U.S. Box Imports Plummet 22 Percent
Bill Mongelluzzo Jun 9, 2009 6:28PM GMTThe Journal of Commerce Online - News Story
Slight April gain over March gives weak signal for peak season
Container volumes at U.S. ports edged up in April compared to March, but remained well below the volumes recorded in April 2008, according to the monthly Port Tracker published by the National Retail Federation and IHS Global Insight.
The second half of 2009 appears to be trending the same way the first half progressed, with containerized imports creeping up compared to the month before, but down noticeably from the same month last year.
It therefore looks like the back-to-school shopping season this summer, traditionally the second busiest period on retailers' calendars, will be disappointing. Prospects for the holiday shopping season that follows look equally bleak.
These developments are reflected directly in the cargo volumes moving through the eight major U.S. container gateways covered by Port Tracker.
"Retailers are still being cautious with their inventory levels in anticipation of slow sales this summer into the fall," said Jonathan Gold, vice president for supply chain and customs policy at the National Retail Federation.
Containerized imports in April increased 2 percent over March, but were down 22 percent compared to April 2008, according to Port Tracker. April was the third lowest month since 2004 and marked the 22nd month in a row of year-over-year declines in volume.
Projections call for May to be down 21 percent and June 19 percent from the same months last year. Port Tracker projects that containerized imports in the first half of 2009 will be down 21 percent compared to the first six months of 2008.
Port Tracker projects volumes in the peak summer-fall months through October will be down about 16 to 18 percent compared to peak season 2008.
Logistically, the U.S. port and intermodal transportation networks are operating efficiently and without any disruptions. Ports are congestion-free from vessel to gate. Rail service levels are good and the harbor trucking industry is operating with excess capacity.
On the other hand, all of these transportation industries are struggling with weak revenues and over-capacity.
Introduction of the federal security program known as the Transportation Worker Identification Credential has successfully taken place at all major gateways.
Contact Bill Mongelluzzo at bmongelluzzo@joc.com.
Wednesday, June 10, 2009
Tuesday, June 09, 2009
Shippers Throw Support to Heavier Trucks
John Gallagher Jun 8, 2009 7:12PM GMTThe Journal of Commerce Online - News Story
Coalition supports bill to raise size, weight limits on interstates
Big shippers are throwing their weight behind legislation allowing heavier trucks on federal roads as a way to boost carrier productivity, save fuel, and cut transportation costs.
The Coalition for Transportation Productivity, representing more than 100 associations and companies such as the National Industrial Transportation League, Kraft Foods, Archer Daniels Midland and International Paper, is urging Congress to raise federal vehicle weight limits on U.S. interstates to 97,000 lbs. through its support of the Safe and Efficient Transportation Act of 2009. The measure was introduced in Congress March 30.
The legislation stipulates raising the weight limits would only be allowed for vehicles equipped with a sixth axle, which would maintain braking capacity and weight distribution per tire. The bill imposes a user fee for six-axle units to fund bridge repair.
More freight on fewer trucks would also make roads safer, says CTP Co-chairman John Runyan.
“Accident rates among heavy vehicles are strongly tied to the vehicle miles a truck must travel to deliver a ton of freight,” he said. Allowing heavier trucks “would reduce the number of vehicle miles and overall number of trucks needed to deliver a specific amount of freight, making roads safer while cutting fuel and emissions by as much as 19 percent for each ton carried.”
Railroads have long opposed such legislation, claiming raising truck weight limits would give them a competitive edge in the fight over shipper dollars. The AAR cites a 1999 DOT study suggesting increasing truck size and weights would result in a decline in rail revenue of between $2.9 billion and $6.7 billion. Rail earnings would decline 32 percent to 46 percent, and rail car-miles would decline 4 percent to 20 percent, the study said.
Contact John Gallagher at jgallagher@joc.com.
John Gallagher Jun 8, 2009 7:12PM GMTThe Journal of Commerce Online - News Story
Coalition supports bill to raise size, weight limits on interstates
Big shippers are throwing their weight behind legislation allowing heavier trucks on federal roads as a way to boost carrier productivity, save fuel, and cut transportation costs.
The Coalition for Transportation Productivity, representing more than 100 associations and companies such as the National Industrial Transportation League, Kraft Foods, Archer Daniels Midland and International Paper, is urging Congress to raise federal vehicle weight limits on U.S. interstates to 97,000 lbs. through its support of the Safe and Efficient Transportation Act of 2009. The measure was introduced in Congress March 30.
The legislation stipulates raising the weight limits would only be allowed for vehicles equipped with a sixth axle, which would maintain braking capacity and weight distribution per tire. The bill imposes a user fee for six-axle units to fund bridge repair.
More freight on fewer trucks would also make roads safer, says CTP Co-chairman John Runyan.
“Accident rates among heavy vehicles are strongly tied to the vehicle miles a truck must travel to deliver a ton of freight,” he said. Allowing heavier trucks “would reduce the number of vehicle miles and overall number of trucks needed to deliver a specific amount of freight, making roads safer while cutting fuel and emissions by as much as 19 percent for each ton carried.”
