• Vilden's Customs BL Query (e-CBQ)
    Check your cargo shipment status directly with U.S. Customs using ABI
    Shipment track and trace over the web, 24x7
    Fully integrated operations & accounting maritime software system
    designed for shipping lines & agents
    Web-based cargo declaration system. File your manifests easily and quickly.
    Supports U.S. AMS-ACE, E.U. ENS filing, Canadian ACI eManifest,
    Japan's JP24, and more!
    Scheduling, dispatching, equipment tracking, automatic driver pay
    and billing with integrated accounting & more!

Our Solutions

Vilden Associates Inc.

Our focus is to deliver technology solutions that support advanced business processes and provide competitive advantages in today's demanding environment.

Customs Filing

Customs Filing

eCLEAR: Web-based cargo declaration system. File your manifests easily and quickly. Supports U.S. AMS (now ACE), U.S. electronic in-bond, E.U. ENS, Canadian ACI (eManifest), Japan's JP24, and many other filing requirements from across the world.

Container Drayage

Container Drayage

e-DRAY: Comprehensive web-based intermodal trucking software application designed to increase your profits by reducing clerical efforts, improving managerial control, and enhancing customer service.

Liner and Agency

Liner and Agency

Vilden Global Liner System (VGLS): Fully integrated operations & accounting maritime software system designed for shipping lines and agents.

EDI Portal Services

EDI Portal Services

Vilden Portal Services (VPS): Affordable solution for integrating your electronic information interchange (EDI) exchanges seamlessly with your business partners, supports virtually all facets of the supply chain.

Cargo Track & Trace

Cargo Track & Trace

e-TRACK: “Best-of-breed” container tracking and tracing module, second to none.



e-NVOY: Web-based NVOCC solution. Perform your day to day functions from booking to billing in a single streamlined application.

