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Table of Contents

Executive Summary........................................................................................................................ 3

Statement By Commissioner Carl W. Bentzel................................................................................ 5

Maritime Transportation Data Initiative (MTDI) Final Report ...................................................... 7

FMC Jurisdictional Authority ................................................................................................... 10

Methodology of the MTDI Process........................................................................................... 11

Best Information........................................................................................................................ 12

Real Time Information/Track and Trace Methodology ............................................................ 14

Common Lexicon...................................................................................................................... 14

MTDS Shipper Recommendations............................................................................................ 15

MTDS Ocean Carrier Recommendations ................................................................................. 16

MTDS MTO Recommendations............................................................................................... 17

MTDS Intermodal Rail Recommendations............................................................................... 19

Ports Coordination Recommendations...................................................................................... 20

Other Considerations................................................................................................................. 22

Green Shipping Initiatives..................................................................................................... 22

Smart Containers/Next Generation Door-to Door Logistics................................................. 22

Cyber Security/Enforcement ................................................................................................. 23

Federal Support...................................................................................................................... 23

Next Steps.............................................................................................................................. 24

Appendix 1.0 MTDS General Information Recommendations................................................. 25

Appendix 1.1 Ocean Carriers Recommendations...................................................................... 28

Appendix 1.2 Marine Terminal Operator Recommendations.................................................... 30

Appendix 1.3 Port Operations Coordination Recommendations............................................... 33

Appendix 1.4 Intermodal Rail Carriers Recommendations....................................................... 36

Appendix 1.5 National Shipper Advisory Committee Recommendations on Data................... 39

Appendix 1.6 List of MTDI Meetings and Participants............................................................. 41

Appendix 1.7 MTDI Lexicon..................................................................................................... 44
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Executive Summary

This report is being issued from Commissioner Carl W. Bentzel. In November 2021, Federal 

Maritime Commission Chairman Daniel B. Maffei requested Commissioner Carl W. Bentzel to 

examine the issue of data and maritime commerce. The focus of the project was two-fold: 1) to 

catalog the status quo in maritime data elements, metrics, transmission, and access, and 2) to 

identify key gaps in data definitions/classification and utilization. The goal was to develop 

recommendations for common data standards and lexicon and access policies/protocols.

This became known as the Maritime Transportation Data Initiative (MTDI).

The process included 18 weekly meetings with every aspect of the maritime/intermodal supply 

chain, ultimately involving 80 different participants. These events were livestreamed via the 

internet and were supplemented by an open comment process, and additional meetings with a 

wide range of international and federal stakeholders and other pertinent parties. The MTDI 

culminated with a Data Summit held on June 1, 2022, that included the full participation by 

MTDI representatives. A summation document was prepared by FMC staff following the 

Summit.

In November 2022, a draft document conveying the preliminary recommendations from the 

MTDI was shared with all MTDI participants as well as other interested parties to review and

provide comments helpful to formulating a set of final recommendations on implementation of a 

track and trace methodology for the U.S. maritime supply chain. These track and trace events are 

separated and identified in specific proposed recommendations that can be found in the 

Appendix (1.0-1.4). 

1.0 General Reporting Requirements

1.1 Ocean Carriers Requirements

1.2 Marine Terminal Operations Requirements

1.3 Port Operations Requirements and Recommendations 

1.4 Intermodal Rail Requirements 

The final recommendations generated through the MTDI process call for the establishment of the 

Maritime Data Transportation Data System (MDTS). In broad terms the MDTS would: establish 

a system of information on planned ocean carrier voyages, information on vessels transits with 

real-time position of vessels and real-time estimates of arrival, harmonization of standards for 

public information related to terminal access for cargo retrieval and standardize the method of 

charactering cargo status for cargo retrieval from MTOs. The recommendation also proposes to 

extend similar in-transit visibility and terminal status information requirement to intermodal rail 

carriers servicing ocean carrier shipments. 

This final recommendation also addresses transparency, ease of access, and coordination of 

information concerns. The wide variety of carriers, terminals, and affiliated services providers 

(e.g., drayage trucking intermodal equipment providers, warehousing, distribution centers, offsite depots) and unique market and geographical considerations ensures that almost every port 

complex is unique in operations and the process of coordinating the thousands of companies 
4

doing business at a port. As such, the MTDS recommendation would recognize the role of the 

port authority in providing public access to ensure that they provide information from ocean 

carriers servicing the port, MTO’s operating at the port, and intermodal rail carriers servicing 

ocean carrier intermodal shipments through the port, as well as other general port-wide 

information such as that related to scheduling berthing/pilotage, and other port-wide operating 

conditions. Additionally, the recommendation for the MTDS proposes that the FMC issue 

voluntary guidelines on potential activities surrounding intermodal services activities impacting 

intermodal ports.
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Statement By Commissioner Carl W. Bentzel

Transitioning From the Maritime Transportation Data Initiative (MTDI) 

to the 

Maritime Transportation Data System (MTDS)

The Maritime Transportation Data Initiative was borne from the fundamental need for data 

transparency and harmonization of cargo movements amongst supply chain stakeholders. 

The initiative and subsequent proposed recommendations are based on track and trace 

methodology that will enable a harmonized in transit visibility standard. This will create an 

environment of greater accountability for stakeholders moving and receiving cargo. Put plainly, a 

mandated standard will enable all stakeholders to be on the same page. The biggest take away 

from the 18 public meetings held as part of the MTDI and the information gained from the 80 

supply chain experts who participated, was that for the supply chain to operate efficiently, there 

needs to be uniformity on how data is shared and communicated as well as to address rising 

container volumes and inevitable future supply chain disruptions and cargo surges. This report 

proposes creating the Maritime Transportation Data System (MTDS) to achieve these priorities.

The intent of the recommendations contained in this report is not to require the change of 

individual business practices or to require new information services or systems. The 

recommendations are aimed at harnessing existing information systems to maximize the value 

that can be provided by achieving real-time information and harmonizing content. In large part, 

stakeholders are already in agreement on these recommendations, what needs to happen is to put 

the recommendations into practice. 

Specifically, the recommendations focus on critical operational events in the intermodal 

transportation delivery system and establish real-time position and estimated arrival times for 

container shipments, harmonization of status of cargo while in storage at terminals, and 

proposals to establish information sharing practices more effectively for the industry. The 

recommendations would continue to require cargo information to be kept confidential and are 

not intended to disrupt the flow of information under collective bargaining agreements. As such, 

the requirements adhere to existing practices governing the movement of cargo through our 

ports. Ultimately, an updated and more transparent data sharing practice for international 

shipping will benefit intermodal transportation service providers, U.S. importers, exporters, and 

the U.S. public by achieving greater efficiency.

Why is this important? As I have said throughout this process, the movement of a container 

carrying millions of dollars of cargo has a delivery span from overseas origin to domestic 

destination that is on average of one-to-two-months’ time. Throughout this movement there are

several “black hole” moments. This loss of cargo visibility can set off a chain reaction of chaos 

within the supply chain. 

I like to contrast this with what happens when I order a $10 dollar pizza delivered. In that 

transaction, my local restaurant provides me an order confirmation, lets me know when my pizza 

is being cooked, tells me when the pizza goes out for delivery, its status while it is in transit 
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(often via GPS), when the driver is approaching my house, and sometimes I even receive a 

picture confirming delivery. The discrepancies between the two visions are remarkable. The best 

that could be said of the existing systems of information supporting the ocean-linked supply 

chain is that they are ad hoc. The MTDS will set a standard for information disclosure and keep 

the delivery mechanism harmonized. 

I would like to take this opportunity to thank my Counsel, John Young, for the extraordinary 

time and effort he expended coordinating MTDI meetings, working on this report, and all its 

affiliated documents. He is truly dedicated to the cause of better data. I would also like to thank 

all the FMC staff that participated in the MTDI process and finalization of the report. Particular 

credit is due to Dr. Kristen Monaco, Director of the Bureau of Trade Analysis (BTA), and all the 

BTA staff that helped along the way. Also, I must thank Sarah Cinq Mars for her eye for detail.

Finally, Carl Savoy, who managed the substantial process of linking 80 MTDI participants in 

virtual meetings.

Most importantly, I would also like to recognize the participants of the MTDI. I was incredibly 

impressed with their ability and willingness to provide unfiltered expertise, and advice. I believe 

that all segments of the ocean shipping industry exhibited true professionalism in helping to 

provide an honest appraisal of the current situation with respect to the MTDI. Finally, I would 

like to thank Chairman Daniel B. Maffei for his vision and willingness to establish the MTDI, 

and his support of, and interest in, the MTDI project. 

Thank you, 

Carl W. Bentzel 
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Maritime Transportation Data Initiative (MTDI) Final Report

The pandemic created an upheaval within the global supply chain that is still being resolved. 

Volume surges, equipment dislocation and shortages, warehousing and affiliated labor shortages, 

and intermodal rail service disruption all contributed to the supply chain meltdown. The 

pandemic revealed some deeply concerning practices about how participants within the supply

chain communicate, interact, and share information. At its best, the supply chain provides

seamless and timely transitions. At its worst, it is made up of a series of independent operators 

that are not well coordinated or invested in the supply chain. The complexity of the system that 

moves intermodal cargo in the United States is stunning, and our Nation’s supply chain requires 

an intricate ballet of services to work in constant coordination. Breakdown by even one 

component of the intermodal system will affect the entire system.

The upheaval of the supply chain also revealed the consequences of decades of ocean carrier 

disinvestment from landside operations, starting with terminal ownership and continuing to the 

sale of chassis and container leasing to third party providers. While there may have been an 

economic rationale for these business decisions, the result was an increasingly fragmented 

supply chain that struggled to connect transportation partners with timely operational 

information. 

Shipper actions throughout the pandemic contributed to the causes of congestion during the 

height of the pandemic, as the operating model of the supply chain drastically shifted from “just 

in time” delivery to “just in case” delivery. Panic buying consumed finite space available at 

terminals, distribution centers and warehouses to accept and/or store cargo, and caused railroads 

to ground cargo in railyards, ultimately reducing the ability to move cargo from marine terminals 

and causing cargo backups in ports and terminals. Containerized volume surges revealed the 

impacts of years of under investing in supply chain labor and problems were further exasperated

by port infrastructure constraints. 

As the United States addressed COVID-19 recovery, it generated massive opportunity for pentup demand for e-commerce retail consumption. This level of sustained import cargo demand 

recently subsided by significant levels and trade carried by ocean carriers has returned to a levels

of normalcy.1

The drastic swing in trade volume early in the pandemic occurred at precisely the wrong time, as 

intermodal equipment was not properly in place, additionally, the number of available longshore 

workers was reduced because of COVID-19 health impacts to the workforce. By the early 

summer of 2020, reports were suggesting that cargo throughput at the Ports of Los Angeles and 

Long Beach was slowing down substantially because insufficient numbers of intermodal chassis 

supplies that were available to meet demand. According to association representatives of the

intermodal equipment provider industry, supply of both containers and chassis was low at this 

juncture because certain equipment had shifted to areas of the country where it could be used 

more productively, and other equipment was undergoing deferred maintenance during the period

1 Citing, Assessment of P.R.C. Control of Container and Intermodal Chassis Manufacturing – Final Report, 

available at www.fmc.gov weblink to Commissioner Carl W. Bentzel https://www.fmc.gov/wpcontent/uploads/2022/03/ContainerandChassisManufacturingFinalReport.pdf (last visited Mar. 14, 2023).
8

early in the pandemic when cargo volumes were drastically reduced. This was the first major

operational area of disruption in the supply chain.2

Initial congestion at the ports was soon felt on the ocean side as carriers were forced to wait for 

berth. Traditionally, ocean carriers can anchor at a marine terminal berth without delay, but by 

the summer of 2020, vessels were forced to rest at anchorage outside ports, sometimes for as 

long as two weeks, until a berth became available. The number of vessels waiting for berth space 

at the Ports of Los Angeles and Long Beach ballooned to well over 100 ships in the fall of 2021, 

and 150 nationwide. This reflects a change from pre-pandemic when only a few vessels daily had 

to wait to berth, primarily because of weather events.

Supply disruption spread as shippers struggled to secure containers that were becoming scarce. 

Early in the pandemic, one ocean carrier representative explained that benchmark service from 

Beijing to Chicago that pre-pandemic averaged 32 days in transit was now averaging 72 days in 

transit. Reports from ocean carrier executives later in the pandemic indicated that transits were 

approaching three times the pre-pandemic transit time. The delays in transit meant that container 

utilization went from 10-12 round trips across the Pacific to 3-5 round trips, which in turn,

reduced the availability of containers pushing the supply chain even further off balance. With

products piled up in Chinese factories, and shippers bidding prices higher for containers and 

shipping services, Reuters reported that “average container turnaround times have ballooned to 

100 days from 60 days previously.”

3

Massive workforce disruptions due to COVID-19 in North America affected not only ports, but 

distribution centers, railroad intermodal facilities, and warehouses, as well as inland rail and 

truck transport lines. Without adequate staffing, containers started to pile up at all these 

locations. 

In addition, there were rapid shifts in trade lane demands based on shifting commodity and cargo 

blends forced by changes in consumption patterns and the need for shippers to adjust trade flows 

because of the unavailability of shipping resources. These factors posed extraordinary challenges 

to ocean carriers. 

Even with these considerable challenges, the industry carried record volumes of containerized 

cargo. The Federal Maritime Commission’s (FMC) Annual Report for Fiscal Year 2021

estimated that containerized imports increased by 27 percent, and exports increased by 1 percent

during the pandemic period. One could effectively argue that when segments of the economy 

were down by a reduction of service as much as 80-90 percent such as aviation and travel and 

leisure, that the maritime industry sustained the U.S. economy. 

Congestion issues created great economic cost that continues to this day. At the height of the 

pandemic, spot market rates showed that some shippers were paying anywhere from 300-500

2 Frankie Youd, Global shipping container shortage: the story so far, Ship Technology.com, (April 29, 2021), 

available at https://www.ship-technology.com/features/global-shipping-container-shortage-the-story-so-far/.

3 Stella Qiu, Shivani Singh, Roslan Khasawneh, Boxed out: China’s exports pinched by global run on shipping 

containers, Reuters.com (Dec. 10, 2020) available at https://www.reuters.com/article/us-global-shippingcontainer/boxed-out-chinas-exports-pinched-by-global-run-on-shipping-containers-idUSKBN28K0UA.
9

percent more to ship a container. Low value commodities that have limited pricing ability, and 

certain commodities that require excessive space, were especially hard hit by ocean shipping 

prices. For most retail product suppliers, or manufactured component parts suppliers, the cost of 

ocean shipping is relatively incidental to total unit production cost. Higher shipping costs might 

have been undesirable, but they were manageable. Disruptions to supply chain reliability and 

extended delays in shipping were much more problematic and had a much greater macroeconomic impact to these companies. A well-functioning supply chain requires certainty.

Pandemic related supply chain costs to the U.S. economy resulting from congestion were 

substantial. Industries such as automotive parts suppliers, home builders, chemical products 

suppliers, healthcare products suppliers, and even food and grocery products, all faced 

substantial challenges and delays in shipping that resulted in slowdown of production, or loss of 

market opportunity. Over the past two years, shipper groups estimated losses anywhere from 10-

20% of business opportunity because of supply chain congestion. The U.S. Securities and 

Exchange Commission 10-K and 10-Q annual and quarterly filings from this period reveal a 

startling breadth of national economic loss because of the supply chain. 

