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The US-Mexico-Canada Trade Agreement Critical Info

Our friends at Grunfeld, Desiderio, Lebowitz, Silverman and Klestadt , LLP, US Customs and International Trade Law experts, have provided the following critical information regarding the implementation of the new USMCA Trade Agreement.  Please take the time to read the details below as they are critical.  There are a number of significant changes that are part of this new agreement that importers and exporters in these trade lanes must follow.  Please contact us if you have any questions and we can arrange to make an introduction to one of GDLSK’s expert attorneys.

Importers and exporters of goods produced in North America are reminded that the U.S.-Mexico-Canada Agreement (“USMCA”) takes effect on July 1, 2020.  On that date, the eligibility rules and procedures under the North American Free Trade Agreement (“NAFTA”) will cease to apply and will be replaced by those provided for under the USMCA.

The rules for originating status have remained the same for most commodities.  However, there are significant changes that have been made with respect to certain commodities, most notably in the automotive product sector.  Several other product categories (including, among others, textile apparel) also involve changes in the rules for product eligibility.

In addition, the USMCA brings with it a number of procedural rule changes.  Most importantly, the NAFTA Certificate of Origin will no longer be accepted.  Instead, claimants will need to have in their possession a USMCA Certificate which is a free-form document that must contain specified data elements (see below).  Another change is that the Special Program Indicator for USMCA claims will be “S” (or “S+” for certain agricultural products).  This replaces the “MX” and “CA” indicators used today.

USMCA CERTIFICATE MINIMUM DATA ELEMENTS

Importer, Exporter, or Producer Certification of Origin – Indicate whether the certifier is the exporter, producer, or importer in accordance with Article 5.2 (Claims for Preferential Tariff Treatment).

Certifier – Provide the certifier’s name, title, address (including country), telephone number, and email address.

Exporter – Provide the exporter’s name, address (including country), e-mail address, and telephone number if different from the certifier. This information is not required if the producer is completing the certification of origin and does not know the identity of the exporter. The address of the exporter shall be the place of export of the good in a Party’s territory.

Producer – Provide the producer’s name, address (including country), e-mail address, and telephone number, if different from the certifier or exporter or, if there are multiple producers, state “Various” or provide a list of producers. A person that wishes for this information to remain confidential may state “Available upon request by the importing authorities”. The address of a producer shall be the place of production of the good in a Party’s territory.

Importer – Provide, if known, the importer’s name, address, e-mail address, and telephone number. The address of the importer shall be in a Party’s territory.

Description and HS Tariff Classification of the Good – (a) Provide a description of the good and the HS tariff classification of the good to the 6-digit level. The description should be sufficient to relate it to the good covered by the certification and 5-A-2; (b) If the certification of origin covers a single shipment of a good, indicate, if known, the invoice number related to the exportation.

Origin Criteria – Specify the origin criteria under which the good qualifies, as set out in Article 4.2 (Originating Goods).

Blanket Period – Include the period if the certification covers multiple shipments of identical goods for a specified period of up to 12 months as set out in Article 5.2 (Claims for Preferential Tariff Treatment).

Authorized Signature and Date – The certification must be signed and dated by the certifier and accompanied by the following statement: I certify that the goods described in this document qualify as originating and the information contained in this document is true and accurate. I assume responsibility for proving such representations and agree to maintain and present upon request or to make available during a verification visit, documentation necessary to support this certification.

CSCMP’s State of Logistics Report Highlights

As most readers know the Council of Supply Chain Management Professionals issues an Annual Report on the State of Logistics.  As we all can imagine, this year’s report takes on significant importance as it relates to the impact of the Covid-19 Global Pandemic on global supply chains and logistics.  Here are some pf the highlights of the report:

While the outlook for the logistics industry is brighter than for other sectors of the domestic economy, much still remains unknown, says that report.

This year’s annual “State of Logistics Report,” released by the Council of Supply Chain Management Professionals (CSCMP), comes at a time when many businesses are reevaluating their logistics and supply chain strategies in the face of the Covid-19 pandemic and its related economic effects. As such, the report seeks to pause and provide a big picture view of the past year as well as some perspective on the path forward.

