Former CIFFA presidents reflect on the early days of freight forwarding and CIFFA’s founding

Former CIFFA presidents reflect on the early days of freight forwarding and CIFFA’s founding

By Keith Norbury

On the wall of his office, Chris Gillespie displays the first budget that his grandfather established when he founded Gillespie-Munro Forwarders Ltd. in 1947. “They estimated gross income of $3,000 a month, with expenses of about $2,830 a month. So the estimated net income was $170 a month.” In the ensuing years, Montreal-based Gillespie-Munro Inc. has grown considerably. The company has gone from nine employees, including his grandfather and an “extra man,” to nearly a hundred. “We’re like a $10 million revenue a year company. So it’s gone up quite a bit,” he quipped.

The Canadian freight forwarding industry has also changed dramatically in the last seven decades, as has the association that represents it. “We could never do the volume of business we do today without computerization,” Mr. Gillespie said.

Celebrating 70 years

A year after founding his company, Douglas Barwick Gillespie became the first President of Canadian International Freight Forwarders Association, which is celebrating its 70th anniversary in 2018. “My grandfather would have been pretty impressed with how the business had changed,” said Mr. Gillespie, who succeeded his father, Douglas Russell Gillespie, as President and CEO of Gillespie-Munro around 1980.

Like his grandfather and father, Mr. Gillespie also served as CIFFA President. His dad held the post in 1970 while the younger Gillespie did the honours in 1987 and 1989, his tenure interrupted because CIFFA bylaws at the time prohibited anyone for holding the office for consecutive years. “I was honoured by being the first third generation President of CIFFA,” Mr. Gillespie said.

Another former CIFFA President with a familial connection to the founders is Bill Gottlieb, who led the association in 1994. His uncle, Arthur Nathan Kirsch, was the association’s first Treasurer. Arthur was the son of David Kirsch, a Lithuanian immigrant who founded David Kirsch Forwarders Ltd. and was Mr. Gottlieb’s grandfather. Mr. Gottlieb eventually succeeded his uncle as Kirsch’ President.

“I joined the company back in 1975 full time, and his advice to me was if you want to learn the business or what goes on around you, you should get involved with the forwarding association,” Mr. Gottlieb said. He sold his interest in the family business in 2013 and since 2015 has been the Eastern Canada Director for ITN Logistics Services Inc.

Both Mr. Gillespie and Mr. Gottlieb also served two-years terms as President of FIATA, the international body of freight forwarders associations. Mr. Gillespie was FIATA President from 1999 to 2001, while Mr. Gottlieb’s term was from 2007 to 2009.

Eight founding members

CIFFA itself had eight charter members. Aside from D.B. Gillespie and A.N. Kirsch, the others were Vice-President J.A. Nuttall of A.W. Kyle Company; Secretary J.M. Dever of Wm. H. Johnson Jr. Ltd.; and Directors B.V. Abrahams of Guy Tombs Ltd.; and J.O. Stratton of Thomas Meadows & Co. Canada Ltd., according to clippings from the Journal of Commerce and the Shipping Digest.

Those eight names are on CIFFA’s original articles of incorporation, said Ruth Snowden, the association’s Executive Director since 2008. “By February 1949, there were 15 paid up members,” she said.

Today the association has about 260 member companies as well as about 160 associated members from outside of freight forwarding. Those numbers have about doubled in the decade that Snowden has been at the association. “Part of the role of the association was to petition Parliament and to represent the international freight forwarder,” said Ms. Snowden, who worked in freight forwarding for about 25 years before taking on her current role. “Fast forward over the years and we have this association, CIFFA, where we have a very strong advocacy role.”

CIFFA no longer petitions Parliament and it seldom engages with federal cabinet ministers “except when we have to,” Ms. Snowden said. For example, CIFFA wrote to federal Transportation Minister Marc Garneau and International Trade Minister François-Philippe Champagne this March regarding delays in the movement of intermodal cargo and to ask the government to address intermodal infrastructure by moving ahead on spending money pledged in a $2 billion National Trade Corridors Fund.

“Seventy years ago, these guys got together and formed this association and here we are fast forward 70 years later and we’re still petitioning ministers of the Crown to improve the facilitation of the movement of goods,” Ms. Snowden said.

