Ocean carriers could be feasting on air freight from this weekend when new rules are applied in the US.

Hong Kong’s proposed Container Terminal 10 (CT10) is not needed for a long time, but little stands in the way of pouring concrete in this city.

Oh no, not again. The world’s container shipping lines appear to be fast steaming towards another round of tonnage trouble.

Singapore is trying hard to appear unconcerned that it will lose the title of world’s busiest container port to Shanghai this year.

Now that money is pouring back into liner coffers, talk about carrier consolidation has been put on hold. Mostly.

The container market appears to have gone from facing a chronic shortage of equipment to having an adequate supply of boxes in just two short blogs.

Having an unlimited supply of migrant workers is helpful in payroll terms, but how can a workforce of almost one million people be efficient?

The world's top container makers provided an illustration of why Asia’s shippers are facing a shortage of boxes.

The greatest downturn in liner history hasn’t changed the way carriers operate, so their customers may as well get used to paying more.

Aggressive hunt for profitability is leading to a host of surcharges that insult shippers’ intelligence.

Talk of fierce competition between the container terminals of Hong Kong and those across the river in Shenzhen ignores one minor point – there is no competition between the container terminals of Hong Kong and those across the river in Shenzhen.

When containers began to run short the costs were always going to be passed on.

Under the terms of the agreement, the country can continue to market itself as “Greece” for the foreseeable future.

The rise of China’s domestic sector could begin to change trading patterns.

Even the stunning increase in container exports from China is not enough to get the party started.

As China’s labour costs continue to rise, talk is again turning towards the “China-plus-one” sourcing strategies.

In line with this inability to glean what the future holds for their industry through conventional channels, liner executives must have been on their knees every night praying for an increase in China exports.

Vietnam has stepped into the big port league in the last 18 months or so and the country’s rapid growth of containerised exports is changing shipping patterns in the region.

The container market is improving every month and as the peak season approaches, we can’t help wondering which carrier will be the first to break ranks on slow steaming.

When you have 140,000 vessels calling at your port every year, sooner or later some of them will bump into each other.

A ‘stern warning’ is the namby pamby response when a boot on the throat is required.

When it comes to financial results, the world’s container lines sure know how to take shareholders on a wild, wild ride.

With so much idle capacity and arriving newbuilds, container lines will be fighting over each other to deploy ships in areas where business is good.

The latest inane utterance by South Korea’s president adds to our suspicions that the sinking of its warship a couple of months ago had nothing to do with North Korea.

Two bits of bulk shipping-related news this week reveals how the world’s relationship with China is very much quid pro quo.

Of all the things the shipping industry does not need right now, a shooting war between North and South Korea is probably top of the list.

The impressive losses being posted by the world’s container lines in 2009 were helped along by China’s two main carriers this week.

Ocean shippers must be thanking their lucky stars they aren’t involved in sending goods by air to Europe.

Of all the places in the world that a Chinese coal carrier could have ran aground, the Great Barrier Reef was probably the worst.

The boss of Taiwan’s biggest carrier appears to know something the rest of the container shipping business doesn’t.