Now in its 31st year, the “State of Logistics Report” is researched and prepared by the consulting firm Kearney and sponsored by Penske Logistics. The report seeks to provide an in-depth look at the logistics industry, most notably by calculating U.S. business logistics costs as a percentage of gross domestic product (GDP) and pointing out major trends.

According to the report, logistics expenditure rose to $1.652 trillion in 2019 or 7.6% of the U.S.’s GDP of $21.4 trillion. This represented an improvement over 2018, when costs were at 7.9 percent of GDP. Indeed, 2019 felt like “a return to normal” after a “torrid” 2018, which saw increased logistics costs due to fast GPD growth and capacity shortages, according to the report.

However, that normal ran smack into an unprecedented pandemic, which led to measures such as social distancing and business closures. These efforts have derailed the economy and plunged the country into a recession. As the report’s introduction states, “The pandemic and global measures taken to reduce its further spread have decimated supply chains, scrambled logistics capabilities, and destroyed huge swaths of demand.”

The effects of the pandemic on the different logistics modes and nodes have been variable and unpredictable according to the report. For example:

Motor Freight: Profitability was already suffering for motor carriers in 2019 as slowing demand and increased capacity led to a drop in freight rates and a rise in bankruptcies, even before the pandemic. This year, the report writers expect that small carriers with a small list of clients in the most affected industries (such as automotive, hospitality, and durable goods) will be the hardest hit by the pandemic. Large carriers will need to use technology to optimize asset utilization and routes to help them navigate the storm. Meanwhile smaller carriers will need to turn to app-based solutions and brokers.

Parcel: Meanwhile the pandemic has been “a shot of adrenaline” to the parcel sector, as consumers turned to e-commerce and home delivery in the wake of the shutdown of physical stores, according to Zimmerman. Even before the pandemic, the parcel sector was growing strongly, with costs rising 8.5% in 2019.

Rail: The Covid-19 pandemic hit the rail industry hard, as it came out of 2019 with improved operations but declining volumes. The pandemic has caused a volume to drop even further, with year-over-year traffic down 25 percent.

Air: In 2019, the air freight sector saw costs fall by 9.7 percent, as the economy slowed down and volumes decreased. The pandemic led to a sharp decrease in air passenger travel, which in turn cut into cargo capacity, causing spot rates to soar.

Ocean: In response to the Covid-19 outbreak, ocean shipping companies cancelled sailings, reduced capacity, and raised rates. Volumes could rise in the second half of 2020 as Asian plants catch up to their backlog of demand, according to the report. However, carriers were already dealing with overcapacity and some may have to merge.

Warehousing: Rising e-commerce sales have continued to feed the demand for warehousing space. According to Zimmerman, new warehousing capacity was snapped up as quickly as it came online.

The full report can be obtained through CSMCP at www.cscmp.org.

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Potential Change to Minimum Federal Motor Carrier Insurance Requirements

The current Federal Minimum Insurance coverage requirement for motor carriers is $750,000 for Public Liability, Bodily Injury, Property Damage and Environmental Restoration.  But that minimum level of insurance may be a thing of the past, if the House of Representatives has anything to say about it.

On June 17, 2020, The House of Representatives passed an amendment seeking to raise the minimum requirement to $2 Million.  That amount will obviously be a major financial burden on smaller carriers and that concern has already been voiced by various trucking groups representing the industry.  And this major change at a time when most motor carriers are struggling just to stay afloat  as a result of the Covid-19 Pandemic.

Get ready to hear a great deal of debate on both sides of the coin as this is a very sensitive issue.  I find this mandate totally illogical.  It is absurd that the Federal Government would be pushing for this change at a time when the industry is struggling mightily.  We will have to wait and see how it all pans out.