According to those yellowed clippings, the association’s objective was “to support and protect Canadian freight forwarders and their clients by establishing uniform trade practices and regulations and eliminating trade evils and abuses.”

Mr. Gottlieb said the association started because those in the industry decided they needed a way to voice their concerns with port authorities and steamship companies about the role of freight forwarders, who often worked on commission.

Before containerization

“Remember, there were no containers back then; everything was loose freight,” Mr. Gottlieb said. “So they’d get a commission. In some cases it would be per piece. Other times it would be a percentage of the freight.”

Freight forwarders of the day also had issues with how cargo was handled. In those days, it was all manual, often by longshoremen using hooks. “Part of the commodities that we were moving at the time were textiles for the garment trade,” Mr. Gottlieb said. “So you can imagine what one of those hooks going into a roll would do to the fabric.”

The association also enabled members to air their issues, sometimes in ways that are now frowned upon by authorities. “Back in the 40s, I will use the word, they could ‘collude’ like they can’t do today,” Mr. Gottlieb said. “When I first got involved with CIFFA there were still fee schedules on the customs broker’s side and there were also fee schedules on the forwarding side. Those have since been discontinued many years ago because they are deemed to be anti-competitive.”

A fascinating business

After he finished his studies in international business at Northern Illinois University, Mr. Gottlieb followed his grandmother’s advice and came to Canada to give freight forwarding a try. “I decided what the heck, I’m young. I came up for a year on the basis that I’d give it a go for a year and bottom line is it’s a fascinating business,” Mr. Gottlieb said. Forty-five years later, he is still in the business. He is also mentoring the fourth generation of his family in the profession, his son Brian.

But how the work of a freight forwarder has changed in the last seven decades!

Forty-five years ago, the garment and footwear industries were huge in Montreal. Today almost all that manufacturing is offshore. “And what we have left are basically importers and distributors,” Mr. Gottlieb said. He has heard stories for years about a similar death knell for freight forwarding, going back to the early days of Federal Express. But he considers that obituary to be premature.

“Forwarders do a lot besides just consumer goods,” Mr. Gottlieb said. “We’re moving machinery. We’re moving liquid enzymes. We’re all over the place. We’re using dangerous goods, explosives, hazardous chemicals, etc.” Meanwhile, the rise of electronic commerce giants like Amazon has renewed worries. Yet it also presents opportunities for forwarders. “We have several clients that are supplying the Amazons,” he said “They’re shipping in bulk, over to China for Alibaba, as well as trucking to Costco, etc.”

Ditto machine recalled

One of Mr. Gillespie’s first jobs was to run the ditto machine, or spirit duplicator, to fill the machine “with that great smelling” (alcohol) liquid. Meanwhile, the women who typed the documents “became very skilled with razor blades,” Mr. Gillespie said. “Instead of having to correct the whole text if they had typed something incorrectly, they’d go in and chip away at the ink that had been imprinted on the back of the page. They’d remove that section, then retype over that section (with) the correct information.” Typing a letter from dictation was a different matter. If his grandfather or his father wanted changes made to a letter, the secretary “had to go back and type it all over again,” Mr. Gillespie said.

His father, Douglas Russell Gillespie, became President of the company in the late 1960s and ran it for about a decade. Earlier, D.R. Gillespie had gone to work for a vessel agency that one of the two Munros in Gillespie-Munro had hived off of the original company.

“My grandfather was still working when I first started with the company working summers as an office boy,” said Mr. Gillespie, who was born in 1949. He can’t say whether his grandfather would be “impressed or distraught” by the myriad security regulations that freight forwarders now have to deal with but that didn’t exist when the company and CIFFA were founded. “Nor did they exist when I first started in the business,” Mr. Gillespie said.

He was referring specifically to global security measures implemented in the aftermath of the Sept. 11, 2001 terrorists attacks in New York City and Washington, D.C. “I’m talking about systems where governments want to know exactly what is coming into Canada” Mr. Gillespie said, and making sure such information is available and understandable, he said, citing dangerous goods as an example. “We’ve had instances in the last few years of ships catching fire and almost every instance of this happening can be traced back to either improperly packaged or incorrectly declared dangerous goods,” Mr. Gillespie said. For that reason, he always advises his clients to have adequate marine insurance. “For one reason, if you are on a ship that catches fire, or worse case scenario ends up being salvaged, there is a huge, huge amount of money that’s going to be involved in the bond that you’re going to have to put up to get your cargo released,” Mr. Gillespie said.