The FMC evaluations of ocean carriers’ demurrage and detention practices reported that fees 

levied during 2021 were over $5.3 billon billed by the top carriers, for example, per a vesseloperating common carrier (VOCC) FMC audit. This amount is only a fraction of the real

economic costs, which encompassed increased freight charges, congestion, and delays. However,

the greatest levels of economic loss were downstream production costs resulting from delays in 

shipping.

While many elements contributed to supply chain issues, it was apparent that insufficient data 

transparency and industry coordination were major factors exacerbating the business challenges 

of intermodal shipping. Data transparency issues hindered the supply chain well before the 

pandemic squeezed maritime cargo efficiencies. The transmission between ocean carrier and 

terminal to truck and railroad to truck have proven to be problematic even in the best of times.

As one MTDI participant with over 35 years of industry experience stated in an MTDI meeting, 

“Every single element of the issues we are discussing today have existed for a decade or 

more. These were known issues, known problems. We were able to throw resources or

throw band aids at the situation that kind of got us through. We are now at the point 

where it's all band aids...gum..string...trying to keep this thing together---and it's just 

falling apart.”

The statement summarizes the pertinence of, and need for, the MTDI recommendations

presented in this report. The current system is not working adequately, and the costs of not 

addressing it are more than the Nation should bear again. The challenges created because of the 

pandemic, provides cause to evaluate, reboot and recalibrate our system of providing information 

on intermodal shipping.

Throughout the pandemic, inside and outside the terminal gates, miscommunication and 

congestion ensued. Decades of sustained growth of container shipping volumes fed the 

development of intermodal shipping markets which has also created sizable data and operational 

gaps. MTDI participants uniformly reported that information is sometimes supplied by the wrong 
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party, and other times it is not provided at all. Decisions on operational status affecting cargo

movement, or estimated arrival are not widely disseminated or harmonized with supply chain 

partners. These gaps in data led to massive challenges to service providers which contributed to

the breakdown of other segments of the intermodal supply chain. When standards are not in 

place, and information is not harmonized, it is the equivalent of kicking the can down the road 

for the next user to figure out. 

The intermodal supply chain crisis came to a head during the summer of 2021 when one of the 

Nation’s two Class 1 railroads servicing the West Coast abruptly suspended service from the 

Ports of Los Angeles and Long Beach for seven days. Just two weeks later, the Long Beach Port

Director unsurprisingly announced that the pandemic-era container surge at the port resulted in a 

record number of containers handled for the month of July (2021), up 4.2% from already hyperenhanced shipping levels of July 2020. 

Public concern about the state of the supply chain was heard and amplified in Congress.

Legislation was introduced in both the U.S. House of Representatives and the U.S. Senate to 

provide the FMC additional resources and enhanced authority to challenge alleged abusive 

shipping practices that were addressed with the passage of the Ocean Shipping Reform Act of 

2022 (OSRA 22).

In signing OSRA 22 into law President Biden and the bipartisan support of Congress affirmed

the importance of the maritime and intermodal transportation system and made even more clear 

on the necessity of maximizing cargo data to enable greater freight fluidity and efficiency.

Coinciding with the Congressional consideration of OSRA 22 were regulatory activities taken by 

the FMC under the auspices of existing authority. Prior to OSRA 22, Fact Finding 29, under the 

leadership of Commissioner Rebecca F. Dye, was established to engage supply chain 

stakeholders in public and non-public discussions to identify commercial solutions to certain 

unresolved supply chain issues that interfered with the efficient operation of the U.S. 

international ocean supply chain. In July 2021, Chairman Daniel B. Maffei, ordered the 

establishment of the Vessel-Operating Common Carrier Audit Program. The initial scope of the 

audit program was intended to analyze the top nine carriers by market share for compliance with 

the Commission rule interpreting 46 U.S.C. § 41102(c)4as it applies to detention and demurrage 

practices in the United States. The ongoing program has been expanded to address exports and 

compliance with antiretaliatory training, audit practices related to billing, appeals procedures, 

penalties, and other practices.

FMC Jurisdictional Authority

The FMC has regulatory jurisdiction over the practices of the common carriage (ocean liner 

services) of goods by water in the foreign commerce of the United States. Since the passage of 

the Shipping Act of 1984, the law defines common carriage to include intermodal, or interior 

point intermodal (IPI) service where the common carrier, “assumes responsibility for the 

transportation from the port or point of receipt to the port or point of destination.” 46 U.S.C. § 

41102(7).

4 46 CFR § 545.5.
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FMC Requirements on the Handling of Cargo (46 U.S.C. § 41102(c))

“A common carrier, marine terminal operator, or ocean transportation intermediary may not fail 

to establish, observe, and enforce just and reasonable regulations and practices relating to or 

connected with receiving, handling, storing, or delivering property.”

Methodology of the MTDI Process

The goals of the MTDI were:

• Catalog the status quo in maritime data elements, metrics, transmission and access;

• Identify key gaps in data definitions/classification; and

• Develop recommendations for common data standards and access 

policies/protocols/practices.

Meetings were held with focused groups of supply chain stakeholders to understand from each of 

their unique perspectives how an ocean container moves from one stage of its journey to the 

next. 

The first MTDI meeting was held in December 2021 with representatives of the drayage 

industry. Subsequent meetings were held with representatives of other service providers involved 

in the supply chain, including with all ocean liner carriers calling the U.S. and the major MTO’s

servicing those carriers. Each meeting lasted one hour, included three to six participants, and was 

open to the public to watch via web streaming. A list of all participants in the MTDI, and the 

dates of meetings can be found at Appendix 1.6 – MTDI Meetings and Participants. Every 

meeting was recorded and saved on the FMC’s YouTube channel that can be found on the FMC 

website. For consistency, identical questions were provided to all participants one month prior to 

their meeting time. Participants were requested to answer a series of data-centric questions

during the meetings. 

Questions Asked of All Participants:

• What are the key data elements that are integral to your operations?

• To the extent that you export, what are the key data elements that are 

integral to export?

• What data do you not currently have access to that would improve your 

efficiency/performance? 

• How do you get the data you need from other parts of the supply chain? 

(ex. Electronic Data Interchange, Application Programming Interface, 

email, some other method) Does this create inefficiencies? 

• How do you provide data to your customers?

The MTDI meetings concluded with a Data Summit, held virtually, that considered outlying 

issues and garnered further comments from MTDI stakeholders. Staff from the FMC’s Bureau of 

Trade Analysis (BTA), moderated breakout groups and used this information, along with 
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comments provided to the MTDI, to summarize issues and consolidate the comments that were 

provided through the MTDI. 

Clear themes emerged from the responses to the standard questionnaire, weekly meetings with 

supply chain service providers, and the FMC Data Summit about challenges around identifying 

data and how it is shared. The MTDI process also provided recommendations on how these 

challenges should be addressed. 

This record of comments became the basis for draft preliminary recommendations for 

establishing a set of standards for maritime transportation data, and a common lexicon for 

describing the system, to be proposed as the Maritime Transportation Data System (MTDS). The 

preliminary recommendations that were circulated for further comment are now incorporated 

into the set of documents being issued for public review: this final report includes a final 

recommendation of standards for what could become the MTDS; proposed harmonized MTDS 

lexicon of terminology, and a flow chart with a proposed description of process. 

The following discussion in this report outlines pertinent issues and discusses recommendations

formulated after consideration of the information received through the MTDI process.

Best Information

MTDI commentators, especially beneficial cargo owners (BCOs) and other consumers of 

intermodal carriage, almost uniformly complained about the challenge of getting the most 

accurate information to use for pick-up, delivery, and receipt of cargo. For instance, many 

BCOs/consignees complained about misinformation on status of cargo availability for pick-up 

requests made of ocean carriers, ultimately causing trucking assets to be turned away from a 

terminal because of inaccurate reporting of container availability status. 

The general challenge in this area of data communication is ensuring that of the multiple parties 

that handle intermodal containers, the party best able to provide information will in fact provide 

that information. Also, critical to avoiding transportation inefficiencies is the need to ensure that 

the best source of information provides the best information to all relevant parties to facilitate 

delivery of the shipment on a timely basis, reflecting real time status. 

To achieve this, the MTDI recommendation for the establishment of the MTDS proposes to 

require information to be sourced from the party in possession of cargo at the time of the 

information request. If a third party wants to provide information on container movement or 

status, the third party would either provide access to information with the party in possession of 

the container or provide information consistent with party in possession of the container. Only by 

guaranteeing the integrity of information on the movement and status of intermodal container 

movements will harmful, and largely unnecessary inefficiencies in cost, and the attendant 

environmental consequences of transportation movement without purpose, be ameliorated.

The MTDI recommendations for the MTDS do not endorse the creation of a new system of 

information or standards on data transmission, but rather recommends the type of reporting 

required as a performance standard, rather than a prescriptive operational standard, for the 
13

dissemination of information consistent with proposed reporting requirements. However, the 

MTDI recommendation for the MTDS does recommend a minimum proposed requirement that 

all information be provided through an Application Programming Interface (API), a time and 

date stamp for each operational event status change, public access of this information for at least 

three months, and storing the information for either two to one years depending on if it is carrier 

or protected cargo specific generated information.

The MTDI recommendations for the MTDS are largely focused on creating in-transit visibility, 

and projected arrivals of the movement intermodal ocean carriers and to fully implement track 

and trace methodology to provide information on terminal access and the status of containerized 

cargo while in terminal. To completely provide track and trace coverage, under through bill of 

lading, in-transit visibility of intermodal rail carriers, information on intermodal rail terminal 

access, and the status of containerized cargo while in rail terminal must also be achieved. While 

the current recommendations do not endorse container tracking, which is still under 

development, the recommendations could set the framework for the private sector to undertake 

such an endeavor in the future.

Importantly, the MTDI recommendations will not interfere with industry competition, or the 

necessity of maintaining confidentiality of contractual information. The MTDI recommends 

classifying all MTDS information as either Open Facing information or Closed Facing 

information. Open Facing information is data made available to the shipping public. This 

information should remain available publicly and accessible through the API source and 

available for three months and should keep it stored and accessible upon request for a two-year

period. Closed Facing information is data that is business confidential and available only to the 

transportation customer. Closed Facing information would be secured, and accessible only to 

those parties legally entitled to access the data, remaining publicly available for three months and 

stored for a one-year period. 

This report emphasizes the importance of access to information but by distinguishing between 

Open Facing information and Closed Facing information, it also recognizes the importance of 

contractual relationships in the supply chain. Among the contractual relationships that cannot be 

ignored are the collection bargaining relationships that exist in the various ports and define the 

work jurisdictions of the employees covered by those collective bargaining agreements. None of 

the requirements or recommendations in this report are intended to disrupt the flow of 

information under these collective bargaining agreements. 

This would mean that ocean carrier vessel operations and arrivals, and intermodal rail arrivals 

and departures, as well as information related to access and restrictions into/out of both marine 

and intermodal rail facilities would be publicly accessible through an API to members of the 

shipping public if this recommendation were implemented. Information related to status of a 

container while in transit on an intermodal rail train, or cargo status while in the custody of a 

terminal would be harmonized as to form and content and would be available in the MTDS 

format to those shippers, or their agents, in privity of contract with ocean and intermodal rail 

carriers.
14

Real Time Information/Track and Trace Methodology

The single most important suggestion participants made during the MTDI comment process was 

for the need to have real-time, credible information on the transport of containerized cargo. 

Uniformly, cargo shippers proposed the need for data to be provided to allow the tracking of

movement of cargo by GPS, or other position information systems of the ocean carrier or 

intermodal rail carrier, from the commencement of its journey as it is loaded on-board a vessel 

until, under a through bill of lading, until it exits an intermodal rail terminal. 

Implementation of a track and trace standard would enable real time exchange of data throughout 

the supply chain to allow participants access to harmonized terminology, processes, and 

significant transportation events, typically communicated through an API. 

All major international carrier lines servicing the United States provide functionally similar

services, the culture, business model, and how each communicate information is anything but 

uniform. Putting these varying elements into a port or terminal with shrinking capacity creates a

recipe for congestion. Instituting agreed upon carrier standards for real-time in-transit data 

through publicly available data sets for both imports and exports would alleviate a substantial 

amount of the initial landside miscommunication and problematic landside operations and would

facilitate greater long-range planning and coordination throughout the supply chain. This is the 

top MTDI objective. 

The Digital Container Shipping Association (DCSA), an MTDI participant, has facilitated work 

on behalf of the ocean liner shipping industry in developing a digital data-based system to 

implement a track and trace methodology. Its three-year plus effort on behalf of its membership

includes collecting and documenting carrier centric definitions. DCSA’s membership is 

comprised of the major international carriers, all of which are currently servicing the United 

States. DCSA has also developed and negotiated an industry lexicon that has been agreed upon 

by the DCSA members, and which address a significant portion of the supply chain. Rather than 

replicating their work, the recommendation made for the MTDS would build off the efforts of 

DCSA to create a track and trace real-time system of digital data information for intermodal 

shipping and to harmonize the lexicon describing the requirements under this system.

Common Lexicon

MTDI participants identified the first data choke point on the landside as communication 

between the carriers and the terminals, moving on through the drayage drivers, railroads, on 

through to the warehouse/distribution/3PL sites and to destination. 

A theme and observation all MTDI experts expressed was that most supply chain participants 

were often using the same terms but calling data movements or items something different. There 

is general agreement on what data that needs to be exchanged, but frustration that 

communications are often hindered by “data language barriers.”

Equally important to the lexicon was the transparency and source of the data and the timeliness 

in which it was transmitted and/or received. Miscommunication contributed to operational delays
15

throughout COVID-19, but it was an issue that all participants readily admitted was a common 

occurrence even before pandemic cargo surges and one that all MTDI participants expressed a 

willingness to rectify. 

Even with full agreement, the carriers have been slow to fully adopt and implement the DCSA 

agreed upon lexicon, which would help harmonize the initial flow of cargo information from 

carrier to terminal, ship to shore, and from port to rail and highway carriers. The harmonization 

of exchanging operational cargo data begins with implementation of a track and trace 

methodology and adoption of a common lexicon.

The recommendation for the MTDS is to endorse the DCSA’s proposed lexicon, with important 

changes to reflect recommended requirements to impose real-time and real-time estimated 

reporting requirements, enhancements to requirements for MTO reporting, and additional 

coverage for intermodal rail. Importantly, the recommended MTDS lexicon descriptions would 

establish regulatory requirements establishing a real-time system of information governing the 

movement and status of containerized cargo through the entirety of the system. The following 

MTDS harmonization of definitions that are of special importance are:

• Detention: A penalty charge that is assessed, by a carrier, for use of a container, beyond 

an allocated period of free time, to incentivize the return of the container. To the extent 

that a third party collects detention on behalf of a carrier, it would be consistent with the 

amount charged by the carrier for use of its container more than allocated free time.

• Demurrage: A penalty charge that is assessed, by a terminal operator terminal, for use of 

storage at the terminal, beyond an allocated period of free time for pick-up, to incentivize 

the pick-up of the container from the terminal. To the extent that a third party collects 

demurrage on behalf of a terminal, it would be consistent with the amount demurrage 

charged by the terminal operator. 

