At the seminar "Customs and Enterprises Accompanying to Promote the Flow of Import and Export Goods through the Cai Mep - Thi Vai Port Cluster" on July 31, experts identified four bottlenecks hindering the movement of goods at the Cai Mep - Thi Vai port cluster. These include infrastructure connectivity, policy mechanisms, human resources, and administrative procedures. This port cluster accounts for 90% of the import and export goods through the seaport system of Ba Ria-Vung Tau province and plays an important role not only for Vietnam but also for Southeast Asia.
The Cai Mep - Thi Vai port cluster has received significant attention from the central government and various ministries in efforts to enhance management, exploitation, and development efficiency. However, the port still faces many obstacles such as transportation infrastructure connectivity, administrative procedure reform, customs procedures, specialized inspections, and the logistics service ecosystem.
Many businesses propose reducing transportation costs, upgrading the logistics service system, and support services. Solutions such as dredging the port entry channel, clearing the waterway from the Mekong Delta to the port, and developing the transportation system connecting the port to Cambodia are also emphasized. Mr. Do Thien Anh Tuan from the Fulbright School of Public Policy and Management believes that the development of this port cluster should be considered a national benefit and proposed 12 unprecedented breakthrough mechanisms to promote the development of the national maritime economic center.
The Cai Mep - Thi Vai port cluster needs central support to implement these breakthrough policy mechanisms, allowing Ba Ria - Vung Tau to pioneer pilot programs and resolve current bottlenecks to promote the flow of import and export goods.
For many years, logistics was viewed primarily as a back-end support function. Today, amid increasing global trade volatility, logistics has become a strategic factor directly influencing business growth, risk management capability, and long-term competitiveness.
Amid ongoing global supply chain restructuring, Vietnam is emerging as a key manufacturing and sourcing hub in Asia. The “China+1” strategy and the need for risk diversification are driving multinational corporations to expand their presence in Vietnam.
Entering April 2026, escalating tensions in the Strait of Hormuz have triggered a systemic disruption across global logistics networks. However, for Vietnamese import-export enterprises, the immediate risk is no longer confined to the Middle East. The critical pressure point has shifted to Asia’s transshipment hubs-most notably Singapore-where congestion is now constraining regional cargo flows at scale.
From May 19–22, 2026, GLOTRANS is honored to participate in the PPL Networks Conference, one of the world’s leading networking events for international Freight Forwarding and Logistics companies.
At VSCN Conference 2026, Mr. Vo Minh Phuc Thien, representative of GLOTRANS, shared valuable insights on the global landscape of the Logistics & Supply Chain industry amid rapid transformation driven by AI, geopolitics, and sustainable development trends.
May 18, 2012 – May 18, 2026 marks a proud journey of establishment and development. Today, Glotrans HCM officially celebrates its 14th anniversary. Fourteen years is more than just a number—it represents a journey of ambition to shape the flow of the logistics market, of shipments crossing oceans, and of trust nurtured through the companionship of valued customers, partners, and all employees.
The shipment of food additives was transported in container No. FCIU3301688 (20’), under B/L MPRSMUM1806, on the voyage from Nhavasheva Port (India) to Dinh Vu Port (Hai Phong, Vietnam) on 29/04/2017.
Company T (Plaintiff – the Insured) entered into an insurance contract with Company B (Defendant – the Insurer). After the insured event occurred, the Insurer alleged that the Insured had violated its obligation to prevent and mitigate losses. The Arbitral Tribunal acknowledged that such an obligation exists but concluded that the Insured did not breach it.
Under the insurance contract, the premium was to be paid in three installments, and in all three, the insured party was late in payment. When a dispute arose, the insurer (Defendant) argued that the insurance contract had terminated before the insured event occurred due to the late premium payment and therefore refused to make an insurance payout. However, the Arbitral Tribunal held a contrary view.