Breakbulk ship parties

Containerization was still taking its baby steps by the time he joined the industry in the 1960s. “I can still remember going to ship parties onboard breakbulk ships that would come into the port of Montreal and they’d be there for a week or more loading and discharging, whereas nowadays these ships turn around in a day or two. And they have to because the costs are just phenomenal,” Mr. Gillespie said.

When his father took over the company, the evolution to containerization was picking up steam and he took the business to the next level. “We always handled a lot of breakbulk cargo but all of that breakbulk cargo eventually moved to and is now for the most part carried in containers,” Mr. Gillespie said.

One of the driving forces behind the move to containerization was that it greatly reduced the risk of cargo damage and pilfering. “For example, the risk of damage to newsprint in breakbulk ships is much greater than if it’s been loaded stowed and secured by the shipper in the container at his premises, or by others that know how to do that,” said Mr. Gillespie, whose company still does much of its work with forest products.

Advocacy efforts

Much of CIFFA’s work, meanwhile, still involves advocating for improvements to Canada’s transportation infrastructure. For example, in a recent letter to federal Transportation Minister Marc Garneau and International Trade Minister François-Philippe Champagne, Ms. Snowden and current CIFFA President Gary Vince cited such problem areas as congestion at CN terminal operations in several central and western cities. “We felt that the federal government had to be made aware that the problems were not just in the movement of grain but that export containers and import containers were very much delayed,” Ms. Snowden told Canadian Sailings.

Meanwhile, CN Interim President and CEO J.J. Ruest responded promising improvements in dwell times and alleviation of congestion. CN also recently completed “a series of strategic investment decisions,” including ordering 38 cranes and 37 shunt tractors, and spending $250 million to increase track capacity between the West Coast and Chicago, not to mention significant additions and replacements of its fleet of grain and lumber cars. Ms. Snowden said part of the problem was that nobody expected such a huge jump in the movement of containers in 2017, such as the 11 per cent increase at the port of Vancouver. “The railroads, yes, they were prepared for a 2 or 3 or 4 per cent growth but they weren’t prepared for double digit growth and it hit early in the year,” Ms. Snowden said. “and they didn’t make the investments early in the year that they needed to in additional cranes, for example, building some longer sidings, and getting more rail cars and locomotives.”

The EManifest saga

Another area of advocacy that CIFFA has been involved with is the Canadian Border Services Agency’s electronic manifest system, or eManifest, for filing customs documents. The eManifest system, the third phase of CBSA’s Advance Commercial Information program, has been dogged by numerous missed deadlines and delays. CIFFA is waiting for CBSA to fix security gaps in its systems, she said. However, by the time the enhancements have been made and tested, she doubts that CBSA will be able to make the eManifest mandatory before the end of 2019.

A great decade

Ms. Snowden has been with CIFFA for a decade. “I came for five years in 2008, January 2008,” she said. Before that she worked in freight forwarding for 25 years, including as a Vice-President at UPS Supply Chain Solutions. She also did some consulting, including for Transport Canada. “I knew how to run a freight forwarding company,” Ms. Snowden said. “But I didn’t know much about managing an association. So I’ve learned a lot about managing an association. And, you know, we’ve had a great decade, I’ll tell you.”

The membership of CIFFA is always changing as companies merge, big ones absorb smaller ones, some go out of business, and new ones start up. Every year the association loses about four or five per cent of its membership, Ms. Snowden said. But then it acquires new members. To qualify for membership, a company has to have been in business in Canada for at least 36 months. A company also has to meet insurance and training requirements. “A lot of the small, new freight forwarders don’t meet our eligibility requirements,” she said.

What the future promises

Looking ahead, Ms. Snowden anticipates that blockchain — a subject on the agenda for the CIFFA conference in Toronto this October — “is going to enable us to transfer data and documents securely, and that’s going to, we hope, take away some paper out of the current paper system, and eliminate unnecessary data entry duplication.”

Blockchain is something Mr. Gillespie has been trying to wrap his head around.