Railroads have long opposed such legislation, claiming raising truck weight limits would give them a competitive edge in the fight over shipper dollars. The AAR cites a 1999 DOT study suggesting increasing truck size and weights would result in a decline in rail revenue of between $2.9 billion and $6.7 billion. Rail earnings would decline 32 percent to 46 percent, and rail car-miles would decline 4 percent to 20 percent, the study said.
Contact John Gallagher at jgallagher@joc.com.
Friday, June 05, 2009
Texas makes Port of Brownsville overweight corridor program permanent
May 21, 2009 Breakbulk News
Texas Governor Rick Perry has signed legislation that will permanently allow overweight freight to be transported by truck between the Port of Brownsville and Mexico. The corridor allows trucks carrying primarily break bulk steel but also other cargoes to be loaded to Mexican truck weights. Without the corridor, said the port’s Deputy Director Donna Eymard, shippers would have to use two trucks instead of one and the steel Brownsville handles would move to Mexican ports.
Brownsville is one of the U.S.’s largest steel ports, handling more than 2 million tons during 2008. Virtually all of the port’s import steel goes to mills in northern Mexico to be processed. After processing, some of it is then re-exported.
Port Director and chief executive officer Eduardo A. Campirano said in the port’s statement that “this is great news for the state, the port, the county, the city, and the consumer. The overweight corridor program helps to insure the sustainable growth of the Port – the economic engine for the Rio Grande Valley and Northern Mexico.”
May 21, 2009 Breakbulk News
Texas Governor Rick Perry has signed legislation that will permanently allow overweight freight to be transported by truck between the Port of Brownsville and Mexico. The corridor allows trucks carrying primarily break bulk steel but also other cargoes to be loaded to Mexican truck weights. Without the corridor, said the port’s Deputy Director Donna Eymard, shippers would have to use two trucks instead of one and the steel Brownsville handles would move to Mexican ports.
Brownsville is one of the U.S.’s largest steel ports, handling more than 2 million tons during 2008. Virtually all of the port’s import steel goes to mills in northern Mexico to be processed. After processing, some of it is then re-exported.
Port Director and chief executive officer Eduardo A. Campirano said in the port’s statement that “this is great news for the state, the port, the county, the city, and the consumer. The overweight corridor program helps to insure the sustainable growth of the Port – the economic engine for the Rio Grande Valley and Northern Mexico.”
Wednesday, May 13, 2009
May 5, 2009 May 5, 2009 – 1:48 pm-->By Alan Field Breakbulk from the Journal of Commerce
Shipping near record low, says industry group
The United States imported a total of 1.5 million net tons of steel in March, the American Iron and Steel Institute reported, based on preliminary Census Bureau data. Imports of this breakbulk cargo included 1.437 million net tons of finished steel, down 3 percent from February.
Precision Metalforming Association President William E. Gaskin said, “The continuing fall in steel imports in March is not a surprise given the lingering sluggishness in the U.S. manufacturing sector, which has had a real impact on our members. According to PMA’s most recent survey of business conditions, the number of metal forming companies with a portion of their workforce on short time or layoffs increased to 85 percent in April, up from 76 percent in March. And while optimism about expectations for new orders has risen over the past few months, current shipping levels remain near record lows.”
China dominates imports
In March, the largest volume of finished imports from offshore was from China (196,000 net tons, down 28 percent from February). The March tonnage from China was 14 percent of all finished imports. Other major offshore suppliers in March were Korea, Japan, and India.
March imports of hot-rolled steel dropped seven percent from February’s levels, from 152,983 to 141,792 metric tons. Cold-rolled steel imports also declined, from 111,625 metric tons in February to 96,236 metric tons in March, a drop of 14 percent.
Key products that increased in March compared to February included reinforcing bars (up 155 percent), mechanical tubing (up 46 percent), hot dipped galvanized sheet & strip (up 28 percent), line pipe (up 24 percent) and standard pipe (up 24 percent).
Saturday, May 09, 2009
Piracy could bring maritime trade to its knees:
By Michael Edwards
Posted Wed Apr 15, 2009 8:24am AEST Updated Wed Apr 15, 2009 9:14am AEST ABC News
Maritime experts say shipping will only get slower and more expensive unless something is done to stop the threat of Somali pirates.
As details continue to emerge about the dramatic rescue of the American ship Captain Richard Phillips, more questions are being asked about the impact of piracy on shipping routes.
This comes as Somali pirates raised the stakes this morning, seizing two more ships and throwing down the gauntlet to tough-talking US President Barack Obama.
To get an idea of the piracy situation off the horn of Africa, look at ABC News Online's interactive map.
The problem has already sent insurance rates up and more ships are opting to take the slower route around South Africa instead of through the Suez Canal.
Australia's shipping industry says it will have an adverse effect on the world economy as trade slows down.
Friends and colleagues of Captain Richard Phillips are still dealing with his dramatic rescue at the hands of US Navy Seal marksmen.