• Earliest Receiving Date: The earliest receiving date (ERD) is an actual and estimated 

event where a carrier provides information to a terminal for publication that the carrier is 

estimating real time arrival at a terminal berth within five days. The terminal would make 

this information available to provide terminal access to exporters. Any change to 

availability caused because of issues related to terminal operating requirements would be 

made publicly available by 12:00 PM (Local Time) the preceding day of business. 

MTDS Shipper Recommendations

Much of the MTDI meeting discussions centered on the carrier, MTO, and railroad intermodal 

carrier responsibilities and performance. However, if greater efficiency is going to be achieved 

across the supply chain, all participants must engage equally, and be held to similar performance 

standards. This includes the shipper/consignee. The shipper/consignee also has responsibilities in 

the administrative release of cargo and within the commercial relationship between carrier and 

MTO. Shipper/consignee participation is necessary in the pre-check-in process to ensure fluidity 

and efficiency within the supply chain. The following shipper responsibilities should be 

established as part of the port coordination voluntary guidelines:
16

• Awareness and tracking of vessel arrival

• Customs clearance payment (documentation) before arrival

• Release bill of lading

• Delivery order, if moving under merchant haulage, within free time.

MTDS Ocean Carrier Recommendations

The landside portion of the supply chain begins when carriers pull up to berth. Vessel on time 

performance has been drastically dropping over the last several decades. Performance suffered 

even more so during COVID-19. At the height of the pandemic, not a single carrier exceeded a 

30% on-time arrival rating. Even considering the wide range of challenges resulting from global 

supply chain issues that could adversely impact arrival of vessels, this standard is unacceptable. 

Ultimately, having agreed upon real-time and real-time estimated API data sets will greatly 

accommodate the physical scheduling of terminal operations, rail carrier coordination, and 

address other issues and services that impact landside movements. 

It is easy to confuse vessel on time performance with voyage visibility. Specifically, the 

Automatic Identification System (AIS) and satellite tracking information, as mandated through 

the Global Maritime Distress and Safety System (GMDSS), have been clumped together to be 

synonymous with the tracking vessels and cargo. Current information provided through these

systems usually only provides actual position information, not projections for arrival at berth. 

Estimated arrival times are usually requested to be transmitted by e-mail to a port or terminal, 

and some carriers only provide paper schedules of operational services with transit times. This 

haphazard way of doing things must change. 

Since 2004, the International Maritime Organization (IMO) has required that all international 

commercial vessels over 299 gross tonnages carry a Class A AIS transponder. GMDSS has been 

utilized since the late 1990s to require satellite communications services to transmit emergency 

distress locations amongst other information. Satellite information and AIS can be utilized to 

enrich other data sources and facilitate an accurate picture that will do more than provide access 

to a very slowing moving dot at sea with vessels’ identification attached. For example, tools for 

tracking vessels currently exist. There are numerous services that track commercial vessels that 

are visible online and easily accessible to the U.S. Coast Guard and the various maritime 

exchanges that coordinate the movement of vessels within U.S. harbors. But the information that 

is now provided through these sources is inadequate, it does not formulate the basis for the 

realistic projection of services and does not begin to provide the ship to land data transmission 

necessary for the commencement of cargo operations that initiate landside supply chain 

movements. 

The MTDS recommendations are formulated to support the adoption of real-time track and trace 

methodology to ensure that ocean carriers provide planning information, real-time actual position 

information (along with status information), and real-time estimates or arrival for each segment 

of a journey into or out of the United States. Planned carrier transit activities would be made

publicly available, time and date stamped through API, three months from the commencement of 

a voyage. Any change to blank, cancel, or delay a voyage would be reported in real time. A
17

planned transit that was only delayed would keep its number designation and provide a real-time 

estimate of the new date of transit, time and date stamped through API.

After transit commenced, if the recommendation for the MTDS were to be adopted, the ocean 

carrier would be required to report on the vessel’s real-time position along with harmonized 

information related to its status while in transit. Examples of such information are where it 

departed from, whether it was at an interim berth, reasons for delay, slow/regular speed, or 

anchorage. Most importantly, it would also report a real-time running forecast of arrival at each 

U.S. or foreign berth destination.

Importantly, the MTDS recommends standardization of information for U.S. exporters. 

Specifically, to better serve the needs of U.S. exporters, ocean carriers would provide real-time 

estimated arrivals at berth, time date stamped, five days in advance of arrival to the U.S. 

terminals they are servicing to provide as a standardized ERD. In turn, receiving terminals would 

make public information available through an API about the ERD, and in the event of terminal 

operations issues that necessitated a change to this policy, post notice of any change of ERD 

status at least by 12:00 PM (Local Time) the preceding day.

The data sets covered under the reporting for the MTDS comport with data recommendations 

made by the FMC’s National Shipping Advisory Committee (NSAC), included as Appendix 1.5 

– NSAC Data Recommendations, and would implement the first ever real-time in-transit 

estimated arrival reporting requirements for international liner shipping. The ocean carriers’

operational responsibilities, after arrival at berth, would largely transfer to subsequent intermodal 

container handlers/MTOs and intermodal rail carriers subject to proposed MTDS requirements.

However, in the case of shipments under an intermodal through bill of lading, ocean carriers 

would also be required, as mandated by the best information requirements, to source further 

information on intermodal handling or intermodal rail services from the entity in possession of 

cargo, or consistent with information provided by that entity.

MTDS MTO Recommendations

Marine terminals are provided information by ocean carriers related to potential arrival at berth 

and a bayplan to help facilitate the planning and order of loading and unloading services. MTOs 

function to facilitate the initial or end intermodal landside movements of cargo on behalf of their 

customers or clients, the ocean common carrier. Each cargo movement usually culminates, 

excepting on-dock rail shipments, with a trucking movement either contracted by the ocean 

carrier as ocean haulage, or the shipper as merchant haulage. The MTO, in most cases does not 

have a contractual relationship with shippers utilizing their facility. This adds complexity to the 

transaction of moving cargo that can be especially problematic if data and information flow is 

not well coordinated. Some port authorities have multiple terminals, and other port authorities

operate as a terminal, so responsibilities for MTOs and ports are interchangeable to extent that 

those ports that operate as an MTO.

The MTDS recommendations are intended to harmonize the process of securing information 

addressing terminal access for delivery and pick-up, ship arrivals and departures, and 

harmonizing the descriptions on the status of cargo relative to the ability to deliver or retrieve 
18

cargo from the terminal. According to industry sources, most existing operating systems in place 

can meet MTDS information recommendations, and no new information is being asked to be 

provided. MTO MTDS information would be classified as both Open Facing and Close Facing. 

This distinction would reflect the division largely between access to the facility, and information 

about cargo handling that could impact landside operational requirements.

Open Facing information would be required to be provided through an API, time and date 

stamped, and posted 12:00 PM (Local Time) the preceding day of business, to provide 

information as follows:

• ERD information 5 days in advance of an ocean carrier arrival operating with MTDS 

estimated arrival, based on real-time estimated forecasts for arrival;

• Information on loading and unloading operations at the berth with access to ocean vessel 

transit information, as provided by the ocean carrier;

• Terminal on-dock rail schedules with 12-hours’ notice on departure and 8-hours’ notice 

on arrival;

• Gate restrictions and closures to include weather or operational interruptions, empty 

container return acceptance, restrictions (e.g., double moves) or time window on free 

flow of freight movement, as well as change of location for storage or delivery

information;

• Truck Appointment availability and process, including notification when all 

appointments are booked for a particular day, and process for requesting, modifying, or 

cancelling appointments; and/or 

• Information on the availability of intermodal chassis. 

Closed Facing information is information that would be restricted to contractual parties in privity 

of contract, identical to existing contractual, statutory and regulatory requirements which protect 

container status information to those parties with possessory interests, or their agents. This 

information would be made available to those parties qualifying as recipients of Closed Facing 

information for a three-month period and stored by the MTO for a one-year period. The MTDS 

recommends that this information be harmonized in content as follows:

• Available: The container has been released by the carrier and is capable of physically 

being moved from terminal, time and date stamped. This would require a determination 

by the carrier that legal obligations by the consignee or BCO had been met sufficiently as 

determined by the carrier. Separately, the MTO would have to make the determination 

that it could physically be able to transition the container for the next step of its journey, 

and to the extent that the terminal had any direct legal obligations with the shipper, that 

those legal obligations had been met.

• Unavailable: The default designation when the container cannot be moved for any reason 

and is not in any other status, time and date stamped.

• On Hold: The container cannot be moved pending government inspection. In addition to 

a time and date stamp indicating when a lawful inspection agency had tendered notice of 

inspection, the time of change of container status, and in the event of the container 
19

inspection being off-terminal, a time and date stamp for gate-out/gate-in, and location of 

the inspection site.

• Cargo handling: The container cannot be moved pending cargo handling/stuffing and 

stripping/consolidation. In addition to a time and date stamp indicating the time of change 

of status, in the event of the container handling being off-terminal, a time and date stamp 

for gate-out/gate-in, and location of the cargo handling site.

In addition to harmonization of container status while in terminal, the MTDS recommends 

harmonization of status information on free time and demurrage penalties. 

The MTDS recommendation defines “demurrage” as a penalty charge that is assessed, by a 

terminal operator, for use of storage at the terminal, beyond an allocated period of free time for 

pick-up. To be consistent with the FMC’s guidance on demurrage and the incentive principle, the 

MTDS recommends that third party charges for demurrage be consistent with those that were 

implemented by the MTO.

The MTDS recommendation would also require that any party entitled to receive Closed Facing 

information on cargo status be entitled to receive information on the amount of free time for each 

container, commencement of demurrage, and any enhanced demurrage. Notice of demurrage 

status should be time and date stamped, with indications when a container permanently exited 

the terminal. This information should be retained available consistent with Closed Facing 

publication requirements (made available for up to three months and stored for one-year).

MTDS Intermodal Rail Recommendations

Intermodal rail service is critical to extending our supply chain to interior points of the Nation. 

Each port relies on intermodal rail services to different extent and competes vigorously to attract 

intermodal rail service to expand the reach of the port to further inland points. The better the 

intermodal rail service, the easier it is for a port to service long distance freight gateways with 

discretionary cargo. Rail intermodal cargo volumes to and from ports can vary, but larger port 

complexes tend to service greater volumes of Inland Point Intermodal (IPI) cargo. 

During the pandemic, intermodal rail service challenges contributed heavily to port congestion. 

Insufficient investment in personnel and equipment resulted in lost business opportunities, 

ultimately causing reductions in service and a temporary one-week suspension of service from 

West Coast ports to Chicago in July of 2021. Failing to extend MTDS recommended 

enhancements to railroad intermodal services would not effectively address the public need for 

coordinated real-time information through the entire supply chain. Accordingly, the MTDS 

recommends that intermodal rail carriers that carry over 250,000 intermodal car units, originating

under contract from ocean carriers through a MTDS covered port to an inland rail ramp/terminal, 

be subject to the following:

Open Facing information to be provided through an API, time and date stamped, that would 

provide train departure information 12 hours in advance of the initiation of loading an intermodal 

train consist of a MTDS qualified port, and train arrival information 8 hours in advance of arrival 

at a MTDS qualified port.
20

Closed Face information on the location of intermodal railroad services to and to be provided 

through an API, time and date stamped to provide the location of railroad service in transit to a 

MTDS qualified port, or to a qualified MTDS inland rail ramp/terminal. This information should 

be kept business confidential available to the transportation customers and encrypted and 

protected by a pin or other security system and only accessible to those parties legally entitled to 

access the data and should remain publicly available for 3 months and stored for a 1-year period. 

Intermodal rail ramps/terminals that are subject to the requirements of the MTDS would provide 

Open and Closed Facing information identical as those applicable to a marine terminal.

Ports Coordination Recommendations

The differences between U.S. ports are substantial, and most ports have developed in response to 

the unique service needs of surrounding communities, governance structure and geographical 

and market conditions impacting cargo movements. In the U.S., the major distinctions between 

ports are operating ports, landlord ports, and finally larger and smaller ports. Because of the

differences between U.S. ports, and the need for consumers of port services to have access to 

local business information, the MTDS recommendation calls for the establishment of a 

leadership role for port authorities to require MTDS ports to coordinate information from ocean 

carrier, MTO, and intermodal rail carrier services providers, to disseminate information related 

to berthing and access, and other general port-wide information. This will encourage greater 

transparency of services and provide access to general information effecting transportation and 

cargo handling services, securing berth access at port terminals and other information affecting 

port-wide operations. 

Separately, the MTDS recommendation calls for the FMC to issue voluntary guidelines on 

practices that could guide a better informed and coordinated system of services that impact the 

ability to move cargo through the intermodal system. The biosphere of actors that impact 

intermodal shipping is substantial, including, but not limited to intermodal chassis providers, 

drayage trucking companies and drivers, transloading facilities, offsite storage facilities, 

distribution centers, logistics companies and freight forwarders, and other intermodal service 

providers caring for and maintaining equipment and processing cargo. 

The MTDS recommendation for voluntary guidelines will cover the following:

• Forecasted and projected carrier and cargo service levels

• Adequacy of drayage trucking and drivers and intermodal equipment

• Policies related to making essential information publicly available from third party 

service providers of intermodal services (i.e., warehouses, storage facilities, distribution 

centers)

• Recommendations and advice for changes to policies impacting cargo handling 

operations

• Policies related to implementation of environmental benefits

• Equipment returns policies
21

• Response to special conditions or force majeure events

• Other market factors that could impede normal cargo handling operations

• Shipper obligations/best practices. 

The challenge of managing the terminal and port environment is already being endeavored at 

each U.S. port. Each port has different obstacles, so the MTDS recommendation would require 

MTDS ports to be a repository of information on ocean carrier, MTO, and rail carrier services

and certain other port-wide information. But would adopt an approach that would rely on FMC 

guidance to allow each MTDS port to consider policies related to intermodal shipping and 

ancillary services to respond according to its own need, and not subject to any direct federal 

mandate.

Many BCO/shippers participating in the MTDI complained about the lack of centralized 

information, or the lack of one source of information, for ease of access terminals and ports. 

While ocean carriers, MTOs, and intermodal rail carriers are the generators of information on 

transit and cargo status, they tend to focus more minutely on information and issues related to 

each entity’s service. Requiring each MTDS port to provide repository information on services to 

each port is consistent with existing practice and will reduce inefficiency. 

Requiring each port to continue to provide operational information will allow the port to 

independently determine whether to supplement or format information provided to make it more 

accessible. For instance, an MTO might only choose to provide shorter term ocean carrier arrival 

information at its terminal, while this information might be necessary and helpful to facilitate

cargo retrieval, it will not be especially helpful for long term planning of transportation. The 

MTDS recommendation will encourage each port to use operational data as they need, but also 

determine how to format the data, and source the data to serve general port needs that might not 

be shared from the individual actors sharing information. Under this division of authority, port 

authorities could either rely directly on access to information provided by intermodal carriers and 

MTOs or chose to format and provide additional information at their own discretion.

The MTDS recommendation for MTDS ports is to provide ocean carriers information necessary 

to secure pilotage and a berth at a terminal. Scheduling berthing time is essential in estimating 

arrival and coordinating an earliest return date, which initiates the scheduling of the landside 

operations, including truck and rail and securing terminal space. Each port handles piloting and 

berth availability differently, but better coordination and harmonization of practices are essential 

to allow ocean carriers to best forecast arrival time, and in providing reliability of service for 

shippers’ and other supply chain stakeholders. Ports would also provide information to address 

each related issue impacting port-wide operations. This could be weather-related access 

adjustments, national security-imposed modifications impacting shipping, or other extraordinary 

operational measures, such as temporary off-site storage, or empty container return sites.

