contract that ensues (whether written or oral), which not only outlines the nature of what will be done but also defines the obligations between the parties. Such contracts are essential and at least a basic understanding is required by all.

Adoption of Standard Trading Conditions (STCs) can be an effective short-cut for parties involved in the movement of goods, both nationally and internationally, as part of the fabric that gives certainty in dealings. However, for STCs to reach 'first base', allowing a party to rely on them, they must be incorporated in a way that courts generally recognise.

The use of flexitanks for transporting bulk liquid cargo has grown rapidly over the last decade, and this has been projected to continue with perhaps 15% per annum, reaching 1 million shipments in 2018. Products carried include wine and other foodstuffs, traditionally supplemented by latex and dispersions. The latter, together with newer products such as base oils, edible oils and chemicals, can cause problems if a failure occurs in the supply chain and regulators are concerned.

The carriage of bulk liquids in general purpose (GP) containers is increasing in volume, with 650,000 shipments projected for 2014, up from about 100,000 in 2005. Attention has been focused on the two issues that plagued early designs - damage to container walls and cargo leakage - exacerbated by the proliferation of manufacturers and service providers. The diverse stakeholders have collaborated to improve standards, under the auspices of the Container Owners Association (COA).

Scarcely a week goes by without media highlighting some element of cyber risk. Focus is generally given either to 'national security' issues or scams impacting personal financial matters. While businesses are revealed as vulnerable to breach of data for these purposes, there may be complacency concerning thorough risk assessment and mitigation programmes, particularly in industries - such as the international supply chain - where the customer and supplier relationship is historically more secure.