Shane Murphy is Captain Phillips's chief mate onboard the Maersk Alabama. I just got off the phone with our captain, Richard Phillips for the first time, and it was an extremely emotional experience for all of us to actually hear his voice and hear the condition he was in," he said.
"He is absolutely elated and he couldn't be prouder of us for doing what he trained us to do. And that's really, when the story unfolds you'll see that's really all we did.
"We did everything that we were trained to do. And we have the captain; ultimately everybody you see here before you today has the Captain, Captain Phillips, to thank for their lives and their freedom."
But despite the US Navy's victory this time, experts say the threat posed by Somali pirates is as strong as ever.
John Burnett is an expert on international piracy, and he told Radio National's breakfast program that poverty drives many young Somali men to become pirates.
"These kids, the young men, if they're lucky will earn probably even less than $30 a month. So when they become a pirate they will earn something in the hundreds of thousands and that's a hell of a lot more profitable and less risky than pulling up a half empty fishing net," he said.
And the toll extracted by the pirates is increasing.
There's the cost of ships out of commission as well as ransoms to free crews and extra security measures. Add to that rising insurance premiums and higher labour costs for crews travelling in the area.
And there are extra costs for shipping companies which are choosing to avoid the area.
Llew Russell is the chief executive of Shipping Australia, the peak body for Australia's shipping industry.
"We're most concerned about the increase in piracy that's been occurring particularly over the last few weeks," he said. "With the winter monsoons declining over there we're finding a big upsurge in piracy and we feel it will encourage more people to go around the Cape, which is much longer, consumes more fuel and is more costly."
Mr Russell says going to or from Europe around South Africa adds at least 10 to 14 days to an ocean voyage.
He says many shipping companies are being forced to pay for specialised equipment to thwart attacks.
"A ship thwarted an attack a week or so ago by putting barbed wire right around it. I mean, they're trailing nets out behind the ship to foul the propellers of their little speed boats and so on that they use. All these techniques are being used to try to thwart the attacks," he said.
Mr Russell says if nothing is done it's the world's economy which will suffer.
"I think it'll impact on world trade because you not only have Somalia, you have other countries looking at what Somalia's doing," he said.
"So I can only see the situation getting worse. The only way you can tackle this sort of piracy is on land.
"In fact one has to look at building up the economies of northern Somalia and helping those people in ways other than encouraging piracy. That I think is the longer term answer
By Michael Edwards
Posted Wed Apr 15, 2009 8:24am AEST Updated Wed Apr 15, 2009 9:14am AEST ABC News
Maritime experts say shipping will only get slower and more expensive unless something is done to stop the threat of Somali pirates.
As details continue to emerge about the dramatic rescue of the American ship Captain Richard Phillips, more questions are being asked about the impact of piracy on shipping routes.
This comes as Somali pirates raised the stakes this morning, seizing two more ships and throwing down the gauntlet to tough-talking US President Barack Obama.
To get an idea of the piracy situation off the horn of Africa, look at ABC News Online's interactive map.
The problem has already sent insurance rates up and more ships are opting to take the slower route around South Africa instead of through the Suez Canal.
Australia's shipping industry says it will have an adverse effect on the world economy as trade slows down.
Friends and colleagues of Captain Richard Phillips are still dealing with his dramatic rescue at the hands of US Navy Seal marksmen.
Shane Murphy is Captain Phillips's chief mate onboard the Maersk Alabama. I just got off the phone with our captain, Richard Phillips for the first time, and it was an extremely emotional experience for all of us to actually hear his voice and hear the condition he was in," he said.
"He is absolutely elated and he couldn't be prouder of us for doing what he trained us to do. And that's really, when the story unfolds you'll see that's really all we did.
"We did everything that we were trained to do. And we have the captain; ultimately everybody you see here before you today has the Captain, Captain Phillips, to thank for their lives and their freedom."
But despite the US Navy's victory this time, experts say the threat posed by Somali pirates is as strong as ever.
John Burnett is an expert on international piracy, and he told Radio National's breakfast program that poverty drives many young Somali men to become pirates.
"These kids, the young men, if they're lucky will earn probably even less than $30 a month. So when they become a pirate they will earn something in the hundreds of thousands and that's a hell of a lot more profitable and less risky than pulling up a half empty fishing net," he said.
And the toll extracted by the pirates is increasing.
There's the cost of ships out of commission as well as ransoms to free crews and extra security measures. Add to that rising insurance premiums and higher labour costs for crews travelling in the area.
And there are extra costs for shipping companies which are choosing to avoid the area.
Llew Russell is the chief executive of Shipping Australia, the peak body for Australia's shipping industry.
"We're most concerned about the increase in piracy that's been occurring particularly over the last few weeks," he said. "With the winter monsoons declining over there we're finding a big upsurge in piracy and we feel it will encourage more people to go around the Cape, which is much longer, consumes more fuel and is more costly."
Mr Russell says going to or from Europe around South Africa adds at least 10 to 14 days to an ocean voyage.
He says many shipping companies are being forced to pay for specialised equipment to thwart attacks.
"A ship thwarted an attack a week or so ago by putting barbed wire right around it. I mean, they're trailing nets out behind the ship to foul the propellers of their little speed boats and so on that they use. All these techniques are being used to try to thwart the attacks," he said.