In many cases, ports being blamed as the cause for congestion is unwarranted because of the 

multitude of business operations occurring at and around ports that are out of the port’s control. 

However, ports can, and should, provide a better window into the cargo movements and 

operational conditions of their facilities and connecting infrastructure. 
22

Other Considerations

Green Shipping Initiatives

Maximizing the data shared about port-to-port carrier calls will improve both the supply chain

and mitigate the environmental impact of shipping. The U.S. Department of State projects that if 

the shipping industry was a country, it would be the eighth largest emitter of greenhouse gas 

emissions.5If steps are not taken to move aggressively toward a zero-emission goal, then by 

2050, emissions from the sector are projected to increase by up to 50% from 2018 levels. Better data 

visibility and sharing can result in significant emission reductions, and the elimination of fruitless 

movements by drayage truck driving services because of misinformation, ultimately reducing

needless environmental harm.

The Coalition for Reimagined Mobility’s report, Solving the Global Supply Chain Crisis with 

Data Sharing, comprehensively examines the benefits of digitalization across the supply chain. 

Their report proposes a freight industry data standard that streamlines how industry 

communicates and shares data to make cargo movement more efficiently and recommends the 

establishment of localized data exchange centers at use ports to help disseminate shipping data.

The reported analysis shows data standards will reduce the cost of shipping goods on average by 

6% annually by 2050, and that sharing standardized data will reduce carbon emissions by 22% as 

well. Increased fuel efficiency, less congestion, and fewer idling ships and trucks will vastly 

improve air quality for U.S. port communities by cutting toxic air pollutants like nitrous oxide 

and sulfur dioxide by nearly 40%. 

Smart Containers/Next Generation Door-to Door Logistics

During the MTDI process, the advent of full-scale smart container technology by a major ocean 

carrier began to integrate itself into the supply chain. Smart container technology gathers and 

transmits GPS and other data that is owned by the container owner. One major carrier has 

already begun the process of deploying a smart container fleet into the supply chain. Other 

carriers are planning to launch similar versions of smart containers, and there is a U.S. domestic 

research initiative sponsored by the U.S. Government, industry and an academic institution that 

is well underway. The benefits of smart container technology were a main topic of conversation 

during the June 2022 MTDI Data Summit. 

Smart containers provide data regarding location, security breaches, temperature control, 

tampering, and other sensor data including, but not limited to, being able to visually monitor 

container contents during transit. Sensor data, as well as GPS data, can be integrated with other 

cargo data, such as manifest data, to provide a robust real time information to shippers, container 

lines and other transportation providers. Currently, the U.S. lags China and Europe in this sphere,

and currently there are no rules or regulations regarding “smart container” data security and data 

sovereignty, which could expose U.S. commercial and military shipments to advanced data 

5

 U.S. Department of State Press Release, Green Shipping Corridors Framework - United States Department of 

State, April 12, 2022.
23

mining by foreign interests. It is a potential national security threat if left completely unfettered

could create substantial jeopardy to national security objectives.

While it is too early to fully understand the impact smart containers may or may not have on the 

supply chain and individual shippers, experience will provide a better understanding of how this 

technology will impact the operational movements and security of cargo.

The implementation of MTDS recommendations would help build the value proposition for 

future smart container usage and will enhance market viability. 

Cyber Security/Enforcement

The MTDS recommendations do not make specific recommendations on any new cybersecurity 

protections. Given that the recommendations do not propose new data sources, it is not 

appropriate for the FMC specifically address issues already under purview by the U.S. Coast 

Guard. The U.S. Coast Guard recently released the Maritime Cybersecurity Assessment & 

Annex Guide (MCAAG), which will help Maritime Transportation Security Act (MTSA)-

regulated facilities and other Marine Transportation System (MTS) stakeholders address cyber 

risks. The MCAAG is a voluntary guide that serves as a resource for baseline cybersecurity 

assessments and plan development, particularly the Facility Security Assessments (FSA) and 

Facility Security Plans (FSP) required by MTSA. Proactively steps are underway to generate the 

necessary cybersecurity protection, however, as better MTDS information becomes available,

it will become increasingly necessary to evaluate cybersecurity protections.

Efforts have been underway for the past three years in the ocean carrier industry, through the 

DCSA, to establish standards for implementation of a track and trace methodology. While this 

effort is laudable, and in fact provides the basis for the MTDS recommendation for methodology 

in providing information, it suffers in application from the “first mover’s” syndrome. Actual 

application of the standards has been hindered by concern that implementation of technology 

upgrades would not pay-off vis-à-vis competitors that do not choose to invest in upgrades. 

Voluntary standards are in place right now, but the goal should be to do better. The FMC has 

recently implemented actions to strengthen its enforcement and compliance functions by 

establishing the Bureau of Enforcement, Investigations, and Compliance (BEIC). The 

Commission can encourage industry compliance with proposed recommendations for a MTDS.

Federal Support

While the MTDS recommendation only recommends potential changes within the purview of the 

FMC’s jurisdiction over ocean shipping, we received many comments through the MTDI process 

urging federal support to facilitate and push the adoption of best technology. While the FMC 

does not administer grant programs, other federal agencies that do could help defray costs and 

incentivize the implementation of best technology. Fundamentally, investment in technology 

upgrades to enhance cargo movement is relatively inexpensive and can be implemented on a 

short timetable. Discussions are already underway within the Administration on how to support 

enhanced levels of technology for data standardization and transmission, and requirements for 

the standardization of data should provide impetus for federal support. Given, the shorter-term
24

value propositions of technology enhancements for data standardization and transmission, 

hopefully, the Administration should be able to support and justify federal investment.

Next Steps

The recommendations contained in this report will continue to evolve. The Commission is in the 

process of internally reviewing this report and recommendations and considering the mechanism 

to provide the public and industry with the opportunity to provide feedback and input. In the 

Summer of 2023, the recommendations, after comment, will be presented to the Federal 

Maritime Commission. The recommendations urge the Commission to initiate the process to 

establish regulations for the establishment of a MTDS, and for further public input and 

consideration consistent with the FMC regulatory process.
25

Appendix 1.0 MTDS General Information Recommendations

General Information:

Authority:

• 46 U.S.C. § 41102(c) - “A common carrier, marine terminal operator, or ocean 

transportation intermediary may not fail to establish, observe, and enforce just and 

reasonable regulations and practices relating to or connected with receiving, handling, 

storing, or delivering property.”

Applicability:

• Data requirements will be applicable to all events and status impacts outlined for 

coverage in the international journey of containerized (TEU/FEU and high cube) cargo 

from point of receipt of cargo in the United States for export, or the point of receipt of 

cargo at a foreign nation for import, by a common carrier under a through bill of lading. 

MTDS data requirements will continue until delivery at inland point destination.

• Data requirements will be applicable to all events and impacts outlined for coverage to 

the extent of Federal Maritime Commission (FMC) jurisdiction over through 

transportation under through rate, as defined in 46 U.S.C. § 40102 (25) & (26).

• Data requirements are mandated to be provided as an API.

Best information:

• MTDI system information recommendations will be provided from the best available 

source of information, and the best source of information resides with the operator or 

party to the journey is in actual possession of the cargo. To the extent that a common 

carrier wants to provide information when another operator or party in the journey is in 

possession of the cargo, the common carrier will provide the same information as 

provided by the operator or party that has possession of the cargo, or alternatively 

provided direct access to the same information from the party in possession of the cargo.

Information:

• Data that should be provided will be classified as either available as Open Facing, or 

Closed Facing.

• Open Facing information is data that will be made available to the public. This 

information should remain available publicly for 3 months and stored for up to a 2-year 

period.

• Closed Facing information is data that is business confidential available to the 

transportation customer and is encrypted and protected by a pin or other security system 
26

and accessible only to those parties legally entitled to access the data and should remain 

publicly available for 3 months and stored for one year.

Appendix lexicon recommendations:

The MTDS provides a harmonized glossary of terms describing legal activities that should be 

covered by the Maritime Transportation Data System and establishes the lexicon to describe 

transportation events and status description for containerized cargo covered by MTDS. 

Importantly, the lexicon and information requirements establishing a real-time system of 

information governing the movement and status of containerized cargo through the entirety of 

the system would be enforced by regulation in order to harmonize compliance. The following 

harmonization of definitions that bear special importance are:

• Detention: is a penalty charge that is assessed, by a carrier, for use of a container, beyond 

an allocated period of free time, to incentivize the return of the container. To the extent 

that a 3rd party collects detention on behalf of a carrier it shall be consistent with the 

amount charged by the carrier for use of its container more than allocated free time.

• Demurrage: is a penalty charge that is assessed, by a terminal operator terminal, for use 

of storage at the terminal, beyond an allocated period of free time for pick-up, to 

incentivize the pick-up of the container from the terminal. To the extent that a 3rd party 

collects demurrage on behalf of a terminal it shall be consistent with the amount 

demurrage charged by the terminal operator.

• Earliest Receiving Date: The earliest receiving date (ERD) is an actual and estimated 

event where a carrier provides publication information to a terminal for publication that 

the carrier is estimating real time (ETA) arrival at a terminal berth within five days. The 

terminal would be required to make this information available to provide terminal access 

to exporters. Any change to availability caused because of issues related to terminal 

operating requirements shall be made publicly available by 12 PM the preceding day of 

business.

Ocean carrier real time information recommendations for common carrier service include the 

following definitions:

• Planned: a carrier or carriers formulates master and long-term schedule that provided 

public information three months in advance with real time information of notice of 

blanked sailings time and date stamped.

• Estimated: a carriers or carriers, consistent with a long-term schedule, provided public 

information of the forecasted real time status (ETA), with status information, for the 

completion time of arrival at berth. The running forecast should be accomplished as soon 

as safe and feasible after operational decisions are made impacting the completion time, 

and be time and date stamped. 
27

• ERD ETA: a carrier or carriers shall also provide public information with forecasted real 

time status, with status information, for the time of arrival (ETA) at berth, five days in 

advance of arrival at berth, time and date stamped. This information shall be made 

publicly available by MTO to serve as the earliest receiving date (ERD) for export 

containers.

• Actual: the vessel of the carrier arrives at berth, time and date stamped.

Marine terminal cargo status recommendations include the following definitions:

• Available: the container has been released by the carrier and the container is capable of 

physically being moved from terminal. Time and date stamped, with final gate-out time 

and date stamped.

• Unavailable: the container cannot be moved for any other reason. Time and date 

stamped.

• On hold: the container cannot be moved pending government inspection. In addition to a 

time and date stamp indicating the time of change of status, in the event of the container 

inspection being off-terminal a time and date stamp for gate-out/gate-in and location of 

the inspection site.

• Cargo handling: the container cannot be moved pending cargo handling/stuffing and 

stripping/consolidation. In addition to a time and date stamp indicating the time of change 

of status, in the event of the container handling being off-terminal a time and date stamp 

for gate-out/gate-in and location of the cargo handling site.

• Demurrage: status of information on commencement of free time and any change to 

demurrage status, time and date stamped.
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Appendix 1.1 Ocean Carriers Recommendations

Open Facing information to provide public information through API for ocean transport:

Voyage information – information related to the loading of vessels to be provided on a planned, 

estimated real time basis (ETA) and actual basis. Recommendations include the following:

• Planned: a carrier or carriers formulates master and long-term schedule that provided 

public information three months in advance of any voyage with real time information of 

notice of blanked or delayed sailings time and date stamped, in the event of a delayed 

sailing, the ETA of the new departure.

• Estimated (ETA): a carriers or carriers, consistent with a long-term schedule, provide 

public information of the forecasted real time status, with transportation status 

information, for the completion time of arrival at berth. The running forecast should be 

accomplished as soon as safe and feasible after operational decisions impacting the 

completion time, and be time and date stamped. 

• Estimated Earliest Receiving Date: a carrier or carriers shall also provide public 

information with forecasted real time status, with transport event status information, five 

days in advance of arrival at berth to any terminal planned for service. The terminal shall 

also make this information publicly available, and this shall serve as the earliest receiving 

date (ERD) at the terminal. Publicly available carrier and terminal ERD information shall 

be time and date stamped.

• Actual: the vessel of the carrier arrives at berth, time and date stamped.

Ocean carrier vessel voyage information – vessel IMO number; ISO country code of 

departure; UN locations and facility identification for departure; planned and ETA of all arrival 

port calls with ISO Country Code and UN locations and facility identification for arrival.

• Transport event status – position information related to the status of transport of the 

vessel from the commencement of the voyage on a real-time basis. To be accompanied 

with vessel operating status as regular, slow speed, idling or anchorage, at berth outside 

of the U.S. with status of arrival and ETA for departure from berth; reasons for delay 

provided pursuant to the SMDG (“Ship Message Design Code”) Delay Reason Code.

• Port of discharge events – a carrier or carriers shall provide status information related 

prior to commencement of the unloading/loading of vessel which shall be described 

under one of the four MTDS lexicon described categories of port call phases, as either: 

in-bound, shifting, alongside, or outbound.

• Unloading/loading at berth events – a carrier or carriers shall provide actual real-time 

notice of unloading and loading while at berth consistent with MTO information on 

loading and unloading, or by providing access to MTO information.
29

• Subsequent planned port calls – a carrier or carriers shall provide the same planned, 

estimated, and actual information related for each round-trip voyage until completion of 

the journey.

• Ocean carrier open and closed face information on status of cargo while in 

subsequent possession of MTO’s and intermodal rail carriers – a carrier or carriers 

shall provide consistent information on cargo status as provided by the subsequent MTO 

service provider or intermodal rail carrier that is in possession of the cargo or provide 

direct access to the MTO or rail carrier cargo status information.
30

Appendix 1.2 Marine Terminal Operator Recommendations

Open Facing Information to be supplied by Marine Terminal Operators:

Earliest receiving date (ERD) - a Marine Terminal Operator (MTO) shall make publicly 

available information provided by a carrier or carriers or provide data consistent from a carrier or 

carriers that shall serve to provide notice to cargo of the earliest receiving date (ERD) for any 

ocean carriers that will provide scheduled service to an MTO berth five days from the carriers 

real-time estimated (ETA) arrival to berth. Any change to availability for cargo delivery caused 

because of issues related to terminal operating requirements shall be made publicly available by 

12 pm the preceding day of business. Information related to change of status of an ERD shall be 

time and date stamped.

• Notice of commencement and ending of loading/unloading – a MTO shall make 

publicly available actual real time information on carrier arrival by vessel name and IMO 

number; ISO country code of departure with real time information on the commencement 

of loading and unloading operations and the end time for those operations.

• On-dock rail departures – a MTO shall make publicly available actual real time 

information within 12 hours of scheduled local work related to the loading and unloading 

of an intermodal train consist, and estimated EST on departure.

• Notice of MTO availability and operating requirements – a MTO shall make publicly 

available information on access to its facility for import, export and empty containers, 

including information related to any operational changes at the facility that impede or 

enhance the ability to pick up or deliver containers to or from the facility. This 

information should be provided daily and posted 12:00 pm the preceding day of business. 