News Feed

Latest Maritime & Drayage News

Jan 11, 2018

2018 May Bring Changes To POLA-LB PierPass OffPeak Program

2018 may bring some big changes for container terminals in the Los Angeles-Long Beach (POLA-LB) port complex. A consulting firm retained by the 12 terminal operators in POLA-LB complex is expected to release a report next month detailing its recommendations regarding ways to modify and potentially expand the operation of PierPass, the nonprofit created by those terminal operators to address multi-terminal issues at the ports, including congestion, air quality and security.   Currently, under PierPass' OffPeak program, a traffic mitigation fee of $70.49 per twenty-foot container (TEU) and $140.98 per forty-foot container (FEU) is charged to firms moving cargo in and out of the ports during the dayshift peak period of 8 a.m. to 5 p.m. on weekdays. The collected fees are in turn used to finance the labor and other costs associated with the operation of weekend and nighttime shifts, which begin at 5 p.m.   But the dozen terminal operators, which collectively operate as the West Coast Marine Terminal Operating Agreement (WCMTOA), have been exploring ways to improve upon the current business model over the past 12-plus months.   "The current model is where we assess a fee on all loaded containers, non-intermodal, that are picked up and delivered during the first shift, we call it the 'peak.' We use that money to fund the second shift, the OffPeak shift," PierPass President John Cushing explained in an exclusive interview with the American Shipper. "So we agreed to look at some alternative models."   In doing so, the terminal operators got the supply chain stakeholders involved in the discussions via a fall 2016 workshop that included importers, exporters, customs brokers, trucking companies, ocean carriers, port authorities, and even elected officials. There were three distinct alternative models came out of these discussions, according to Cushing, one of which was called "dynamic pricing," wherein the container fee would go up and down during the day to incentivize different hours of operation, similar to the way some toll roads are more or less expensive depending on the time of day. "That one was shot down by everyone in the room," he said. "It just got too complicated to manage."   The other two alternatives, however, received a much more positive reception. One was a port-wide appointment system, with a flat fee to pay for the second shift, while the other would include a "peel-off" system, also with a container fee to cover the second shift.   "The idea of the port-wide appointment system would be that all the terminals would have appointment systems and to mitigate traffic, because mitigating traffic is the primary reason behind all of this," Cushing explained. "To mitigate traffic, the terminals would put so many appointments during the day, so many during the second shift, and then spread them out throughout both shifts. And the idea would also be to have a flat fee on every container, so that it's not just those picked up or delivered during the day to fund for the night shift."   The second alternative, the port-wide peel off system, would operate much like an airport taxi queue. Drayage trucks would come to the port, they would line up, go into a terminal and the terminal would "peel" the next container off the top of a pile, rather than sorting through the stacks to find and pick a specific box. The container gets put on the back of the truck, and off they go to the destination.   At present, a consultant hired by the WCMTOA, Philadelphia-based consulting firm The Tioga Group and its Southern California-based partner, World Class Logistics Consulting, are looking at these two alternatives, as well as other ways of providing further traffic mitigation benefits at the ports. More than 40 million truck trips have been diverted out of weekday daytime traffic in the Los Angeles area since the program began in 2005, according to PierPass. Despite its success, there's been talk from both inside and outside the PierPass program that a refresh is needed.   During a panel discussion about PierPass at the IANA Intermodal Expo in Long Beach, Calif., last September, Steve Hughes, president and CEO of trucking company HCS; Peter Schneider, vice president of trucking company TGS Transportation; and Sal Ferrigno, vice president of SSA Terminals, all said they believed the program needs to be revamped.   "There's one thing to fix, and that's [cargo] velocity," Hughes said. "PierPass did a great job in its original intent, but it absolutely needs to be updated and I think a flat fee and an appointment system is the correct path, because we've got to get velocity."   Schneider pointed to the schedule of the organized labor that staffs the terminals as a potential issue. "Getting rid of the break between first and second shift and having full operations running during lunch and dinner, so that the flow of traffic is from 8 (a.m.) to 3 (a.m.) nonstop, that would probably be the easiest," he said.   Such comments and suggestions are among those that The Tioga Group was hired to evaluate. "They're analyzing the way the terminals are operating today, and then they'll use that as benchmarks to look at the two alternatives." Cushing said of the consulting firm. "We expect to have their analysis completed and recommendations by February.   As far as the two above-mentioned options go, Cushing noted that neither would require full implementation to begin from scratch. Currently, three-quarters of the terminals at the adjoining ports already have appointment systems, so implementation of a port-wide program would involve bringing that other 25 percent of the terminals up to speed.   He also said that virtually all the terminals within the ports of Los Angeles and Long Beach already run some sort of variation on a peel-off program today, adding that the systems might be as simple as dedicated blocks of time for one or two importers. "There's one thing to fix, and that's [cargo] velocity. PierPass did a great job in its original intent, but it absolutely needs to be updated and I think a flat fee and an appointment system is the correct path, because we've got to get velocity." Steve Hughes, president and CEO, HCS    Mike DiBernardo, the deputy executive director of marketing and customer relations for the Port of Los Angeles, told American Shipper that the port has no objections to either proposal. "The port is in favor of either of these alternatives combined with a port-wide reservation system," he said. "We hope these alternatives will produce truck turn times of under 60 minutes per transaction, as we would like to see truck drivers make three to four truck moves a day."    "We also look forward to the findings of the Tioga Group study to examine alternative models for traffic mitigation," said Lee Peterson, a spokesman for the Port of Long Beach. "Our goal remains the same: to ease traffic and maximize terminal efficiency." "Ultimately, the decision has to be made by WCMTOA alone," added Cushing. "It's their program."   And once that decision is made, it could set in motion a sea change that could eventually reform the way cargo is moved in and out of the sprawling port complex, as well as serve as a model for other ports around the country to follow.      Source: American Shipper

Dec 07, 2017

U.S. Customs Update: New Electronic In-Bond Requirements Have Arrived, Is Your Solution Adequate?