Mr Russell says if nothing is done it's the world's economy which will suffer.
"I think it'll impact on world trade because you not only have Somalia, you have other countries looking at what Somalia's doing," he said.
"So I can only see the situation getting worse. The only way you can tackle this sort of piracy is on land.
"In fact one has to look at building up the economies of northern Somalia and helping those people in ways other than encouraging piracy. That I think is the longer term answer
Friday, May 08, 2009
WTO's Lamy says Doha round relaunch awaits U.S.
WASHINGTON (Reuters) - A renewed push to finish long-running world trade talks cannot begin until the United States is ready to engage, the head of the World Trade Organization said on Friday.
Completing the Doha round of talks would help pull the global economy out of recession by unleashing new trade flows and "help restore confidence at this moment of crisis," Pascal Lamy, the WTO's director general, said at the Peterson Institute for International Economics in Washington.
"I cannot restart a political process without the U.S. being ready," Lamy said. That opportunity could come at a number of international meetings over the next several months.
The Obama administration's position on the Doha round of trade talks "is emerging little by little" and is positive but the process has been slow, Lamy said. if (There is much goodwill among negotiators in Geneva for the new U.S. administration but patience is not infinite, he said.
The talks, officially known as the Doha Development Agenda, were launched more than seven years ago in the capital of Qatar with the goal of helping poor countries prosper through trade.
Many developing countries, who make up of the majority of the WTO's 153 members, are anxious for the talks to conclude.
They stand to benefit if rich countries make long-awaited farm subsidy cuts and open their manufacturing and agricultural markets to more imports from developing nations, Lamy said.
U.S. farm, manufacturing and services groups strongly object to a set of proposed texts for concluding the round put forward in December. They have urged the Obama administration to refuse to restart talks on the basis of those texts.
U.S. Trade Representative Ron Kirk said on Thursday the United States remains committed to a successful end of the round but needs a better idea of what it will "get" in exchange for what it gives up. Kirk said the United States would soon set out new ideas for moving the talks forward.
LAMY TO MEET KIRK
Lamy, in Washington for the spring meetings of the International Monetary Fund and the World Bank, is expected to meet Kirk.
Lamy argued that U.S. business already would benefit more from the round than it publicly admits.
If the United States wants developing countries to clarify what new market openings they will make, it would help for Washington to identify which goods it will exclude from a pledge rich countries made in 2005 not to impose duties or quota on imports from the poorest countries, Lamy said.
Developing countries fear the United States will use its insistence on excluding 3 percent of products from the duty-free, quota-free pledge to maintain barriers in areas of greatest interest to them, such as textiles and sugar.
Sounding a warning against protectionism, Lamy said he has hung a picture in his office of the two U.S. lawmakers who authored the 1930 Smoot-Hawley tariff act often blamed for deepening and prolonging the Great Depression by triggering tit-for-tat retaliation around the globe.
But that trauma led to the rules-based world trading system that has provided "more than 60 years of economic stability," Lamy said.
(Editing by John O'Callaghan)
Tuesday, April 14, 2009
BIS Issues New Audit Module: Export Auditing
GRVR Attorneys
You may or may not have heard of the Export Management System (EMS) Guidelines from the Bureau of Industry and Security (BIS). The EMS Guidelines give exporters templates to follow when designing and setting up export compliance programs. The problem is that the EMS Guidelines have not been updated in many years. That is probably why the BIS never promoted the guidelines as much as other programs and why the BIS recently pulled the EMS Guidelines from its website as it works to update them.
The BIS has updated one small, but important tool, of the EMS Guidelines: the export audit module. It is wise for exporters to use the audit module as a starting point. However, the audit module, like everything else in the EMS Guidelines, has a pro-government slant, a bias that exporters must take into account. The new audit module, plus a great deal more, will be covered in an upcoming webinar on Wednesday, April 15, 2009. Avoiding and Handling Export Violations webinar is $99 per access line. To register, go to: www.exportimportlaw.com/courseregistration.php
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Thanks to: GRVR Attorneys Gonzalez, Rolon, Valdespino, & Rodriguez, LLCDallas · Washington, DC · San Antonio · Mexico City · Sao Paulo, Brazil · Paris, FranceGRVR has for two decades delivered excellent legal representation to our clients. With offices in six cities, four countries, and three continents, we can fill your legal needs regardless of your location, (214) 720-7720 info@exportimportlaw.com www.exportimportlaw.com
GRVR Attorneys
You may or may not have heard of the Export Management System (EMS) Guidelines from the Bureau of Industry and Security (BIS). The EMS Guidelines give exporters templates to follow when designing and setting up export compliance programs. The problem is that the EMS Guidelines have not been updated in many years. That is probably why the BIS never promoted the guidelines as much as other programs and why the BIS recently pulled the EMS Guidelines from its website as it works to update them.