Any changes to this information should be made publicly available on a real-time basis as 

soon as safe and feasible after operational decisions has been made to change policy, and 

time and date stamped. Specific information that should be made publicly available is as 

follows:

o Appointments process: a MTO shall make publicly available information on the 

availability of appointments by 12:00 pm the preceding day of business. The 

information should clearly define the process of securing, altering, or cancelling 

an appointment and any other business process attendant to the use of the 

appointment system. Any changes to this information should be made publicly 

available on a real-time basis as soon as safe and feasible after operational 

decisions has been made to change policy, and time and date stamped.

o Terminal access: a MTO shall make publicly available information on the 

availability of appointments by 12:00 pm the preceding day of business. This 

information should clearly define the process of securing access into the terminal. 

This should clearly define restriction on access related to policies restricting cargo 

movement due to dual use restrictions, restrictions on the return of empty 

containers or other policies that restrict access into the terminal. Any changes to 
31

this information should be made publicly available on a real-time basis as soon as 

safe and feasible after operational decisions has been made to change policy, and 

time and date stamped.

o Intermodal equipment: a MTO shall make publicly available information on 

restrictions on access to the terminal based on the availability or non-availability 

of intermodal equipment necessary for movement or handling cargo, by 12:00 pm 

the preceding day of business. This information should clearly define restrictions 

or the availability of access to intermodal chassis, or equipment for refrigeration 

storage, or other service restrictions that could impede cargo handling in the 

terminal on access to intermodal equipment or services necessary to move 

containerized cargo. To the extent that a third party provides this service the MTO 

shall provide the same information as provided by the third party, or alternatively 

provide direct access to the information from the third party. Any changes to this 

information should be made publicly available on a real-time basis as soon as safe 

and feasible after operational decisions has been made to change policy, and time 

and date stamped.

o Off-site storage or special operating conditions: a MTO shall make publicly 

available information on unique or special operational conditions requiring 

special operating procedures for access to a terminal or cargo at a terminal caused 

by force majeure or non-routine operational events. This information should 

clearly define the operational requirements being used to address the handling of 

cargo. To the extent that a third party provides address the changes to regular 

operation the MTO shall provide the same information as provided by the third 

party, or alternatively provide direct access to the information from the third 

party. Any changes to this information should be made publicly available on a 

real-time basis as soon as safe and feasible after operational decisions has been 

made to change policy, and time and date stamped.

Closed Facing information on cargo status during MTO custody:

• Closed Facing information – is data that is business confidential available to the 

transportation customer and is encrypted and protected by a pin or other security system 

and accessible only to those parties legally entitled to access the data. In the case of a 

terminal this will be primarily ocean carriers, shippers and agents representing shippers.

• Status of cargo during MTO custody – a MTO shall ensure that any party entitled to 

receive the following Closed Facing information on cargo status of each container in the 

terminal. Generally, each container will be classified in only one of the following four 

status categories noted below, status and notice of status should be time and date stamped 

and retained available consistent with Open Facing publication requirements (made 

available for up to three months and stored for one year). Categories of status are as 

follows: 
32

o Available: is when the container has been released by the carrier and is capable of 

physically being moved from terminal;

o Unavailable: is the default designation when the container cannot be moved for 

any other reason and is not in any other status;

o On hold: is when the container cannot be moved pending government inspection. 

In addition to a time and date stamp indicating the time of change of status, in the 

event of the container inspection being off-terminal a time and date stamp for 

gate-out/gate-in and location of the inspection site; and/or

o Cargo handling: is when the container cannot be moved pending cargo 

handling/stuffing and stripping/consolidation. In addition to a time and date stamp 

indicating the time of change of status, in the event of the container handling 

being off-terminal a time and date stamp for gate-out/gate-in and location of the 

cargo handling site.

• Status of free time and demurrage during MTO custody of cargo – a MTO shall 

ensure that any party entitled to receive Closed Facing information on cargo status is 

entitled to receive information on the amount of free time, commencement of demurrage, 

and any enhanced demurrage payment for each container in the terminal. Notice of status 

should be time and date stamped and retained available consistent with Open Facing 

publication requirements (made available for up to three months and stored for one 

year).
33

Appendix 1.3 Port Operations Coordination Recommendations

General information and applicability:

• Applicability – a U.S. port authority, who handles, or whose terminal tenants handle 

over 250,000 TEU’s of import, export, and empty containers in any one year, would 

establish a Ports Operations Coordination (POC) process. The POC process shall include 

the following two elements as enumerated below: 1) POC MTDS information and 2) 

POC coordination.

• Port coordination – a U.S. port may choose to coordinate with another nearby port.

• Voluntary application of MTDS – a U.S. port not subject to MTDS requirements may 

apply to the FMC to be made subject to MTDS requirements.

• Best information available – data will be provided from the best available source of 

information, and the best source of information resides with the operator or party to the 

journey is in actual possession of the cargo. To the extent that a party wants to provide 

information when it is not in actual possession of the cargo, the party will provide 

consistent information as provided by the operator or party that has possession of the 

cargo, or alternatively, provided direct access to the party in possession of the cargo.

POC MTDS Information:

• The primary intent in the establishment of the POC is for coordination in the transmission 

of information of ocean carriers, MTO’s and intermodal rail carriers. The POC is to 

provide a central repository of data affecting port and inland terminals and other facilities 

that service affected ports. The focus will be to coordinate the best available data from 

ocean and intermodal carriers, and marine terminals, as follows:

• Open Facing information to be supplied by POC from:

o Carriers – the POC MTDS should provide open face publicly available 

information from all carriers subject to MTDS requirements that intend to provide 

service at a terminal berth in their port.

o MTOs – the POC MTDS should provide open face publicly available information 

from all MTO’s subject to MTDS requirements that intend to provide service at a 

terminal berth in their port.

o Intermodal rail carriers - the POC MTDS should provide open face publicly 

available information from all intermodal rail carriers, subject to MTDS 

requirements, that carry inland intermodal containers that were provided service 

at a terminal berth in their port.
34

o Special operating conditions – the POC MTDS should provide open face publicly 

available information to inform the shipping public to information to help 

alleviate issues arising from force majeure events or other market factors that 

could impede normal cargo handling operations. The information should either be 

intended to alert to potential unusual conditions, or to inform of special operating 

practices that were being implemented to respond to the unusual conditions. This 

information should be formulated pursuant to the POC coordination process.

o POC berthing information – the POC MTDS should open face publicly available 

information to ocean carriers to inform them on the best source of information to 

secure information on any potential delay in securing berth availability. This 

information is to be used by the carrier in formulating their ETA to berth 

forecasted arrival time.

o Intermodal service providers – the POC MTDS should provide open face publicly 

available information from all intermodal service providers pursuant to the POC 

coordination process.

POC Coordination Process:

General information:

The POC process is intended to require the facilitation of open transmission of information from 

ocean carriers, intermodal carriers, and the MTOs that handle containerized cargo through their 

port complex, to facilitate access to information related to securing berth access and related 

services for ocean carriers, and to provide port-wide information related to special operating 

conditions. In addition to help coordinate services provided to assist in the movement of 

intermodal cargo through the supply chain, the MTDS would propose the issuance of guidelines 

for port service coordination as outlined below. 

POC Coordination Process:

• Commission guidelines – Given the unique challenges in managing services at each U.S. 

port, and the wide variety of differences between ports, the MTDI recommendation calls 

for, at present, the implementation of voluntary guidelines for each port to consider as 

they implement MTDS standards for in-transit visibility and transparency. Each port has 

different needs for coordination, for instance, an operating port functioning as an MTO 

will have completely different need for coordination from a landlord port, and similarly a 

smaller port has much different challenge from a larger port complex. Accordingly, the 

MTDI recommendation, at present, will call for each port subject to the requirements of 

the MTDS to exercise good faith efforts to implement a POC coordination process 

responsive to the needs of their port, and the implementation of FMC guidelines port 

coordination.
35

• Elements of POC process guidelines:

o Establishment of relevant and pertinent stakeholders impacting intermodal 

movement of cargo to provide advice on coordinating intermodal services. This 

should include, but is not limited to; ocean carriers, MTO’s, intermodal rail 

carriers, longshore labor, drayage trucking companies, intermodal equipment 

service providers, major BCO’s and shipper intermediaries using the port 

complex, major off-terminal storage or handling sites, transloading facilities 

warehousing or other distribution centers directly impacting and intermodal 

container service through the port complex.

o Establishment of a protected and confidential process to consider issues impacting 

the adequate and efficient movement of intermodal container service, with respect 

to information on those intermodal container services directly impacting 

operations through the port.

o Issues of consideration and advice through the POC process should include, but is 

not limited to:

▪ Forecasted and projected carrier and cargo service levels.

▪ Adequacy of drayage trucking and intermodal equipment.

▪ Policies related to making essential information publicly available from 

third party service providers of intermodal services (i.e., warehouses, 

storage facilities, distribution centers).

▪ Recommendations and advice for changes to policies impacting cargo 

handling operations.

▪ Equipment returns policies.

▪ Response to special conditions or force majeure events.

▪ Other market factors that could impede normal cargo handling operations.

▪ Shipper obligations/best practices.

• Special operating conditions – the POC shall provide open face publicly available 

information to inform the shipping public of information to help alleviate issues arising 

from force majeure events or other market factors that could impede normal cargo 

handling operations. The information should either be intended to alert to potential 

unusual conditions, or to inform of special operating practices that were being 

implemented to respond to the unusual conditions. This information should be formulated 

with advice and pursuant to the POC coordination process.
36

Appendix 1.4 Intermodal Rail Carriers Recommendations

General information and applicability:

• Applicability – MTDS data requirements would be applicable to intermodal rail carriers 

that provide intermodal transportation from a U.S. port that is subject to MTDS, to points 

inland under a through bill of lading issued by an ocean carrier. Intermodal rail carriers 

and the rail ramps/terminals that provide transportation service to and from a U.S. port 

subject to MTDS requirements if they imported or exported from that port and handle 

over 250,000 TEU’s annually on a cumulative basis to an inland rail ramp/terminal. 

Open Facing information to provide for intermodal rail:

• Train departures – A intermodal rail carriers, subject to the MTDS, will post 

information within 12 hours of scheduled local work related to the loading and unloading 

of an intermodal train consist, and estimated EST on departure.

• Train arrivals – a intermodal rail carrier will make publicly available information within 

12 hours of projected scheduled local work related to the loading and unloading of an 

intermodal train consist, and estimated EST of arrival.

• Notice of rail ramp/terminal availability and operating requirements – a rail 

ramp/terminal, providing services to an ocean carrier under a through bill of lading from 

a MTDS covered port, shall make publicly available information on access to its facility 

for import, export and empty containers, including information related to any operational 

changes at the facility that impede or enhance the ability to pick up or deliver containers 

to or from the facility. This information should be provided daily and posted 12:00 pm 

the preceding day of business. Any changes to this information should be made publicly 

available on a real-time basis as soon as safe and feasible after operational decisions has 

been made to change policy, and time and date stamped. Specific information that should 

be made publicly available is as follows:

o Appointments process: a rail carrier, subject to the MTDS, shall make publicly 

available information on the availability of appointments at their rail ramp by 

12:00 pm the preceding day of business. The information should clearly define 

the process of securing, altering, or cancelling an appointment and any other 

business process attendant to the use of the appointment system.

Any changes to this information should be made publicly available on a real-time 

basis as soon as safe and feasible after operational decisions has been made to 

change policy, and time and date stamped.

o Terminal access: a rail carrier, subject to the MTDS, shall make publicly 

available information on the availability of appointments by 12:00 pm the 

preceding day of business. This information should clearly define the process of 

securing access into the rail ramp. This should clearly define restriction on access 
37

related to policies restricting cargo movement due to dual use restrictions, 

restrictions on the return of empty containers or other policies that restrict access 

into the terminal. Any changes to this information should be made publicly 

available on a real-time basis as soon as safe and feasible after operational 

decisions has been made to change policy, and time and date stamped.

o Intermodal equipment: a rail carrier, subject to the MTDS, shall make publicly 

available information on restrictions on access to the terminal based on the 

availability or non-availability of intermodal equipment necessary for movement 

or handling cargo, by 12:00 pm the preceding day of business. This information 

should clearly define restrictions or the availability of access to intermodal 

chassis, or equipment for refrigeration storage, or other service restrictions that 

could impede cargo handling in the terminal on access to intermodal equipment or 

services necessary to move containerized cargo. To the extent that a third party 

provides this service the rail carrier shall provide the same information as 

provided by the third party, or alternatively provide direct access to the 

information from the third party. Any changes to this information should be made 

publicly available on a real-time basis as soon as safe and feasible after 

operational decisions has been made to change policy, and time and date 

stamped.

o Off-site storage or special operating conditions: a rail carrier, subject to the 

MTDS, shall make publicly available information on unique or special 

operational conditions requiring special operating procedures for access to a 

terminal or cargo at a terminal caused by force majeure or non-routine operational 

events. This information should clearly define the operational requirements being 

used to address the handling of cargo. To the extent that a third party provides 

address the changes to regular operation the MTO shall provide the same 

information as provided by the third party, or alternatively provide direct access 

to the information from the third party. Any changes to this information should be 

made publicly available on a real-time basis as soon as safe and feasible after 

operational decisions has been made to change policy, and time and date 

stamped.

Closed Facing information on cargo status during rail carrier custody:

• Closed Facing information – is data that is business confidential available to the 

transportation customer and is encrypted and protected by a pin or other security system 

and accessible only to those parties legally entitled to access the data. In the case of a rail 

carrier this will be primarily ocean carriers, shippers and agents representing shippers.

• Railroad Transport Events – a railroad carrier shall provide Closed Facing information 

on position information related to the status of transport of the railroad from the 

commencement of the voyage on actual real-time basis with real-time EST for arrival at 

the intermodal terminal.
38

• Status of cargo during rail carrier custody – a rail carrier shall ensure that any party 

entitled to receive the following Closed Facing information on cargo status of each 

container in the terminal. Generally, each container will be classified in only one of the 

following four status categories noted below, status and notice of status should be time 

and date stamped and retained available consistent with Open Facing publication 

requirements (made available for up to three months and stored for two years). Categories 

of status are as follows: 

o Available: is when the container has been released by the carrier and is capable of 

physically being moved from terminal.

o Unavailable: is the default designation when the container cannot be moved for 

any other reason and is not in any other status.

o On hold: is when the container cannot be moved pending government inspection. 

In addition to a time and date stamp indicating the time of change of status, in the 

event of the container inspection being off-terminal a time and date stamp for 

gate-out/gate-in and location of the inspection site.

o Cargo handling: is when the container cannot be moved pending cargo 

handling/stuffing and stripping/consolidation. In addition to a time and date stamp 

indicating the time of change of status, in the event of the container handling 

being off-terminal a time and date stamp for gate-out/gate-in and location of the 

cargo handling site.

• Status of free time and demurrage during intermodal rail carrier custody of cargo –

a rail carrier, subject to the MTDS, shall ensure that any party entitled to receive Closed 

Facing information on cargo status is entitled to receive information on the amount of 

free time, commencement of demurrage, and any enhanced demurrage payment for each 

container in the terminal. Notice of status should be time and date stamped and retained 

available consistent with Open Facing publication requirements (made available for up to 

three months and stored for two years).
39

Appendix 1.5 National Shipper Advisory Committee Recommendations 

on Data

Recommendation: Require Ocean carriers to publish these container level data elements 

maintaining historical time stamps of milestones in a public format for 180 days and accessible 

for up to two years. 

