The problem of uncollected cargo is a perennial problem for NVOCC operators, often resulting in considerable bills on warehousing, container demurrage, and disposal costs. Apart from anything else, there is a significant drain on management resource to bring resolution.

While there may be valid trading reasons that give rise to bill of lading difficulties, there is an unhealthy under-belly of criminal activity.

Joint industry guidelines for the carriage of Divinylbenzene (DVB) in containers have been published by CINS, the International Group of P&I Clubs and the TT Club.

There are known issues relating to aluminium dross, being an example of waste/recycling streams that are now carried in containers. Not a frequent issue, but another where a 'perfect storm' may expose issues.

The judgment in 'MSC Flaminia' found that extensive information available concerning the stability of the commodity was ignored and not disclosed to the carrier. "Disaster was foreseeable result".

Much can be learnt about the logistics industry - in terms of complexity, practices and expectations - from the 'MSC Flaminia' judgment analysing and establishing the responsibilities in this casualty.

This January sees a new Amendment to the International Maritime Dangerous Goods (IMDG) Code released, Amendment 39-18, entering its transitional year before being mandated from 1 January 2020.

A bill of lading may not be lost or unavailable, but still the issuer faced with a request to provide new, revised documents. It's another warning!

The original bill of lading is a valuable document and great care should be taken to ensure that it is not lost.

The concept of 'force majeure' can be understood as a useful tool; it is rather more complex in practice.