Procurement / The YAKU Journal
When a container line's systems go down: keeping packaging component orders on track
The June 2017 malware outage at a major container line showed why buyers should hold their own order records, contacts and component buffer.
Part of the YAKU industry timeline 2016–2026. Written as of July 2017; regulations, prices and technology may have changed since.
At a glance
- On 27 June 2017 malware disrupted the IT and booking systems of a major container line and some of its terminals.
- Bookings and terminal work continued through alternative channels and manual processes while systems were restored.
- Buyers who hold their own complete order record can answer questions without waiting for a carrier system.
- A modest, calculated buffer of closures protects packing lines from a short shipping delay.
On 27 June 2017, malware known as Petya spread through computer networks in many countries. Among the companies affected was Maersk, whose container shipping, booking systems and some APM Terminals sites were disrupted. For buyers of packaging components, many of whom never deal with a carrier directly, the episode is a useful test: if your freight forwarder or supplier could not reach a carrier’s systems for several days, would your order still be under control?
This guide looks at what was reported, then at the practical record-keeping that makes any shipping disruption easier to handle.
What was reported in late June 2017
According to Maersk’s operational update reported by gCaptain on 29 June 2017, bookings made before 08:00 on 27 June were secured, and customers with confirmed bookings did not need to rebook. New bookings could be made through the INTTRA platform, through EDI messages to be confirmed in batches, or through simplified online forms. Affected APM Terminals sites had activated business-continuity plans. The company said rates issued before the outage would stand.
An AFP report carried by Design World described some terminals working on manual systems, including the two APM Terminals sites in Rotterdam, which were still affected on 28 June. An APM Terminals spokesman said the company was communicating with customers through Gmail because its usual IT system was down. New orders on Maersk’s own platforms had been paused as a precaution.
The details matter less than the pattern. Booking, tracking and terminal handling all depended on systems that buyers do not control, and the fallback was manual work and alternative channels.
Why small consignments need attention
Strapping components often travel as part of a mixed shipment, a less-than-container load or a small container. When terminals slow down and booking channels narrow, every shipper is competing for attention at once, and a pallet of seals or buckles is unlikely to be anyone’s priority except yours.
The risk is not that the parts are lost. It is that nobody can quickly say where they are, what exactly was shipped and whether the packing line will run out before they arrive.
Hold your own complete order record
Keep a copy of every document you would need to answer questions without logging in to a third-party system:
| Record | Why it helps during an outage |
|---|---|
| Purchase order with part references and quantities | Shows exactly what was ordered, in which unit |
| Agreed specification and approved sample reference | Lets receiving check the goods without the supplier’s portal |
| Supplier’s order acknowledgement | Shows the agreed dispatch date and delivery term |
| Booking reference and container or consignment number | Lets the forwarder trace the shipment by phone |
| Bill of lading or waybill, packing list and invoice | Needed for customs clearance and receipt |
| Named contacts at supplier and forwarder | People to call when email or portals are unavailable |
Store these somewhere that does not depend on a single system, such as a shared drive with an offline copy for the most important orders. Our distributor identification guide shows how to keep part references consistent across documents, which makes tracing much faster.
Agree communication fallbacks in advance
When the usual channels fail, people improvise. That works better if the improvisation has been agreed. Ask your supplier and forwarder for:
- A named person and a telephone number for urgent shipment questions.
- An alternative email address outside the main corporate system.
- How they will notify you of a delay, and how often they will update you.
- Whether documents can be re-issued quickly if originals are held up.
Size a sensible buffer of closures
Closures are small, cheap to store and critical to dispatch. A buffer does not need to be large to be useful. Work it out from your own figures:
- Average weekly consumption of each closure, in pieces.
- The normal replenishment lead time, in weeks.
- The extra weeks of delay you want to be able to absorb.
Consumption multiplied by the normal lead time sets your usual reorder point. The buffer sits on top of it: multiply weekly consumption by the extra weeks you want to cover, then check that the result fits your storage and that the stock will be rotated. Keep the buffer in the approved part only; a substitute bought in a hurry may not suit your strap and tool.
Questions to add to your next RFQ
- How will the supplier notify you of a shipping disruption?
- Can dispatch documents be sent ahead of the goods?
- Which forwarder or carrier is used, and is there an alternative?
- How is the order identified on packing and labels?
Our international procurement guide covers delivery terms and responsibilities, and the receiving checklist helps when a delayed shipment finally arrives.
Sharing consumption data with the supplier
When enquiring about galvanized wire buckles, sheet metal clips or steel strapping seals, include your expected consumption and delivery point through the enquiry page. Lead time, packing and dispatch documents are agreed in each quotation.
Sources and further reading
External references provide context. They do not certify a YAKU product or validate a particular strapping system.
Technical articles are general guidance. Joint performance, suitability and load capacity need to be verified for the actual strap, component, tool and application.
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