Minimum required U.S. Export Cargo Data Set: 

• Empty pickup container yard location 

• Empty pickup date 

• Loaded container location and earliest return date

• Loaded container ingate return

• Last free port demurrage date 

• Last free equipment detention date

• Actual origin departure date 

• Port of transshipment, when applicable

• Estimated arrival at port of transshipment

• Actual arrival at port of transshipment

• Actual departure from port of transshipment

• Additional unplanned transshipment information 

• Estimated arrival at port of destination 

• Actual arrival at port of destination

• Vessel berthing date at port of destination 

• Container unloaded at port destination 

• Container location on terminal 

• Container pickup available date 

Minimum required U. S. Import Cargo Data Set: 

• Loaded container origin terminal ingate date 

• Estimated origin departure date 

• Actual origin departure date 

• Port of transshipment, when applicable 

• Estimated arrival at port of transshipment

• Actual arrival at port of transshipment 

• Actual departure from port of transshipment 

• Additional unplanned transshipment information 

• Estimated arrival at port of destination 

• Actual arrival at port of destination 

• Vessel berthing date at port of destination 

• Container unloaded at port destination Container location on terminal 

• Container Hold details (when applicable) 
40

• Carrier holds

• Terminal holds 

• Customs holds 

• Container pickup available date

• Container last free port demurrage date

• Container last free equipment detention date 

• Laden container out gate – include trucker SCAC & chassis number 

• Empty ingate return date – include trucker SCAC & chassis number 

NSAC’s recommendation: If this data set is not followed by all ocean carriers and provided in a 

timely manner, it should be considered an unreasonable practice by the Federal Maritime 

Commission. For these reasons, we, as the unified National Shipper Advisory Committee, hereby 

recommend that the Federal Maritime Commission initiate rulemaking to require the data 

alignment for specific container detail prior to and while in the ocean carriers' network.

https://www.fmc.gov/wp-content/uploads/2023/02/CommissionResponseData.pdf
41

Appendix 1.6 List of MTDI Meetings and Participants

Drayage Trucking: December 14, 2021

• Tom Heimgartner, CEO, Best Transportation

• Robert Loya, COO, TGS

• Eric Wright, Vice President, Washington Trucking Associations

• Will Connell, President, Gulf Intermodal Services, LLC 

• Jarrett Cooper, President, BW Mitchum

• Michael Caney, Savanah Port City Logistics

Warehouse, Distribution Centers, 3rd Party Logistics Providers: - January 11, 2022

• Doug Sibila, CEO, Peoples Services, Inc

• Alex Guzman, Customer Service Manager, Interport Logistics

• Jared Stadlin, President, Linden Warehouse & Distribution Co., Inc

• Brett Mears, Owner, Palmer Logistics

• Jeremy Van Puffelen, President, Prism Logistics

Beneficial Cargo Owners: - January 18, 2022

• Michael Brock, Senior Director II Inbound Transportation, Walmart

• Randy Strait, Senior Director, Transportation Meat & Pork, Tysons

• Nadia Scornaienchi, North America Supply Chain Director, International Trade 

Operations at Dow Inc Dow Chemical

• Bryan Ward, Senior Director International Logistics, Home Depot

• Dan Miller, Global Container Lead, Cargill

• Patricia Ritz, Senior Director, International Logistics, Target 

Chassis Industry: - January 25, 2022

• Ron Widdows, President/CEO, FlexiVan 

• Daniel Walsh, President/CEO, TRAC Intermodal 

• Mike O’Malley, Senior Vice President, Government & Public Relations, Human 

Resources, DCLI 

Railroads: - February 1, 2022

• Scott C. Hernandez, Assistant Vice President, Intermodal/Automotive Service Design & 

Equipment, BNSF

• Jay Strongosky, Director, International Intermodal Sales, CSX

• D’Andrae Larry, Group Vice President, International Marketing and Sales, Norfolk 

Southern

• Jim L. Bishop, Director International Sales, Union Pacific

Federal Partners (USDOT/CBP/Commerce/Agriculture/Census): - February 8, 2022

• April Taylor, Economist, Transportation Services Division, USDA/AM U.S. Department 

of Agriculture

• Matthew Chambers, Senior Transportation Specialist, U.S. Department of Transportation 

Bureau of Transportation Statistics
42

• Olivia Volkoff, Policy Advisor, Office of the Secretary, Office of Policy and Strategic 

Planning, U.S. Department of Commerce

• Jim Swanson, Director, Cargo Security and Controls, Cargo and Conveyance Security 

Division, Office of Field Operations, U.S. Customs and Border Protection

• Berin Linfors, Chief, Commodity Flow Branch, U.S. Census Bureau

Ocean Transportation Intermediaries (Forwarders and NVOCCs): - February 15, 2022

• Butch Connor, Vice President, John S. Connor, Inc. 

• Michelle Fajardo, President, Cargo International Consolidators, Inc. 

• Terry Maready, Chief Information Officer, Mallory Alexander

• Alan E. Baer, President OL USA LLC 

FedEx/Amazon: - February 22, 2022

• Cindy Allen, Vice President Regulatory Affairs & Compliance, FedEx Logistics

• Adnan Qadri, Director Global Imports-Network Planning and Infrastructure, Amazon

Large Aggregators: - March 1, 2022

• Steve Lee, Vice President of Regulatory and Trade Compliance, Flexport 

• Chris Penley, Director Global Operations, C.H. Robinson 

• Phil Denning, Vice President, U.S. Sea Logistics Operations, Kuehne + Nagel Inc. 

Maritime Labor: - March 8, 2022

• Alan Robb, President, South Atlantic Gulf Coast District, International Longshoremen’s 

Association

• David Cicalese, Executive Vice President, International Longshoremen’s Association

• Mike Podue, Labor Relations Representative (LA/LB), International Longshore and 

Warehouse Union Local 63 

• Dane Jones, Clerks’ Technology Coordinator, International Longshore and Warehouse 

Union

Data Solutions: Available Technology/Platforms: - March 15, 2022

• Tim McLaughlin, Vice President, Trade Analytics & Industry Solutions Maritime & 

Trade, IHS Markit 

• Tom Holwell, Product Manager, Government, Lloyd’s List Intelligence

• Miles J. Varghese, Co-founder & CEO, CargoLogic, 

• Gordon Downes, Chief Executive Officer, NYSHEX

International Standards: March 22, 2022

• Gordon Gillerman, Director, Standards Coordination Office, National Institute of 

Standards and Technology and U.S. Department of Commerce Standards Executive

• Tom Sproat, Senior Director of Global Network Development, Tradelens

• Dominique Willems, Head of Public Affairs & Government Relations Digital Container 

Shipping Association

Marine Terminal Operators 
43

Marine Terminal Operators (Part 1) - March 29, 2022

• Anthony Otto, President and CEO Long Beach Container Terminal, LLC 

• Steve Rauch, Senior Director Information Technology, South Carolina Ports Authority

• Mark Higgins, Director of Motor Carrier Experience, The Port of Virginia.

• Jeff Davis, Chief Port Operations Officer, Port of Houston

• Hyun Jung (HJ) Yoon, Chief Commercial and Strategy Officer, Yusen Terminals

Marine Terminal Operators (Part2) - April 5, 2022

• Thomas “TJ” Rucker, Vice President, SSA Marine Inc.

• John Atkins, President, Global Container Terminals USA

• Griff Lynch, Executive Director, Georgia Ports Authority

• Kris Calkins, CEO, New Orleans Terminals

• Jose Alfredo Peto Martínez, LAM /NAM Data & Analytics Lead, APM Terminals

• Richard Spohn, Director of Revenue Analysis, Seaboard Marine Ltd 

Ocean Carriers 

Ocean Carriers (Part 1) - April 12, 2022

• Andrew Donohue, Vice President of Customer Service, OOCL

• Violeta Chan, Business Coordination Department, Evergreen Shipping Agency 

(America) Corp

• Andre Simha, Global Chief Digital & Information Officer, MSC Mediterranean Shipping 

Company

• Sandeep Govil, Head of North America Revenue Management, Hapag-Lloyd

• John Stone, Vice President, BPIT Strategy & Innovation, Ocean Network Express North 

America

• John Lauer, Executive Vice President and Chief Commercial Officer, Matson

• Dharmesh Patel, Vice President & Chief Information Officer, CMA CGM

Carriers (Part 2) - April 19, 2022

• Simon (SH) Park, Head of Information Technology Department, HMM America Inc. 

• Leo Chiang, Information Technology & Business Process Group, Yang Ming (America) 

Corp.

• Roman Ramirez, Director Sales ,Operations & Yield Management ZIM Integrated 

Shipping Services Co, LLC (US)

• Jake Meehan, Head of Ocean EDI Integration, Maersk

• Kathi Scott, Vice President of Shipping Information Technology Digital Business,

Crowley

• Tom Takase, Vice President, COSCO Shipping Lines (North America) Inc.
44

Appendix 1.7 MTDI Lexicon

Actual (event) An event is a service in the process of being completed, along with 

a real-time estimation (ETA) of completion of service; or the time 

that it completed the service, in accordance with the definition of 

the relevant event type. It should be time and date stamped and 

provide supporting status information.

Administrative clearance The process of getting the necessary permits (written, electronic or 

informal) to be compliant with relevant local legislation including 

customs, immigration, health, cargo operations, and security.

Also notify A party (person or company) who should also be notified of the 

arrival of the cargo along with the notified party.

Arrival Arrival is the event which occurs, when a mode of transport 

reaches its final or intermediate destination, and the mode of 

transport is ready for load/discharge operations to begin at the 

specified location. Depending on the mode of transport arrival will 

have different definitions: 

• Vessel: a vessel has arrived once the vessel is berthed at the 

port terminal. 

• Rail: a rail transport has arrived once the transport is 

stationary at the intended platform or rail head. 

• Truck: a truck has arrived once the truck is stationary in 

front of the loading dock or other loading facility.

Arrival notice Notification to the notifying party (often the consignee and/or 

notify party) on the estimated arrival time of the shipment.

Barge A flat-bottomed floating structure built mainly for transport of 

cargo/equipment at coastal areas, rivers, canals or on open sea. A 

barge may or may not be self-propelled.

Bayplan The bayplan is the complete overview of containers stowed on the 

vessel. This includes slots for each container. It is provided by the 

terminal to the vessel operator, who will distribute it further, if 

needed. The associated EDI-message, Baplie, is often used instead 

of the term bayplan.

Berth The space assigned to or taken up by a ship when anchored or 

when lying alongside a quay, wharf, jetty, or other structure.

Berth information Information made publicly available through the Port Operations 

Coordination process to provide information on the appropriate 
45

point of contact for information related to future berthing at a port. 

Berth information should be used to help formulate the carrier’s 

forecasted estimate of arrival at berth.

Berth location A specific position within a berth identified by a physical or 

electronic marker or measurement (e.g., bollard, manifold, ramp 

number, meters, GPS) allowing the ship to be correctly positioned 

within the berth.

Best information The best source of information on intermodal shipping is the party 

in possession of the container. Information made available to the 

public should be sourced from the best available source. If a third 

party not in possession of a container provides information on 

intermodal shipping it should either provide direct access to the 

party in possession of the container, or consistent with information 

to the party in possession of the container.

Bill of Lading (B/L) Contractual document issued to the shipper which confirms the 

carrier's receipt of the cargo, acknowledging goods being shipped 

or received for shipment and specifying the terms of delivery (as 

evidence of the contract of carriage). The Bill of Lading is usually 

prepared based on shipping instructions, including cargo 

description, given by the shipper on forms issued by the Carrier 

and is the title to the goods and can be a negotiable document.

Blank Sailings Occurs when a an already planned voyage is cancelled. In this case 

the voyage number is not retained, and planned port calls are 

“blanked”, and publicly noticed as a planned activity as soon as 

safely feasible given operational safety.

Booking A reservation of space and/or equipment for a vessel/voyage and 

possibly inland transport with a specific

origin/destination/equipment type and commodity.

Booking confirmation A confirmation by the carrier to the customer including rate 

agreement, space allocation, transport plan and empty equipment 

release instruction.

Booking request A request for reservation of space and equipment for a 

vessel/voyage and possibly inland transport.

Bunkering operations The processes defined in the IMO/IGF Code as “the transfer of 

liquid or gaseous fuel from land- based or floating facilities into a 

ship’s permanent tanks or connection of portable tanks to the fuel 

supply system".
46

Cargo gross weight The grand total weight of the cargo and weight per container(s) 

including packaged items being carried. Excludes the tare weight 

of the container(s).

Cargo operations The activity of discharging, shifting, loading, and lashing 

containers (both full and empty) as well as other cargo from/to a 

vessel during port stay. Normally quantified with a move-count 

and number of moves per hour.

Cargo survey The act of documenting details on the cargo on behalf of the 

carrier, customer, or authorities. This could be the measurement of

an out of gauge shipment, packing of dangerous goods or any 

element which requires specific documentation of the physical 

condition of the cargo.

Carrier Carrier means any person, organization or government undertaking 

the transport of goods by any means of transport.

Carrier booking number A unique number assigned to a scheduled transportation movement 

which allocates assets, space needed and a transport plan.

Carrier cargo release The action of allowing cargo to leave the container yard typically 

authorized by the carrier. This is often confused with gate-out, but 

cargo release is the authorization necessary before shipments can 

be allowed to gate-out.

Carrier haulage The inland transport service, which is performed by or on behalf of 

the ocean carrier under the contract of carriage terms and 

conditions (TBL: 'through bill of lading').

Commodity Description of the cargo loaded into a container. Often described 

using the Harmonized System-classification system.

Completed A status indicator that can be used with a number of activity 

identifiers to denote that a certain activity, service, or document 

has been completed.

Confirmed An indicator that a document or request issued to a third party has 

been registered by the third party and that an affirmative message 

has been sent by the third party (the confirming party).

Consignee The party to whom a cargo is consigned under a contract of 

carriage or a transport document or electronic transport record. It 

can be the end receiver.
47

Consolidated B/L Sometimes referred to as Combined B/L or multimodal B/L. When 

you combine two or more sets of bills of lading into a single bill of 

lading. Requires all B/L sets to be surrendered.

Container Freight A facility where less than container load (LCL) shipments are 

Station consolidated or deconsolidated and where cargo is stuffed into 

containers prior to shipment or stripped from containers prior to 

release to consignee.

Container grade The classification system used by carriers internally to define the 

general appearance and condition of a piece of equipment.

Container number A unique identifier of the container used to carry the cargo. The 

length/type of the sequence can be different for shipper's owned 

containers. Container number includes a unique serial number 

(with check digit), the owner, a country code, a size, type, and 

equipment category as well as any operational marks. The standard 

is managed by the Bureau of International Containers (BIC).

Container tare weight The weight of an empty container.

Container type A specification of the type of container/equipment e.g., dry, reefer, 

open-top etc. based on ISO code 6346.

Container Yard A place where containers are stored on the terminal or dry port (rail 

ramp) before they are loaded or offloaded from a ship. Containers 

are either stored for loading to be transported elsewhere or 

offloaded as they arrive into the port, terminal, or rail ramp.

Customer The entity who purchases goods or services from the carrier.