The BIS has updated one small, but important tool, of the EMS Guidelines: the export audit module. It is wise for exporters to use the audit module as a starting point. However, the audit module, like everything else in the EMS Guidelines, has a pro-government slant, a bias that exporters must take into account. The new audit module, plus a great deal more, will be covered in an upcoming webinar on Wednesday, April 15, 2009. Avoiding and Handling Export Violations webinar is $99 per access line. To register, go to: www.exportimportlaw.com/courseregistration.php
----------------------------------
Thanks to: GRVR Attorneys Gonzalez, Rolon, Valdespino, & Rodriguez, LLCDallas · Washington, DC · San Antonio · Mexico City · Sao Paulo, Brazil · Paris, FranceGRVR has for two decades delivered excellent legal representation to our clients. With offices in six cities, four countries, and three continents, we can fill your legal needs regardless of your location, (214) 720-7720 info@exportimportlaw.com www.exportimportlaw.com
Tuesday, March 24, 2009
Trucking Headlines: NAFTA trade rose 4.1% in 2008
By eTrucker Staff
Surface transportation trade between the United States and its North American Free Trade Agreement partners, Canada and Mexico, was 4.1 percent higher in 2008 than in 2007, reaching $830 billion, according to the Bureau of Transportation Statistics of the U.S. Department of Transportation. The 4.1 percent rate of growth was the smallest year-to-year growth rate since 2003.
BTS, a part of the Research and Innovative Technology Administration, reported that surface transportation trade with Canada and Mexico grew 8.6 percent during the first six months of 2008 compared to the same period in 2007. It declined 0.3 percent in the final six months and 9.4 percent in the October-to-December period compared to 2007. Total North American surface transportation imports rose 2.7 percent in 2008 from 2007, and exports rose by 5.9 percent during the same period.
In 2008, 86 percent of U.S. merchandise trade by value with Canada and Mexico moved on land. Total North American surface transportation trade value in 2008 was up 47.5 percent compared to 2003, and up 83.7 percent compared to 1998.
U.S.-Canada surface transportation trade totaled $537 billion in 2008, up 5.1 percent compared to 2007. The value of imports carried by truck was 6.0 percent lower in 2008 than 2007, while the value of exports carried by truck was 2.4 percent higher. Michigan led all states in surface trade with Canada in 2008 with $67.0 billion.
U.S.-Mexico surface transportation trade totaled $293 billion in 2008, up 2.3 percent compared to 2007. The value of imports carried by truck was 2.1 percent lower in 2008 than 2007, while the value of exports carried by truck was 7.8 percent higher. Texas led all states in surface trade with Mexico in 2008 with $94.1 billion.The TransBorder Freight Dataset is a special extract of the official U.S. foreign trade statistics. The data are obtained by BTS from the U.S. Census Bureau’s Foreign Trade Division.
By eTrucker Staff
Surface transportation trade between the United States and its North American Free Trade Agreement partners, Canada and Mexico, was 4.1 percent higher in 2008 than in 2007, reaching $830 billion, according to the Bureau of Transportation Statistics of the U.S. Department of Transportation. The 4.1 percent rate of growth was the smallest year-to-year growth rate since 2003.
BTS, a part of the Research and Innovative Technology Administration, reported that surface transportation trade with Canada and Mexico grew 8.6 percent during the first six months of 2008 compared to the same period in 2007. It declined 0.3 percent in the final six months and 9.4 percent in the October-to-December period compared to 2007. Total North American surface transportation imports rose 2.7 percent in 2008 from 2007, and exports rose by 5.9 percent during the same period.
In 2008, 86 percent of U.S. merchandise trade by value with Canada and Mexico moved on land. Total North American surface transportation trade value in 2008 was up 47.5 percent compared to 2003, and up 83.7 percent compared to 1998.
U.S.-Canada surface transportation trade totaled $537 billion in 2008, up 5.1 percent compared to 2007. The value of imports carried by truck was 6.0 percent lower in 2008 than 2007, while the value of exports carried by truck was 2.4 percent higher. Michigan led all states in surface trade with Canada in 2008 with $67.0 billion.
U.S.-Mexico surface transportation trade totaled $293 billion in 2008, up 2.3 percent compared to 2007. The value of imports carried by truck was 2.1 percent lower in 2008 than 2007, while the value of exports carried by truck was 7.8 percent higher. Texas led all states in surface trade with Mexico in 2008 with $94.1 billion.The TransBorder Freight Dataset is a special extract of the official U.S. foreign trade statistics. The data are obtained by BTS from the U.S. Census Bureau’s Foreign Trade Division.
Monday, March 16, 2009
March 3, 2009 March 3, 2009 – 4:52 pm--> Breakbulk News
Great Lakes freighters may be looking at a late start to the 2009-10 shipping season, The Detroit News is reporting.
Shipping on Lake Superior officially begins when the the Soo Locks open March 25, but news reports indicate today that the national recession is hitting the shipping industry hard. Production drops have led to less material being moved.
Dale Hemmila, Cliffs Natural Resources district manager for public affairs, said the ore dock in Marquette’s Upper Harbor, owned by Cliffs, is ready to load ore once the season starts, but no vessels are on the shipping schedule yet.