“I guess one of the most interesting things I read somewhere was blockchain is great where you have high value, high security requirements, but that it’s probably not realistic to look at its application to commodities, per se,” Mr. Gillespie said. “I really don’t understand how it applies to transportation. I know that the carriers themselves are looking at using it but they don’t seem to be looking at using it for the actual fulfillment of their transportation function as much as other aspects of their operations.” Mr. Gillespie also has trouble imagining that self-driving vehicles will take over the roadways any time soon, noting some of the highly publicized troubles Tesla Motors has encountered.

What he does expect to see is more consolidation in transportation industries as well as more companies trying to be “all things to all people,” such as by doing warehousing and trucking. But whatever the future holds for transportation, he imagines a role in it for freight forwarders. “The manner in which you move it, or the approach you take to moving the cargo, is always going to be dependent on somebody — a human being who has the creativity and the knowledge to understand what that cargo is going to face.”

CIFFA expands education offerings, including further forays into online realms

CIFFA expands education offerings, including further forays into online realms

By Keith Norbury

About 3,000 learners now enroll annually in educational programs offered by Canadian International Freight Forwarders Association, says Stephen McDermott, CIFFA’s Director of Education and Marketing. About half of those are through partner educational institutions and about half through CIFFA directly. The latter are now conducted entirely online.

“We don’t just eliminate the paper-based or classroom-based training for the sake of it,” Mr. McDermott said. “We really do analyze what makes sense for the learner and how they can learn best. And we still do offer certain courses in class.”

CIFFA courses are now on the calendars of about a dozen colleges across Canada, about twice as many as when Mr. McDermott joined the association six years ago. The objective is to sign two new valid educational partners a year, he said. “Our goal within the colleges is to have our programs integrated with a lot of college programs so that when our members are hiring graduates, they know that they are also hiring graduates that have the CIFFA certificate,” Mr. McDermott said.

Langara offers CIFFA training

One of CIFFA’s newer educational partners is Langara College in Vancouver, B.C. Graduates of Langara’s Supply Chain and Logistics Post-Degree Diploma receive a certificate from CIFFA if they meet the requirements of two associated courses — Essentials of Freight Forwarding, and International Transportation and Trade — and successfully challenge the CIFFA exams, said the college’s Phuoi-Linh To.

“Students complete the exams as part of the ITT and EFF courses, which are taken within the program,” said Ms. To, who is a program manager of accounting, business and computer technology in the Continuing Studies department. The program, which is full-time over two years and encompasses six semesters, had its first intake in May 2016; and it first offered the CIFFA courses in May 2017. “We’ve had three cohorts completing their CIFFA certification courses, with over 40 students having the opportunity to achieve their certification,” Ms. To said.

The program accepts 25 to 30 students per cohort, she said. Students from the May 2016 intake graduated this April. Four other cohorts, totalling about 100 students, are in various stages of the program, she said. Cost for the entire diploma program, which includes a work practicum, is $13,000 for domestic students. That also covers exam fees but not textbooks.

The program has two intakes per year, with admission for this September already fully booked. Admissions for January 2019 are now open. “The number of open spots depends on our admission review process that is underway,” Ms. To said.

Admission requirements include a three- or four-years bachelor’s degree or equivalent, as well as demonstrated proficiency in English.

Experienced instructor

Jie (Jackie) Li, a member of Langara’s continuing studies faculty and a program head at B.C. Institute of Technology, is the lead instructor for the CIFFA courses. A certified CIFFA instructor, Mr. Li has more than a decade of experience in international business and logistics in transportation. He currently serves on the Pacific chapter Board of Chartered Institute of Logistics and Transport International, and with the Vancouver area council of the Canadian Institute of Traffic and Transportation.

“The program has been very well received by the industry,” Ms. To said, noting that the college has 15 industry partners, including CIFFA members, which provide the eight- to 10-week practicum placements for the students. The college is looking for new work-placement partners in Metro Vancouver for the next practicum sessions in September. Ms. To invites interested organizations to contact the college.

Job opportunities plentiful

“Supply chain jobs are always plentiful, it seems, especially in entry-level positions,” Mr. Dermott said. He noted that CIFFA has 260 member companies in the industry. Including non-CIFFA members, the freight forwarding industry employs 30,000 to 40,000, he estimates. CIFFA also has a new jobs link called CareerConnect on its website.

“If you Google ‘supply chain jobs’ or ‘freight forwarding jobs,’ it’s pages and pages of jobs,” Mr. McDermott said. “So there are lots of opportunities.”