Customer location The premises of the customer. This can be the premises of either the 

shipper or the consignee.

Customs Inspection Activity identifier that is used to denote the status of a shipment 

and/ or container regarding inspection by the respective customs 

authorities. It can have a status of "on hold" or "released."

Customs manifest Document that lists in detail all the bills of lading issued by a 

carrier, its agent or master for a specific voyage and port call. It is a 

detailed summary of the total cargo of a vessel and is used 

principally for customs purposes.

Cut-off The latest point in time where a container must be delivered to a 

terminal to be loaded on a vessel, or where certain documentation 
48

must be provided by the Shipper. Example: CY cut-off, FCL cutoff, VGM cut-off, DG cut-off."

Dangerous goods (DG) Dangerous goods mean the substances, materials and articles 

covered by the IMO/IMDG Code.

Delayed Sailings Occurs when an already planned voyage is delayed. In 

this case the voyage number will be retained and planned 

port calls with a real time ETA will be publicly noticed as 

 a planned activity as soon as safely feasible given 

 operational safety.

DG certificate A certificate that documents that the underlaying cargo has been 

stored and stowed in a manner which is compliant with existing 

standards and rules. This could also contain a verification of weight 

and measurements of the given cargo. This is issued as a result of a 

cargo survey.

DG declaration Document issued by a shipper (consignor) in accordance with 

applicable conventions or regulations, describing hazardous goods 

or materials for transport purposes, and stating that the latter have 

been packed and labelled in accordance with the provisions of the 

relevant conventions or regulations.

Date of issue date When the original bill of lading has been issued.

Declared value Filled out when the shipper declares the value of the cargo in order 

to avoid the carrier's limitation of liability and "Ad Valorem" 

freight is paid, i.e. freight which is calculated on the basis of the 

value of the goods declared by the shipper.

Delivery The action of delivering a container to a customer location. The 

delivery is completed once the possession of the container is legally 

transferred to the customer from the carrier/hauler.

Demurrage Is a penalty charge that is assessed, by a terminal operator, for use 

of storage at the terminal beyond an allocated period of free time 

for pick-up. To the extent that a 3rd party collects demurrage on 

behalf of a terminal it shall be consistent with the amount 

demurrage charged by the terminal operator. 

Departure Departure is the event which occurs when a mode of transport 

leaves a place of operations. The different mode of transport 

different are: 
49

• Vessel: Departure has been completed once the last 

mooring has been released. 

• Rail: Departure has been completed once the rail transport 

is no longer stationary in front of the platform or rail head. 

• Truck: Departure has been completed once the truck is no 

longer stationary in front of the loading dock or loading 

facility.

Depot A designated area where empty equipment is stored between use.

Description of goods Also named “cargo description; The cargo description includes 

details which accurately and properly describe the cargo being 

shipped in the container(s) as provided by the shipper.

Detention Is a penalty charge that is assessed, by a carrier, for use of a 

container, beyond an allocated period of free time for container 

return. To the extent that a 3rd party collects detention on behalf of a 

carrier it shall be consistent with the amount charged by the carrier 

for use of its container. 

Discharge The action of lifting cargo or containers off a mode of transport. 

Discharge is the opposite of load.

Discharge instructions The list of containers that should be unloaded during a port call. 

This list is provided by a carrier to a terminal. The terminal is 

consolidating the Discharge Instructions from all container 

operators that have slots on the vessel.

Drop off An Event Type that identifies a plan or request has been made to 

deliver a container or shipment to a Customer Location. This Event 

Type may be accompanied by a Planned or Estimated time to 

indicate when the delivery to Customer Location is estimated or 

planned to take place, or as an actual event if it has already taken 

place.

 

Earliest return date The earliest return date (ERD) is an actual and estimated event 

where a carrier provides publication and notice to a terminal for 

publication that the carrier is estimating real time arrival at a 

terminal berth within five days. The Terminal shall make this 

information available to provide terminal access information 

available to exporters. Any change to availability caused because of 

issues related to terminal operating requirements shall be made 

publicly available by 12 pm the preceding day of business.
50

EDI booking A booking received via electronic data interchange, meaning that 

the booking data flows automatically into the carriers’ booking 

system.

Empties Container or equipment currently not stuffed. Empty containers are 

considered empty once all cargo have been removed and 

cleaning has been performed according to carrier standards, this 

includes the period before stuffing occurs.

Endorsement An endorsement is a signature/stamp at the back of the B/L; it is 

used to transfer the title of the goods from: shipper to consignee or: 

consignee to a new consignee by stamping, signing and dating the 

original bill of lading and handing it over physically or digitally. 

This can only be done by the current title holder. It is a legal 

signature transferring the rights from the holder to another party.

Equipment Used for storing cargo in/on during transport. The equipment 

“size/type" is defined by the ISO 6346 code. The most common 

equipment size/type is 20'/40'/45’ Dry Freight Container, but 

several different versions exist.

Equipment discharge Confirmation & receipt of the equipment loaded/discharged on a 

vessel during a port call. This information is recorded by the 

terminal operator and send to the carrier. This is often done using 

the EDI message - COARRI. The COARRI message reports that 

the equipment specified have been discharged from a seagoing 

vessel (discharged as ordered, over landed or short landed), or have 

been loaded into a seagoing vessel.

Estimated (event) A carrier's (ETA) forecasted real time status and completion time 

of an event that is covered by a confirmed booking but has not yet 

been completed. The estimated event is a dynamic value, which can 

change based on the running forecast of the completion time. The 

running forecast should be accomplished as soon as safe and 

feasible after operational decisions impacting the completion time, 

and be time and date stamped.

Export reference no. Identification number provided by shipper.

Facility The facility is a location entity at sub-level to UN Location Code 

and provides the locational context to the event, which is being 

reported on. For instance, an inland depot or a terminal.

Facility type The facility type entity provides the functional context to the event, 

which is being reported on. The facility types are defined as unique 
51

types of areas, where equipment can be located for a specified 

period.

Feeder operator An entity operating a feeder service - ref. feeder vessel.

Feeder vessel A vessel which connects the main ports (hubs) with small ocean or 

inland ports. A feeder vessel usually only operates in a small, 

defined regional area.

Forwarding agent A forwarding agent is a person or company that dispatches 

shipments via a common carrier and otherwise arranges space for 

shipments, and processes documentation or performs related 

activities incident to those shipments.

Free Trade Zone (FTZ) A part of the territory of a state (a seaport or an inland place) where 

any goods introduced are generally regarded, in so far as import 

duties and taxes are concerned, as being exempted. Duties are 

imposed on the merchandise (or items manufactured from the 

merchandise) only when the goods pass from the zone into an area 

of the country subject to the Customs Authority.

Freight payable at The location where payment will take place by the customer. 

Usually refers to Basic Ocean Freight alone.

Freight payer The party responsible for settling payment of freight to the carrier.

Full (container) Containers are considered full once the stuffing is complete 

regardless of, whether the containers have room for additional 

cargo. This means the container is considered full even if it is only 

stuffed with less than full load or partial loads. The event is 

completed once a valid seal has been applied to the 

container doors.

Gate-in The action, when a container is introduced into a controlled area 

like a port - or inland terminal. Gate in has been completed once 

the operator of the area is legally in possession of the container.

Gate-out The action, when a container is removed from a controlled area like 

a port or marine or inland terminal. Gate-out has been completed 

once the possession of the container has been transferred from the 

operator of the terminal to the entity, who is picking up the 

container.

Haulage requirements Specifications for a hauler set by a carrier regarding a specific work 

order, e.g., timeline, capabilities.
52

Haulage types The joint term for merchant and carrier haulage. It should be noted 

that a shipment can have several types of haulage throughout the 

transport from origin to destination.

House B/L A House Bill of Lading (HBL) is a document created by Ocean 

Transport Intermediary (OTI) such as a freight forwarder or nonvessel operating company (NVOCC). The document is an 

Acknowledgment of the receipt of goods that are to be shipped. It is 

issued to the supplier/shipper once the cargo has been received.

HTS code The Harmonized System (HS) is an international nomenclature for 

the classification of products. It allows participating countries to 

classify traded goods on a common basis for customs purposes. At 

the international level, the Harmonized System for classifying 

goods is a six- digit code system.

In gauge cargo Cargo which has been loaded into special equipment but does not 

exceed the dimensions of a standard 20', 40', or high cube 

container.

Inducement call An ad hoc or additional port call made on a specific voyage that 

was not originally included in the long- term schedule.

Inland terminal A facility where containers are loaded, moved, or discharged. The 

inland terminal can be serviced by trucks, rail, and barges (at river 

terminals).

Inland transport request Internal work document/file facilitating the collection of necessary 

data prior to issuing the carrier haulage work order.

Inspected An indicator that the Seal on the equipment has been inspected.

Internet of Things (IoT) IoT has been defined by the International Telecommunication 

Union (ITU) as a global infrastructure for the information society, 

enabling advanced services by interconnecting (physical and 

virtual) things based on existing and evolving interoperable 

information and communication technologies. In the context of 

carriers and the container shipping industry, IoT refers to the 

concept of connecting sensors and other electronic devices 

mounted on the shipping containers to the internet and / or local 

systems. This is done to send and receive data to and from the 

devices for different supply chain purposes and applications.

IoT container device An IoT device installed on the container. It has the purpose of 

establishing communication between the container, internet, 

gateways, other IoT devices and/or sensors placed in the perimeter 
53

or inside of the container. Its main function is to act as an interface 

between multiple sensors/other IoT devices on the container and 

the network or IoT gateway. Should not be confused with IoT 

devices placed on specific container cargo/ packages/ load.

IoT gateway Physical devices that act as a connectivity intermediary between 

multiple IoT container solution devices, IoT internet platforms and 

/ or local systems.

Laden (container) An indicator that stuffing of container is complete, and a valid seal 

has been applied to the container doors. Containers are considered 

Laden regardless of whether the equipment has room for additional 

cargo. This means the container is considered Laden even if it is 

only stuffed with partial load.

Load(L) The action of lifting cargo or a container on board of the mode of 

transportation. Load is complete once the cargo or container has 

been lifted on board the mode of transport and secured.

L/discharge confirmation The confirmation sent to the customer, shipper, or consignee, that 

the equipment has been loaded/discharged. This message is based 

on the "equipment discharge/load report."

Load list List of containers sent by the carrier or its agent to the terminal to 

instruct which containers must be loaded on a specific 

vessel/voyage. Each vessel can have several load lists in case of 

vessel sharing agreements.

Long-term schedule The updated carrier schedule of planned voyages, based on the final 

proforma schedule, including specific vessel & voyage number, to 

be time and date stamped and published at least 3 months ahead of 

commencement of the actual voyage. It incorporates planned dry 

dockings.

Manifest corrector The manifest corrector is used to make changes to a manifest after 

the manifest in question has been submitted to the relevant 

authorities.

Marks and numbers The identifying details on a package or the actual markings that 

appear on the package(s). This information is provided by the 

customer.

Master B/L A Master Bill of Lading (MBL) is a document created by the 

Carrier. It is issued as an original bill of lading and summarizes the 

content of a shipment including the bill of lading numbers, the lot 

numbers assigned to the various items within the shipment, as well 
54

as a description of the freight stored within each container of each 

bill of lading. The document also includes the terms for 

transporting the freight and the name and address of the consignor, 

or the shipper, and the consignee, the person who possess the 

goods.

Master schedule A long-term view of the agreed proforma schedule including 

proforma dates of call, cycle and agreed vessel sequence. The 

master schedule is time and date stamped and is to be used as a 

reference.

Measurement volume Is calculation made by multiplying the width, height, and length of 

the packed cargo. Can be in either cubic meter or cubic feet, as 

provided by the shipper.

Mode of transport code The code specifying the transport mode for the logistic transport 

movement i.e., rail, sea, road, air.

Mooring The activity of securing a vessel, craft or boat, or other floating 

objects by ropes and/or chain to the shore, or to anchors. This 

service is usually provided by linesmen. 

Nautical clearance The process of getting confirmation from the harbormaster or 

relevant authorities to proceed from Vessel Traffic Service (VTS) 

to Berth including the arrangement of necessary navigational 

support services for Pilotage, Towage, Mooring and Unmooring.

Network Refers to the network of vessels deployed globally.

NVOCC A Non-Vessel Operating Common Carrier (NVOCC) is a common 

carrier that does not operate vessels by which the transportation is 

provided and the NVOCC is a shipper in its relationship with an 

ocean common carrier.

Notice of availability An event occurring at a terminal when the carrier has released 

cargo, and the cargo is physically capable of being gated out.

Notify party The person or company to be advised by the carrier upon arrival of 

the goods at the destination port.

Off dock storage A container yard (CY) that is situated outside of the port premises.

On board date Date when the last container that is linked to the bill of lading, is 

physically on board of the vessel indicated on the bill of lading.
55

On hold A status indicator that can be used with a number of activity 

identifiers to denote that a container or shipment has been placed 

on hold i.e., cannot progress in the process.

Onward inland routing The location where the cargo is transported from port of discharge 

to consignee location on consignee's responsibility (merchant 

haulage).

Out-of-gauge cargo Cargo, which has been loaded into special equipment that exceed 

the dimensions of a standard 20', 40', or high cube container. E.g., 

Out-of-gauge cargo is over length, over width, over height, or 

combinations thereof.

Per Diem A daily charge assessed by either the owner or lessor of an

intermodal chassis to compensate for the use of that chassis.

Pick up An event type that identifies a plan or request has been made to 

collect a shipment at a customer location. This event type may be 

accompanied by a Planned, Estimated or Actual time to indicate 

when the moment when the collection from customer location is 

planned or estimated to take place or has taken place.

Pilot boarding place The area where the pilot comes on board of the vessel.

Pilotage The activity of conducting a vessel within restricted waters.

Place of delivery The location where the cargo is handed over to the consignee, or 

his agent, by the shipping line and where responsibility of the 

shipping line ceases.

Place of issue Location where the original Bill of Lading has been issued.

Place of receipt The location where the cargo is handed over by the shipper, or his 

agent, to the shipping line. This indicates the point at which the 

shipping line takes on responsibility for carriage of the container.

Planned event The planned time is the point in time, where ocean carrier voyage 

completion is planned to be completed in accordance with the 

planned route. The planned event for the vessel voyage should be 

consistent with the master schedule, and in accordance with the 

long-term schedule be published at least three months in advanced of the 

planned journey.

Port A facility with piers or docks. Ports are accessed by vessels and 

barges and represent the destinations of a voyage. Ports can contain 

one or more terminals.
56

Port call A intermediate stop of a vessel in the rotation of ports on the 

voyage for i.e., cargo operation, repairs or taking on supplies or 

fuel. A vessel may have several different terminal calls during a 

single port call.

Port call events Planned, estimated and actual port call events define the different 

time elements in the planning cycle of a port call event. For 

example:

• Planned: a carrier or carriers formulates Master and longterm schedule that provided public information three 

months in advance with real time information of notice of 

blanked sailings time and date stamped.

• Estimated: a carriers or carriers, consistent with a long-term 

schedule, provided public information of the forecasted real 

time status, with status information, for the completion time 

of arrival at berth. The running forecast should be 

accomplished as soon as safe and feasible after operational 

decisions impacting the completion time, and be time and 

date stamped. Carriers shall also provide public information 

with forecasted real time status, with status information, for 

the completion time of arrival at berth, five days in advance 

for public notification at the terminal berth will arrive at 

time and date stamped.