Hemmila said less iron ore production from Cliffs does mean a lighter shipping season in the coming year. He said the company is projecting about 50 percent production in comparison to 2008, which is due to lower market demand. “It’s all market-driven, what we’ve seen over the last several months for iron and steel and all the commodities,” Hemmila said.
Shippers also told the Detroit News that they have been hurt by an undersized and aging fleet of U.S. Coast Guard ice-breaking vessels.
Matthew Anderson, vessel traffic watchstander in Sault Ste. Marie at the locks for the Coast Guard, said that some shippers are starting late, but they’ve said it’s more due to a poor economy than ice.
Thursday, March 12, 2009
Idle boxship capacity tops 1.1m teu
Janet Porter - Wednesday 18 February 2009 -- World Trade News
CONTAINER shipping faces at least another four years of misery, and probably more, as supply continues to massively out-strip demand. New figures from AXS-Alphaliner show that the number of unemployed boxships has soared over the past couple of weeks as lines continue to cancel services.
By the beginning of this week, an estimated 392 ships with combined total capacity of 1.1m teu were idle, according to AXS-Alphaliner. This represents a huge jump from 303 ships of 800,000 teu out of work at the start of the month, and figures from Lloyd’s MIU last week putting the amount of idle boxship capacity at almost 830,000 teu.
At 1.1m teu, the number of slots withdrawn from service equates to 8.8% of the total cellular fleet, way above the previous peak of 5% touched two decades ago when US Lines went bankrupt and its ships seized, and the 3.2% recorded at the height of the 2002 market slump.
The latest data includes 19 units with nominal capacity in excess of 7,500 teu.
With so much tonnage now either at anchor or in lay-up, AXS-Alphaliner estimates that demand would have to grow at an average of 15% over the next three years to restore equilibrium by early 2013.
That scenario seems totally unrealistic, with a slightly more probable growth figure of 10% pushing supply and demand balance back to 2014.
But the main container trades are actually seeing a drop in overall volumes at the moment, with little on the horizon to suggest any turnround in the foreseeable future.
Asian export ports are reporting a huge decline in outbound traffic as retail spending in the US and Europe remains in the doldrums, while recent statistics from the European Liner Affairs Association showed a steep decline in container line liftings towards the end of last year when the full impact of the credit squeeze hit economies around the world.
AXS-Alphaliner notes that its projections are based on the current fleet and orderbook, and an assumption that 160,000 teu per year will be scrapped, and do not allow for any possible newbuilding cancellations.
Maersk Broker is provisionally forecasting that at least 120,000 teu will be broken up this year, followed by 70,000 teu in 2010, but notes that the final figures for demolition activity are likely to be higher. The first month of 2009 saw just over 40,000 teu sold to breakers.
On the supply side, around 1.8m teu is scheduled for delivery between now and the end of the year, adding 14.6% to the fleet in 2009, followed by another 12.1% in 2010.
Contracting activity remains at a complete standstill, while the shipyards are keeping tightlipped about whether they have agreed to delay deliveries.
Negotiations continue, but most industry sources do not think any firm agreements have yet been reached, with the South Korean yards determined to make clients stick to the terms of their contracts despite enormous pressure from owners and their bankers to reschedule production programmes.
As banks try to find any loophole they can to extract themselves from credit agreements, some owners are now resorting to legal action to force the finance houses to keep to their contractual commitments.
Tuesday, March 10, 2009
HOMELAND SECURITY DEPARTMENT
World Trade News : Napolitano updates Congress on DHS' IT programs By Ben Bain Gov't Computer News Mar 02, 2009
Homeland Security Secretary Janet Napolitano told House lawmakers last week that the Homeland Security Department would not meet a deadline of 2012 that requires DHS to scan all cargo bound for U.S. seaports with non-intrusive imaging and radiation detection equipment before the cargo leaves for the United States. Napolitano also told a House panel that DHS would focus on improving intelligence sharing with state and local authorities.
The 100 percent scanning requirement has raised logistical, technological and diplomatic concerns from shippers, carriers, port and terminal operators, and foreign governments. The requirement was part of a 2007 law that allows the homeland security secretary to extend that deadline.
Napolitano also said she planned to make intelligence-sharing with state and local authorities a priority and wanted to focus on the more than 50 state and local intelligence fusion centers around the country.
The Bush administration designated the fusion centers as a central node for the federal government’s efforts for sharing terrorism-related information with state and local officials and Congress has designated DHS as the lead federal agency for that effort. The department is in the process of upgrading its platform for sharing sensitive but unclassified information with state and local officials.
“The fusion of information between the federal, state and local levels is what makes the intelligence gathering process critically valuable to preventing threats from materializing,” she testified. “Information sharing is also what makes response efforts effective.”
Napolitano also discussed a series of directives she has ordered to review DHS’ efforts in areas such as border security, risk management, information sharing with state and local authorities and cybersecurity, saying it was critical to involve the private sector in cybersecurity and she had instructed DHS officials to be sure the department was reaching out to private-sector groups.
Other information technology-related programs she touched on included the SBInet border security program, the Transportation Worker Identification Credential program and Real ID.