CIFFA’s other educational partners include George Brown College, Seneca College, triOS College, Eastern College, Brighton College, St. Clair College, Eastern College, the National Academy of Health and Business, Universal Learning Institute, Centennial College, and Discovery Community College. “It’s partnerships that we individually sign with each college and they contribute to the employment of their students,” Mr. McDermott said. “And our members will occasionally go to those colleges and hire those students directly.”

The programs vary from college to college. Some offer the certification as part of a diploma program in supply chain and logistics. For example, Langara’s program is run by Supply Chain Management B.C. “But they also graduate with a certificate from CIFFA because we have our own standards of what constitutes a pass compared to what the colleges might,” Mr. McDermott said.

Textbooks turn electronic

CIFFA is moving away from printed textbooks. The association now uses an app called Texidium, which delivers electronic textbooks to colleges in Canada and the U.S. Texidium, from Ottawa-based Kivuto Solutions Inc., can be installed on smartphones, tablets, laptops, and desktop computers. “It’s a much easier way for us to distribute the books and keep the books updated,” Mr. McDermott said. “It even offers a lot of opportunities for instructors to create groups within the app or give out additional details or answer questions. And, for the student, it’s an entirely searchable textbook. It also has text speech.” CIFFA found out about Texidium from Sarnia, Ont.-based Lambton College, one of the association’s newest educational partners. “They’ve just recently started their enrolment of students,” Mr. McDermott said.

A requirement with all the colleges is that students must write and pass CIFFA’s exams independently of the college programs. “Our contracts and agreements with the colleges are all very detailed and checked by both parties so that we can ensure that the students get the fairest possible enrollment and they understand exactly what they have to do to secure the CIFFA certificate.”

Two types of online learning

For its own programs, CIFFA offers two types of online courses — e-learning on demand, and virtual classrooms. The former allows students to work at their own pace. “We give each course about three months to finish but there are students that finish it in three weeks,” Mr. McDermott said.

The virtual classrooms are more scheduled and include live weekly sessions in which the students hear the instructor in real time. “The e-learning on demand gets all of the educational offerings that the virtual class gets,” Mr. McDermott said. “The only difference is one is live and one is recorded.”

To earn what is informally known as the CIFFA certificate, a student must complete two introductory freight forwarding courses and the related exams. The fee for each of those courses — Essentials of Freight Forwarding, and International Transportation and Trade — is $525 plus tax for employees of CIFFA members, and $690 plus tax for non-member employees.

CIFFA’s ultimate educational goal is its Professional Freight Forwarder designation, or PFF. To achieve the PFF requires first earning the CIFFA certificate. A second prerequisite is earning the advanced level certificate. The third is completing the three courses of a CIFFA program designed by the Schulich Executive Education Centre of Toronto’s York University. “Then you need five years experience working with a freight forwarder, and that gives you the professional freight forwarder designation,” Mr. McDermott explained.

Schulich courses now online

Courses in the Schulich program were originally delivered in the classroom. But it proved difficult for people to take time off work to attend the class, Mr. McDermott said. Moving it online has enabled students to take part in the course in the evenings. They can also do it from anywhere in the country. “We found our enrollment has actually gone up as a result,” Mr. McDermott said.

Teaching two of the three Schulich courses is Sanjay Dhebar, an instructor at the Schulich School of Business who developed the course materials, which CIFFA purchased. His courses are entitled Sales Strategies for the Non-Sales Manager and Building a Strong Customer Service Culture for Your Organization. I didn’t even know about CIFFA until they approached us,” said Mr. Dhebar, who has an MBA from the University of Leicester and industry experience that includes four years as national sales director with LifeLabs Medical Laboratory Services.

Getting to know the business

He was impressed that CIFFA wanted to partner with Schulich, which he called “the number one MBA program in Canada.” However, he admits that he didn’t know a lot about freight forwarding. “I had to get to know all that,” Mr. Dhebar said. So he talked with people in the industry, including at large players like DB Schenker, but also at small and medium sized firms. “I’ve got to know the business,” Mr. Dhebar said. However, he realizes that he’s not going to teach his students, many of whom have years of experience in freight forwarding, any of the bolts and nuts about their particular profession. “That’s not my role – my role is more on this is what’s happening in other businesses (and) what best practices can be applied to freight forwarding.”