U.S. Customs and Border Protection (CBP) has published a final rule that adopts amendments to CBP regulations regarding changes to the in-bond process published in the Federal Register on February 22, 2012. The changes in this rule, including the automation of the in-bond process, will enhance CBP's ability to regulate and track in-bond merchandise and ensure that in-bond merchandise is properly entered or exported.   We have reviewed the rule changes, and have highlighted what we believe are the most salient portions for you below: Electronic in-bond applications will now be required for in-bond merchandise transported by ocean/rail/truck through ACE or ABI. After the rule is fully implemented, paper in-bond will no longer be accepted. Bonded carriers will be required to file electronically either directly with CBP or through a 3rd-party service solution, such as Vilden's e-CLEAR Customs Filing Solution. To provide the trade with sufficient time to adjust to the new requirements and to consider changes to the business processes that may be necessary to achieve full compliance, CBP is allowing a 90-day flexible enforcement period so the trade community can adjust their business processes. The rule will maintain the reporting period of two working days for bonded carriers to report the arrival of merchandise at the port of destination or port of exportation. When liability is transferred from one bonded carrier to another, the report of arrival must be filed by the original bonded carrier, with a new in-bond issued by the new bonded carrier. The in-bond process must be completed within 30 days, regardless of how many transfer of liabilities are involved.  For barge, the period will be 60 days. The clock for transit time will begin with vessel arrival or CBP move authorization, whichever is later. In-bonds must be reported to the six-digit Harmonized Tariff Schedule of the United States (HTSUS) number. For multiple container shipments arriving by container, the general order clock will begin 15 days after the arrival of the entire in-bond shipment. Vilden's e-CLEAR has the ability to file electronic in-bond and will comply with the new rule. If you are not already filing electronically or fully meeting the new requirements, this is the best time to consider finding a solution before the rule is fully enforced. Click here to see more details on how e-CLEAR can help you file electronic in-bond information directly to U.S. Customs.    Have questions or need further clarification? Contact us anytime at info@vilden.com, we will be more than happy to assist you in any way. Below you will find a link to the Federal Register with the full rule changes, as well as the questions and responses from Customs during the comment period.    Click here to view Federal Register Entry 

Aug 02, 2017

Global Container Volume Forecast Projecting Strong Gains in 2017

Based on data collected in the first six months of 2017, shipping analyst Drewry is projecting strong increases in world container volume for the year. Port statistics Drewry compiled from a sample of nearly 150 sites around the world indicated that container handling grew by 6.6 percent in the first six months of the year, and deep-sea and regional trade numbers were showing similar progress.   Asia-Mediterranean routes led the recovery with volume up just shy of 10 percent, with Asia-North Europe container volume up 4 percent compared with the first half of 2016. Demand in the first half of last year was very weak, which makes the comparison so favorable, but even so, Drewry said there is little doubt that the final-year figure for 2017 would eclipse anything seen in the past two years.   Drewry said it expected the second half of the year to deliver similar volumes as the first half, although because of the tougher comparisons the growth rate might not be quite as strong. How much of a lift there will be in the traditional third-quarter peak-season was debatable as volumes have smoothed out significantly in the past few years, with the surge of online shopping spreading buying patterns more evenly through the year.   "World port throughput growth was barely a thing in either 2015 or 2016, and if the current rate for the first half 2017 as suggested by our sample ports holds true for the remainder of the year, it will have been the fastest growing year since 2011," Drewry noted.   Looking at a sample of major trades, the analyst concluded that all of the routes with the exception of Europe-Middle East made contributions. Five trades - Intra-Asia, Asia-West Coast of North America, Asia-Mediterranean, Asia-East Coast of North America, and Asia-North Europe - were responsible for over three-quarters of the additional volume.   Earlier this year, Drewry predicted that the container shipping industry would close the year with an operating profit of around $1.5 billion, driven by higher freight rates and rapidly growing cargo demand. Drewry in July upgraded that forecast to $5 billion due to the uptick in pricing and demand through the first half of this year.     Source: Journal of Commerce