Two companies that arrange for the shipment of goods with vessel operating carriers, Shine Shipping and Shine International (Shine), will no longer be able to import, export, transport, offer for sale, sell or assist any such activity, for any goods bearing Nike trademarks, the U.S. District Court for the Southern District of New York said. Wrapping up a trademark infringement case, the district court released the terms of the stipulated permanent injunction and final order against Shine, including orders to verify every shipment to the U.S. with either the foreign shipper, importer or foreign freight forwarder (Nike v. B&H Customs Services, S.D.N.Y. #20-01214).
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Exporters told the Federal Maritime Commission that detention and demurrage invoices need to include the earliest return dates containers will be allowed at the terminal, and that "clock-stopping events," such as a lack of appointments to bring a container to the terminal, should also be on the invoices. However, the World Shipping Council said that while the earliest return date is something shippers need to know, they need to know it before a carrier invoice.
Two companies that arrange for the shipment of goods with vessel operating carriers, Shine Shipping and Shine International (Shine), will no longer be able to import, export, transport, offer for sale, sell or assist any such activity, for any goods bearing Nike trademarks, the U.S. District Court for the Southern District of New York said. Wrapping up a trademark infringement case, the district court released the terms of the stipulated permanent injunction and final order against Shine, including orders to verify every shipment to the U.S. with either the foreign shipper, importer or foreign freight forwarder (Nike v. B&H Customs Services, S.D.N.Y. #20-01214).
CBP recently added a frequently asked questions page to its website on electronic signatures on customs broker powers of attorney (POAs), indicating that it's up to brokers and their clients to determine whether electronic signatures are allowed under the relevant state law, and noting that parties may include a choice of law clause to ensure an electronic signature is legal.
Inaccurate invoices, charges for cargo that sits around because the ship left early, demurrage charges that start before the container reaches the terminal, charges for not retuning empty equipment when no appointments were available -- importers and brokers have many complaints about the detention and demurrage billing practices, and are telling the Federal Maritime Commission that they hope it standardizes how ocean carriers and marine terminals bill, and puts guardrails around their practices.
An individual who is challenging her failed customs broker test without a lawyer (see 2202170065) responded to DOJ's motion for a more definitive statement, in an April 14 brief at the Court of International Trade. The unusual filing responds to the U.S.'s request for a more clear legal claim by arguing that Brenda Smith, the executive assistant commissioner at CBP, made mistakes when responding to the plaintiff, Shuzhen Zhong, in her appeal of her customs broker test results. The case requests a review of the six questions that Zhong appealed to CBP in the test. Zhong took particular issue with CBP's getting both her address and gender wrong when returning the results of her appeal. In the filing, Zhong requested to be supplied with a pro bono lawyer (Shuzhen Zhong v. United States, CIT #22-00041).
Massive delays and a drop in traffic at the U.S.-Mexico border caused by secondary Texas state inspections have drawn fire from CBP, the trade community and even the White House.
Massive delays and a drop in traffic at the U.S.-Mexico border caused by secondary Texas state inspections have drawn fire from CBP, the trade community and even the White House.
A wide variety of trade groups told the Commerce Department that while they know the administration doesn't intend to tackle tariffs as part of its negotiations with Asian countries, they think offering to lower tariffs on U.S. goods would be the best way to get ambitious commitments in the region, and many said reconsidering the re-named Trans-Pacific Partnership is better than the conceived Indo-Pacific Economic Framework.