Read more about this important topic from our friends at Freight Waves

A FedEx truck is parked next to a UPS truck as both drivers make deliveries in downtown San Diego

FedEx follows UPS’ Peak Season Surcharges

Well, it didn’t take long for FedEx to play “Follow the Leader” by reporting that they too will be implementing what they call “Temporary and Peak Surcharges.” These new surcharges will become effective on Monday, June 8, 2020 and will remain in effect until FedEx decides it is time to remove them.  One of the new FedEx Surcharges will apply to FedEx’ Smart Post contract service and will add $0.40 to every Smart Post package shipped.

In addition to the Smart Post surcharge, FedEx is implementing a “Peak Oversize Surcharge” which will apply to packages that exceed 96” in length or 130” in length and girt combined.  The Peak Oversize FedEx Surcharge will cost FedEx shippers an additional $30.00 per package.

FedEx will also be applying a “Peak Residential Surcharge” of $0.30 per package to their Enterprise customers who ship in excess of 40,000 Ground and Residential packages combined in a given week.  The $0.30 per package surcharge will apply to those Enterprise Customers whose average weekly volume increases by more than 120% compared to the volumes those companies shipped back in February, 2020.

This is a clear indication that FedEx’ ground package volume is increasing substantially.  This is at a time when there LTL volumes have been reduced.  FedEx, in an effort to help handle the excess ground package volumes has said they will be looking into breaking down the service barriers they had themselves placed on sharing operations between their two separate operating divisions.  This move is long overdue and should be a welcome addition to their overall operation efficiencies.

As we said with the UPS Peak Season Surcharge announcement, it certainly appears that both of these companies will be upsetting their best customers by implementing these new surcharges.  Only time will tell how those volume shippers will react.

Learn more at FedEx’s website by clicking here

APphoto_UPS-Holiday Packages

UPS Rolls Out “Peak Surcharge”

Talk about biting the hand that feeds you!

Starting Sunday, May 31, 2020, UPS is adding several new surcharges which they call a “Peak Surcharge;” a peak surcharge in the month of May!  That makes absolutely no sense at all.  The surcharges will apply to some of UPS’ best customers, (at least their best customers in terms of shipping volumes during the current Covid-19 Pandemic).

Here’s some more background on how the surcharges will be applied:

Should a UPS parcel shipper’s weekly package volume increase by more than 25,000 packages in any given week, compared to the shippers average daily volume from February, 2020, the new surcharges will be applied.  These surcharges will apply to UPS Ground Residential Shipments as well as UPS Sure Post services.  In addition, there is an additional Large Package Surcharge that will apply to any domestic package that is 130 inches in length and girth combined.

The Ground Residential and Sure Post Surcharge is $0.30 per package and the Large Package Surcharge (for all service levels), will be $31.45 per package.

Shipper’s whose businesses have flourished during this Covid-19 Pandemic have to feel like they’ve just been jilted!  It feels like their being punished for helping UPS volumes remain stable while many other businesses have stopped shipping altogether.  For those UPS shipper’s whose volumes have increased substantially and will be negatively impacted by these new surcharges, it may be time to take a look at their overall pricing with UPS to see if they can offset some of these new surcharges with rate reductions in other areas.

Read about UPS’ New Surcharges on Supply Chain Dive

Breaking: June 1, 2020 General Rate Increase (GRI)

Here we go again! It’s hard to believe with the cargo volumes down tremendously that the Ocean Carriers for Asia to USA, Canada and Mexico markets are actually seeking another General Rate Increase.  On the other hand, they do need to raise revenues as quickly as possible to offset the shipping slowdown.

Effective June 1, 2020 General Rate Increase (GRI) has been filed for all cargo imported from Asia ports of loading, to U.S.A., Canada, and Mexico ports/ramps of discharge.

The proposed increases are as follows:

General Rate Increase – June 1, 2020

USD         900 / 20′

USD      1,000 / 40′

USD      1,125 / 40′ HQ

USD      1,125 / 40′ Reefer

USD      1,266 / 45′

USD      1,600 / 53′

It certainly is not possible to predict current and future markets based on the current trade conditions, so stay tuned for further up-dates.