World Trade News : Napolitano updates Congress on DHS' IT programs By Ben Bain Gov't Computer News Mar 02, 2009
Homeland Security Secretary Janet Napolitano told House lawmakers last week that the Homeland Security Department would not meet a deadline of 2012 that requires DHS to scan all cargo bound for U.S. seaports with non-intrusive imaging and radiation detection equipment before the cargo leaves for the United States. Napolitano also told a House panel that DHS would focus on improving intelligence sharing with state and local authorities.
The 100 percent scanning requirement has raised logistical, technological and diplomatic concerns from shippers, carriers, port and terminal operators, and foreign governments. The requirement was part of a 2007 law that allows the homeland security secretary to extend that deadline.
Napolitano also said she planned to make intelligence-sharing with state and local authorities a priority and wanted to focus on the more than 50 state and local intelligence fusion centers around the country.
The Bush administration designated the fusion centers as a central node for the federal government’s efforts for sharing terrorism-related information with state and local officials and Congress has designated DHS as the lead federal agency for that effort. The department is in the process of upgrading its platform for sharing sensitive but unclassified information with state and local officials.
“The fusion of information between the federal, state and local levels is what makes the intelligence gathering process critically valuable to preventing threats from materializing,” she testified. “Information sharing is also what makes response efforts effective.”
Napolitano also discussed a series of directives she has ordered to review DHS’ efforts in areas such as border security, risk management, information sharing with state and local authorities and cybersecurity, saying it was critical to involve the private sector in cybersecurity and she had instructed DHS officials to be sure the department was reaching out to private-sector groups.
Other information technology-related programs she touched on included the SBInet border security program, the Transportation Worker Identification Credential program and Real ID.
Monday, February 23, 2009
February 19, 2009 – 3:34 pm-->By Janet Nodar Breakbulk News
While speakers at the 20th annual Tampa Steel Conference differ on their estimates of just how much the federal stimulus package will affect the steel industry, they agree that it is intended to “light a spark” rather than effect a rescue.
Mario Longhi, president and CEO of Gerdau Ameristeel, estimated that $70 billion of the $800 billion stimulus package will be relevant to the steel industry, including about $29 billion for transportation infrastructure, about $13.5 billion for building and repairing federal buildings and public infrastructure, about $18 billion for water-related projects and about $10 billion for rail and mass transit.
But he said this falls far short of the annual $225 billion that the National Surface Transportation Policy and Revenue Study Commission says would be necessary for each of the next 50 years to ensure that U.S. infrastructure in these categories keeps up with estimated capacity and maintenance needs.
The steel industry must grapple with the same challenges or opportunities facing the nation as a whole, Longhi said, including supporting global trade rules and restoring financial stability, which no stimulus package can do alone and which cannot happen until credit markets ease and bad assets are identified and made transparent.
Murat Askin, general manager of SteelOrbis Americas, said that these are “the worst possible times” in the steel markets. Few if any analysts predicted either the price explosion or the price crash of 2008, he said. Gloomy signs include the contracting U.S. economy, Europe’s highly leveraged banking system and what appear to be growing problems in the Middle East, including high steel inventories and cancellation of planned projects.
By Askin’s count, the stimulus package will mean about $85.7 billion in infrastructure spending that will result in $2 billion to $3.85 billion in steel purchases over perhaps two years, enough to increase U.S. production only 1.68 to 3.17 percent. However, the stimulus bill also encourages business investment in plants and equipment and includes tax cuts that may encourage spending, provisions for energy-efficient school modifications and other projects that may spur steel production.
Lewis Leibowitz, a partner with the law firm of Hogan & Hartson, said the stimulus bill’s goal is to find a way to use public spending to “light a spark” and trigger private investment. The U.S. is on the cusp of major changes, he said, as the government struggles to right the banking, housing and automotive sectors. “What we do should create jobs throughout the economy, not just in one sector,” he said.
Leibowitz pointed out that steel exports grew 20.8 percent last year to 13.5 million tons. CAFTA and NAFTA countries accounted for almost 10 million of those tons. “CAFTA is one of the fastest-growing markets for U.S. export steel.”
Panama, Colombia and Korea are also potential growth markets for U.S. steel exports, although protectionist policies designed to shelter the U.S. steel industry from imports will hurt this potential.
Despite the global downturn, Dusseldorf-based ThyssenKrupp is proceeding with multibillion-dollar investments in a greenfield Brazilian slab mill and a greenfield carbon and stainless mill in Calvert, Ala.
At full capacity, ThyssenKrupp expects to import some 4 million tons of slab through Alabama from the Brazil mill annually, said Bob Holt, vice president of sales and marketing for ThyssenKrupp Steel USA.
The Alabama mill will produce 4 million tons of carbon steel annually and 1 million tons of stainless steel at full capacity, Holt said. Carbon will be in production in 2010, while the stainless side has been deferred for 1 ½ years because of the recession. The Alabama mill will produce finished coils aimed for the southeastern U.S. and Mexico markets, he said. Approximately 39 percent of that output will be geared for the automotive industry, including German automakers located in those key regions.