Connecting via Adobe

“Online you’re limited on the level of dialogue you can have with people from a live audience,” Mr. Dhebar said. “One thing I will say is CIFFA made a good investment in technology. They use Adobe Connect.” Each weekend, he releases a 45-minute lecture that the students can listen to on their own schedules. Then each Wednesday evening, he conducts a live one-hour online lecture with the class, which typically numbers around 15 students.

For the online lectures, the students can hear him in real time. However, if they have any questions, they have to submit them by text through Adobe Connect’s chat function. He can also give quizzes during the lecture and have the students break off into smaller groups to chat about certain subjects and then return to the main group. “I do a blend of academics and some theory, like with some case studies and academic rigour,” Mr. Dhebar said. “But then I bring in my experiences and the clients I’ve worked with.”

Building bench strength

Ruth Snowden, CIFFA’s Executive Director, said taking the Schulich program is an “exciting” move that will help companies build their “bench strength,” identify “the up and comers” and invest in the non-technical management skills of freight forwarding. “Now it doesn’t matter where you are in the country, you have access to this management education and training,” Ms. Snowden said.

Mr. McDermott said many member companies use CIFFA programs as their initial training and pay for their employees to take them. “The best example is Kuehne + Nagel, which is a massive international company,” Mr. McDermott said. Among the teaching assistants on CIFFA’s Schulich programs is Bradley Davis, a national trade lane special with Kuehne + Nagel in Toronto. “He’s really strong,” Mr. McDermott said. “He’s not just a recent graduate but he finished with highest grades.” He was also the winner of the 2017 Young International Freight Forwarder of the Year competition from FIATA, the International Federation of Freight Forwarders Associations. Mr. Davis said his teaching assistant gig with CIFFA “was pretty fun” and “a nice little change from the day to day of what I do.”

Continuous learning

Kim Gallacher, ocean freight manager for Montréal-based Delmar International Inc., said CIFFA excels at continuous learning. “Certainly there are other programs available from community colleges these days. And some at a university level,” Ms. Gallacher said. “Yet when I started in the business there was no such thing. There was only CIFFA.”

She herself took CIFFA certificate programs in the late 1980s. Aside from working for a CIFFA member company, Ms. Gallacher is also an individual CIFFA member by virtue of having achieved the professional freight forwarder designation in 2006. Ms. Gallacher has also taught CIFFA courses, such as an export essentials workshop, as well as courses at Seneca College on export letters of credit and international banking. “In a management position at any company, you’re doing a certain amount of training and internal training with your staff on an ongoing basis, whether it’s company policies or industry regulatatory changes,” Ms. Gallacher said. “It’s a continuous learning process and that’s something that CIFFA supports in a great way.”

Quartet of textbooks

For its freight-forwarding courses, CIFFA uses four textbooks that were written over the last few decades by subject matter experts, who have taught CIFFA courses and who volunteered their expertise to certain chapters. “So we could have a customs chapter written by a customs expert,” Mr. McDermott said. “We could have our air freight chapter written by several air freight experts. And over the years it’s become more and more refined.” One of the authors is longtime instructor Fred Grootarz, President of Acro Navigation Inc. He wrote some of the textbooks early on and also for the advanced courses that he teaches today. “But all that needs to be rewritten because the industry doesn’t stand still, you know,” said Mr. Grootarz, who started in the business in 1964 in his native Germany, but has been in Canada since 1970. He now teaches only advanced classes on such subjects as vessel chartering, air freight chartering, and project shipping.

One topic that CIFFA has its eye on for integrating into its education is blockchain. Another hot topic is marijuana, which Canada will legalize for recreational purposes this year. CIFFA is considering a workshop in the near future on how legal marijuana producers in Canada might go about exporting their products to other countries. “Finding out exactly how they do that from a legal perspective and everything that goes into that would be fascinating,” Mr. McDermott said.

The future of project logistics

The future of project logistics

By Guy M. Tombs

At a recent Port of Montreal evening, I approached an industry veteran with a lot of experience in project cargoes and asked him, “What is the future of project logistics?” He wryly answered, “It’s not me.” Time to move on. I circled the sumptuous tables of hors d’oeuvres and felt in some of the faces I recognized, and friends I re-met, a sense of the seismic changes that are occurring in the shipping industry. The past we think we know – the present we are negotiating – the future is less familiar. (more…)

If we could just learn how to stop re-keying data!