• Actual: the vessel of the carrier arrives at berth, time and 

date stamped.

Port call phases A time and date stamped indicator that shows a vessel’s status 

within the four main phases of a port call. This term is 

accompanied by one of the following descriptors: 

• Inbound: indicates that the vessel is currently in the 

inbound phase which covers the vessel's physical 

movement from approach to (anchor) berth. 

• Outbound: indicates that the vessel is currently in the 

outbound phase which covers the vessel’s physical 

movement from (anchor) berth to its next destination. 

• Shifting: indicates that the vessel is currently in the shifting 

phase which covers the vessel’s physical movement from 

(anchor) berth to (anchor) berth. 

• Alongside: indicates that the vessel is currently in the 

alongside phase which covers the vessel's time while at 

berth from first line secured till the last line released. 

Port call swap Occurs when the vessel port call rotation is changed after 

publication of the long-term schedule.
57

Port code A UN Location code indicating a specific port or terminal.

Port of discharge The location where the cargo is discharged from the last sea-going 

vessel.

Port of loading The location where the cargo is loaded onto a first sea-going vessel 

for water transportation.

Port omission When a ship does not call a port included in the long-term schedule 

that was planned at the start of the voyage.

Port operation A process established by the appropriate port governing body to

coordination process provide as a repository of publicly available information for ocean 

and intermodal carriers and terminals and help facilitate other 

intermodal transportation services. intermodal transportation 

services.

Port terminal A facility located adjacent to a waterway, where containers will be 

loaded, moved, or discharged onto/from sea-going vessels and 

barges.

Proforma The Proforma consists of the final port rotation with the planned 

time of arrival and departure for each port call. 

Publicly available Publicly available information is information that is available to the 

public through an Automated Protocol Interface (API). This 

information should be time and date stamped, responsibly 

protected, and remain available for 3 months from the date it was 

posted and stored for up to 2 years. Publicly available information 

should be classified as either Open Facing Information or Closed 

Facing Information as follows:

• Open Facing Information is information that should be 

made available through an API without regard to 

restriction.

• Closed Facing Information is information that is usually 

protected information that should be made available through 

an API to an entity that is legally entitled to receipt of 

information (i.e., in privity of contract, for example, a 

terminal should make terminal cargo status information 

available to carriers/shippers and shipper agents upon 

request). 

Rail carrier Rail transport designed for the movement of goods or people. I the 

context of the event naming structure this is limited to rail transport 
58

designed for international containerized cargo, and subject to status 

under the MTDS.

Ramp An inland container terminal location (storing both full and empty 

containers) that is connected directly to a rail ramp where 

containers are loaded/discharged to/from a train. In cases where the 

inland container terminal does not have a rail-ramp, the alternative 

location term “inland terminal” should be used.

Received The event associated with receiving a document or a set of 

information constituting a document type. A document is received 

on it is registered by the receiving party.

Received for shipment Date when the carrier has taken possession of the last container

date linked to the B/L, in case of carrier haulage, at place of receipt and 

in case of merchant haulage, when the container is physically in the 

terminal.

Reefer A container designed and equipped for the transportation of food 

products under cold storage.

Reefer temperature The setting requested by the customer at time of booking request

setting for the carrier to operationally set when releasing containers. May 

be expressed as a range min/max and a date range.

Re-export Upon customer’s request or because cargo is refused at destination, 

container must be returned to port of loading or another port. 

Rejected An indicator that a document, request or other information type 

sent or submitted to a carrier has been rejected/not admitted by the 

carrier. This is often due to commercial limitations, or because the 

document or request contained missing or incorrect information.

Release reference Reference number contained in the cargo release. It is provided by

number the carrier to the terminal and to the cargo receiver, and it must be 

presented upon pick up at the terminal.

Released A status indicator that can be used with a number of activity 

identifiers to denote that a container or shipment has been released 

i.e., allowed to move from depot or terminal (by authorities and 

carrier.

Removed An indicator that a container seal has been removed from the 

equipment for inspection.

Requested A status indicator that can be used with several identifiers to denote 

that a certain activity, service, or document has been requested by 
59

the carrier, customer, or authorities. This status remains constant 

until the requested activity is “Completed”.

Resealed An indicator that the equipment has been re-sealed after 

inspection.

Re-stowed Re-stowed container means that, at some point along the route, it 

will be moved from a previous stowage location on board the 

vessel to another stowage location on board the same vessel. This 

can be done in one crane move (ship to ship shifting), but more 

frequently done via shore/the pier (ship to pier shifting).

Re-use When an import customer wants to reuse the import container for a 

new export.

Roll over When an ocean freight cargo is said to have been ‘rolled’, it means 

it has not been loaded onto the vessel it was meant to be shipped on 

but rolled to a subsequent vessel.

Sea waybill A separate specific transport document type which is nonnegotiable, does not transfer title, but which evidences the contract 

of carriage and receipt of the goods. It must be issued to a named 

consignee and can be both in a physical or digital format. Goods 

can be released at destination without presenting the original sea 

waybill as proof of ownership.

Seal A single-use instrument used for securing container or freight car 

or truck doors. Seals have a unique number for record purposes.

Seal number An identification number of a seal affixed to the container.

Seal source The seal issuer.

Service The roundtrip sequence of ports being served by a vessel on a 

specific Proforma (schedule). Synonyms are Rotation, Loop, or 

String. A Service is defined by: Rotation, Transit times, Weekdays 

of departure per port, Frequencies.

Service contract A written contract, other than a Bill of lading or receipt, between 

shipper and carrier through which the shipper commits to provide a 

certain minimum quantity of cargo over a fixed period and the 

carrier commits to a certain rate or rate schedule and a defined 

service level.

Service type Indicates the type of service offered at the place of receipt or place 

of delivery. Either:
60

• Container yard (CY) (includes rail ramp) where the carrier 

takes ownership of a fully stuffed container provided by the 

customer at the carrier/carrier’s appointed supplier’s 

facility (usually called terminal or depots).

• Store door (SD), indicating that the carrier is taking 

ownership of a fully stuffed container at the customer’s 

appointed premises. 

• Container freight station (CFS), indicating that the carrier 

has received the cargo and is responsible for stuffing of the 

cargo within the container.

Shipment A shipment is an identifiable collection of one or more trade or 

cargo items to be/to transported together from the seller (original 

consignor/shipper) to the buyers (final/ultimate consignee). 

Shipment types:

• A shipment can be made up of some or all trade or cargo 

Items from one or more sales orders. 

• A shipment may form a part or all a consignment or may be 

transported in different consignments.

It constitutes confirmation of a booking request from a customer.

Shipment journey Booking-to-payment covers all activities and documentation 

processes related to a customer’s order, and includes customer 

driven processes (and/or triggered by the customer and process 

executed in relation to an agreement made, between the customer 

and the carrier, which is later invoiced and settled

Shipment release The document sent to the consignee informing, that the shipment 

message can now be released from its current location and transferred to the 

consignee on gate-out.

Shipper Shipper means any person or legal entity by whom or in whose 

name, or on whose behalf, a contract of carriage of goods by sea 

has been concluded with a carrier, or any person by whom or in 

whose name, or on whose behalf, the goods are delivered to the 

carrier in relation to the contract of carriage by sea.

Shipping Instruction (SI) An enrichment to the original booking shared by the shipper to the 

carrier. The shipping instruction includes volume/weight, shipping 

dates, origin, destination, and other special instructions. The 

information given by the shipper through the shipping instructions 

is the information which is required to create the Bill of Lading.
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Short shipment A short shipment is a situation when a container that should have 

been loaded on the vessel according to the Load List and the 

manifest was not loaded but was left behind.

Slot charter agreement An agreement between 2 carriers to sell or exchange a specific 

number of TEU slots in one or more trades.

Special cargo Can be used to describe cargo which is not transported in a regular 

dry container or is considered dangerous goods but could also be 

used to describe out of gauge cargo.

Special equipment All container types other than regular dry or reefer containers. 

Examples of these can be flat racks (open containers for oversized, 

irregular and/or heavy cargo), Open tops (fitted with a solid 

removable roof), etc.

Stowage instructions The vessel operator’s instructions to the terminal on the placement 

of containers on the vessel to prevent damage or loss, or to ensure 

safety/compliance.

Stowage plan Method of matching space to containers on board of a vessel in the 

order to optimize discharge of load at the respective boards. 

Stowage plan is also called BAPLIE.

Straight B/L A non-negotiable bill of lading, with a named consignee, to whom 

the goods are to be consigned. A straight B/L is a title to the goods. 

Goods cannot be released at destination without presenting the 

original document and the named consignee identifying itself.

Stripping The act of unloading cargo from containers or equipment.

Stripping location The location where the process of unloading the cargo of a 

container takes place.

Stuffing The process of loading the cargo in a container or in/onto another 

piece of equipment.

Surrendered A transportation document is surrendered once the 

possession/ownership of the document has been transferred from 

the customer to the carrier (normally in return for cargo release).

Terminal A facility for loading, moving, or discharging containers. Terminals 

can be both inland terminals for trucks and rail or marine terminals 

are accessed by vessels, and these can contain multiple berth 

spaces.
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Terminal cargo status The status of containers in a terminal should be time and date 

stamped and classified in one of the four status requirements 

described below. Information should be made publicly available to 

any legally authorized entity upon request (carrier, shipper, or 

shipper’s agent). Terminal cargo status should include time and 

date status on the commencement and duration of free time, time 

and date stamped, and information on commencement of free time 

and any change to demurrage status, time and date stamped. 

Terminal status requirements are as follows:

• Available: the container has been released by the carrier 

and is capable of physically being moved from terminal.

• Unavailable: the container cannot be moved for any other 

reason.

• On hold: the container cannot be moved pending 

government inspection. In addition to a time and date stamp 

indicating the time of change of status, in the event of the 

container inspection being off-terminal a time and date 

stamp for gate-out/gate-in and location of the inspection 

site.

• Cargo handling: the container cannot be moved pending 

cargo handling/stuffing and stripping/consolidation. In 

addition to a time and date stamp indicating the time of 

change of status, in the event of the container handling 

being off-terminal a time and date stamp for gate-out/gatein and location of the cargo handling site.

Terminal move Each terminal has a set number of moves, which can be performed 

on a vessel during a port call. One move is usually defined as the 

movement (loading or unloading) of one container.

Terms and conditions Carrier general terms and conditions printed on the transport 

document.

Total container weight Includes Cargo Gross Weight plus Container Tare Weight. It is 

populated based on data in the fields cargo gross weight and 

container tare weight total number of containers or packages 

received by the carrier. In the case of a CY receipt, this indicates 

the number of containers linked to a shipment. In the case of a CFS 

receipt, this indicates the number of packages received by the 

customer.

Towage The activity of one or more vessels (boats/tugs) assisting another 

vessel with maneuvers within a port area. The service of tugs 

assisting a ship or other vessel in ports or other locations. The act 

of towing a ship or other objects from one place to another.
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Trade lane An East/West or North/South directional trade indicator identifying 

the geographic area being covered by a specific carrier or service. 

A trade lane can have many services (e.g., Transpacific Eastbound).

Transport The transport instance used to convey goods or other objects from 

place to place during logistics cargo movements.

Transport document The document that governs the terms of carriage between shipper 

and carrier for maritime transportation. Either a Bill of Lading or 

Sea Waybill.

Transport document Issuing container shipping line (carrier).

issuer

Transport document no. Unique identifier of the transport document allocated by the 

shipping line. Under certain conditions provided by the customer in 

the shipping instruction. It is the main number used for tracking the

status of the shipment.

Transport document type Specification of the transport document type to be issued by the 

carrier. Options are either B/L or Sea Waybill.

Transport leg Can be defined as a sea passage in the rotation of ports in a voyage 

or a specific section of a complete transport of a shipment.

Transport plan Plan for the end-to-end route of a shipment. This includes 

specification of all transport legs, timings, schedules, and 

interdependencies between transport legs.

Transshipment A terminal operation whereby containers or cargo are transferred 

from one vessel to another to reach their destination, compared to a 

direct service from the load port of origin to the discharge port of 

destination.

Truck Road going vehicle designed for the movement of goods or people. 

In the context of the event naming structure this is limited to trucks 

designed for containerized cargo and delimited from trucks and 

vans carrying parcels or other cargo.

UN Location A location as defined by UNECE and commonly known as 

"UN/LOCODE" ("United Nations Code for Trade and Transport 

Locations"). The UN Location identifies a location in the sense of a 

city/a town/a village, being the smaller administrative area existing 

as defined by the competent national authority in each country. 
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UN Location Code The UN Location Code identifies a location in the sense of a city/a 

town/a village, being the smaller administrative area existing as 

defined by the competent national authority in each country. A 

complete UN Location Code is a combination of a 2-character 

country code and a 3-character city/town/area LOCODE, e.g., 

BEANR is known as the city of Antwerp (ANR), which is in 

Belgium (BE).

Unmooring The activity of removing the ropes and/or chains that are securing 

a vessel, craft or boat, or other floating objects to the shore, or to 

anchors. This service is usually provided by linesmen.

Verified gross mass The verified gross mass (VGM) is a declaration informing the 

carrier of the weight of the container, verified by an authorized 

person from the shipper or on behalf of said shipper. This includes 

cargo weight, bracing, dunnage, and container tare weight.

Verify copy A final draft of the Bill of Lading that is sent to the shipper for 

approval before the B/L is issued.

Vessel A floating, sea going structure (mother vessels and feeder vessels) 

with either an internal or external mode of propulsion designed for 

the transport of cargo and/or passengers.

Vessel call sign A unique alphanumeric identity that belongs to the vessel. Each 

Call Sign begins with the Call Sign alphanumeric prefix that 

indicates nationality, e.g., prefixes allocated to the United Kingdom 

are 2, G, M, VP-VQ, VS, ZB-ZJ, ZN-ZO and ZQ. The prefix is 

usually followed by 2 or 3 alphanumeric characters. Maximum 

length is 7 characters. For example, Cunard Lines Queen Mary 2 

has the Call Sign W6RO.

Vessel capacity The operational capacity of a vessel on a specific voyage. This 

capacity considers all limiting factors such as the physical capacity 

on-board, but it also allows for constraints in the terminals to 

load/discharge the vessel for the specific voyage.

Vessel IMO number The unique reference for a registered Vessel. The reference is the 

International Maritime Organization (IMO) number, also 

sometimes known as the Lloyd's register code.

Vessel operator The operator of the vessel. It is the party that: reports the vessel to 

port authorities and other legal entities, conducts the stowage 

planning & aligns berthing with the terminal.
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Vessel rotation The order and sequence in which a vessel calls the ports on its 

route.

Vessel schedule The timetable of departure and arrival times for each port call on 

the rotation of the vessel in question.

Vessel waiting time The time a vessel waits before it arrives in the port at berth.

Voyage A part of a service roundtrip that normally changes at the 

geographical “end-point” of a vessel rotation and as such that 

specific port call can have two voyages – One for the discharge of 

final shipments on the “current” voyage, and a new voyage number 

identifying the commencement of loading shipments (for allocation 

purposes). One rotation will normally have 2 voyages, one on each 

haul/direction.

Voyage number A carrier specific voyage identifier.

Work order An order for specific transportation work carried out by a thirdparty provider on behalf of the issuing party.