If we could just learn how to stop re-keying data!

By Ruth Snowden, Executive Director, CIFFA

Just as Robert Keen predicts there will be a BIFA in 10 years’ time (see subsequent article), I can confidently predict that there will be a CIFFA in 10 years’ time. This year we are celebrating 70 years of representing the international freight forwarding community in Canada – over seven decades of change, some gradual and some rapid-fire. One of CIFFA’s mandates is to ‘represent and support’ the industry in providing the highest level of quality and professional services to their clients.” And we take that to mean helping forwarders prepare for the significant – even transformational change – that is coming their way.

Yes, that means providing the sector training that employees and entrants to the business need to survive in international transportation and global trade: College level certificate courses, targeted workshops, management training. It also means providing context to these changes – preparing members on what to expect over the next 18 months, let alone the next decade. Exactly what is blockchain and how will it impact marine bills of lading and the marine intermodal business? How will blockchain eliminate non-value added activities from the air cargo supply chain? How can forwarders use new technologies to deliver the transparency and speed of service that Canadian importers and exporters rightly expect? How can 3PLs position themselves as critical ‘value add’ suppliers to their customers? That is the challenge of the association over the short -term, staying relevant and ensuring that forwarders are ahead of that learning and investment curve.

Let’s not kid ourselves. The next couple of years may not be easy. And not every 3PL will prosper. However, those organizations that grasp the opportunity to embrace this tsunami of change, will do more than survive, they will thrive.

Look at Canada’s air export supply chain today – a fragmented market with many small companies shipping occasionally by air. [In April, Transport Canada lists some 10,899 Account Consignors plus 691 Known Consignors across the country.] An exporter keys data into its operating system and generates a commercial invoice which it sends, along with any packing lists, certificates of origin or other ‘documents’ to its customer, in all likelihood by email. In rare cases, an exporter may send data EDI to its freight forwarder, it may perhaps more frequently re-key data into the forwarder’s operating system via a portal although unfortunately, in most cases, it will send scans of its commercial documents to the forwarder by email – who re-keys the same data into its operating system. If the forwarder sends eAWB data by EDI to the carrier and if the air carrier accepts eAWB to that destination, perhaps the re-keying stops there. If not, the forwarder re-keys the data into an airline portal or creates a paper air waybill. And it doesn’t stop there. Export reports can be filed on a paper B13A declaration because electronic exporter reporting has not been made mandatory and that amending legislation probably won’t be place before the end of 2019 or early 2020. So CBSA can risk assess exports on paper. Data is re-keyed or documents sent by email to destination ground handlers, destination and in-transit Customs organizations, interline carriers, insurance companies … What a cost of quality. What an inefficient system.

Think of how new technologies will allow us to create additional value. Think of the opportunity if we are able to stop re-keying data. Think of how those employees could be re-deployed talking to customers, developing new solutions, seeking more customers. Think of how much faster data could be made available to customers. Think how speed and transparency will improve by those forwarders who embrace new technologies and use technology to improve their business. CIFFA is committed to bringing its members and the industry critical information on staying ahead of the curve.

Register today to attend the CIFFA 70th Anniversary Conference Global Supply Chains in a Digital Future: Innovation and Inspiration where more than 35 speakers will bring home the message and deliver the future. https://ciffaconference2018.com/

[Toronto Pearson ranks 49th on IATA’s list of eAWB compliant airports and Canada is not in the top 10 countries. Canada ranks 23rd with 44.1% eAWB penetration. www.iata.org/whatwedo/cargo/e/eawb/Documents/e-awb-monthly-report-r17.pdf ]

Calgary-based logistics firm marks milestone

Calgary-based logistics firm marks milestone

By Keith Norbury

When Don Lucky got into the transportation business in 1956 with the company that eventually became Cole International, containerization was still in its infancy.

Most cargo was still transported by breakbulk in individual boxes, crates, or cases that were discharged in nets from ships. By land, meanwhile, cargo arrived predominantly by railroad because trucks weren’t sufficiently reliable then. “The quality of the engines and the running gear was less than it is by a long shot in today’s world,” Mr. Lucky said in an interview. “And with that change came the advent of the sea can, the cargo container. That really made the big change in the movement of goods, specifically on the offshore.” (more…)