Friday, February 20, 2009
Obama unlikely to repeal 100% box scanning law
Justin Stares, Brussels - Friday 9 January 2009
THERE is little chance of a repeal of US 100% box scanning legislation under president Barack Obama, the World Customs Organisation heard today.
The newly elected Democrat president is not expected to work as hard to oppose the unpopular law as the administration of Republican president George Bush, diplomats heard in Brussels.
The anti-terrorism measure, due to come into effect in 2012, would require all US-bound containers to be scanned prior to ship departure. It has triggered protests from trading partners, in particular the European Union, who say the US is exporting its security concerns at the expense of shippers across the globe.
Mr Obama’s precise position on the law is still unknown since he is not reported to have made reference to it during his election campaign. But WCO executives, who have been lobbying US lawmakers, say the incoming president is unlikely to fight an initiative backed by a Democrat-controlled Congress.
“As for a repeal, we will not see that,” WCO director Michael Schmit told customs ambassadors from around the world at Friday’s New Year’s gathering. The best that could be hoped for was a delay in implementation “beyond 2012”, he said.
“[President] Bush fought against the law,” Mr Schmitz said. But while the US administration had been effectively lobbied, Congress had on the other hand “heard very little”, he said.
This message was reinforced by the newly elected WCO secretary general Kunio Mikurija. “Congress is key,” he said. “Security should not be used as a new barrier [to trade]. We have to convince the US Congress to review the legislation on 100% scanning.”
The WCO, which is pushing for the blanket scanning plan to be replaced by a risk-based system, said it would wait for US appointments to be confirmed, such as that of Secretary for Homeland Security, before resuming its lobbying campaign. Congressional committees, particularly the trade committee, are being targeted as potential allies. The ways and means committee, which has already asked for a postponement to the scanning law, is also expected to lend support.
Within the US there is opposition to trade security legislation on cost grounds. A separate anti-terror measure aimed at the supply chain, known as the “10+2” law, comes into effect later this month and is expected to cost $20bn to implement, the Brussels gathering heard. Shippers will from January 26 have to inform US Customs and Border Protection of new consignment details, such as the container stuffing location and the identity of the stuffer. Financial penalties will apply for non-compliance.
Experts say 100% scanning would be even more costly. Pilot projects at a variety of ports have shown it is technically feasible but would cost up to $100 per box.
Moreover, many in the supply chain industry believe that if implemented it would do little to improve US security.
At the same time, there are hopes some ports would be exempt. “I think this law is more likely to happen under Obama than before,” said the Israeli ambassador to the WCO. “But ports in Europe will probably be alright.”
The European Sea Ports Organisation said it believed “high volume” scanning, not 100% scanning, would be the most likely outcome.
Justin Stares, Brussels - Friday 9 January 2009
THERE is little chance of a repeal of US 100% box scanning legislation under president Barack Obama, the World Customs Organisation heard today.
The newly elected Democrat president is not expected to work as hard to oppose the unpopular law as the administration of Republican president George Bush, diplomats heard in Brussels.
The anti-terrorism measure, due to come into effect in 2012, would require all US-bound containers to be scanned prior to ship departure. It has triggered protests from trading partners, in particular the European Union, who say the US is exporting its security concerns at the expense of shippers across the globe.
Mr Obama’s precise position on the law is still unknown since he is not reported to have made reference to it during his election campaign. But WCO executives, who have been lobbying US lawmakers, say the incoming president is unlikely to fight an initiative backed by a Democrat-controlled Congress.
“As for a repeal, we will not see that,” WCO director Michael Schmit told customs ambassadors from around the world at Friday’s New Year’s gathering. The best that could be hoped for was a delay in implementation “beyond 2012”, he said.
“[President] Bush fought against the law,” Mr Schmitz said. But while the US administration had been effectively lobbied, Congress had on the other hand “heard very little”, he said.
This message was reinforced by the newly elected WCO secretary general Kunio Mikurija. “Congress is key,” he said. “Security should not be used as a new barrier [to trade]. We have to convince the US Congress to review the legislation on 100% scanning.”
The WCO, which is pushing for the blanket scanning plan to be replaced by a risk-based system, said it would wait for US appointments to be confirmed, such as that of Secretary for Homeland Security, before resuming its lobbying campaign. Congressional committees, particularly the trade committee, are being targeted as potential allies. The ways and means committee, which has already asked for a postponement to the scanning law, is also expected to lend support.
Within the US there is opposition to trade security legislation on cost grounds. A separate anti-terror measure aimed at the supply chain, known as the “10+2” law, comes into effect later this month and is expected to cost $20bn to implement, the Brussels gathering heard. Shippers will from January 26 have to inform US Customs and Border Protection of new consignment details, such as the container stuffing location and the identity of the stuffer. Financial penalties will apply for non-compliance.
Experts say 100% scanning would be even more costly. Pilot projects at a variety of ports have shown it is technically feasible but would cost up to $100 per box.
Moreover, many in the supply chain industry believe that if implemented it would do little to improve US security.
At the same time, there are hopes some ports would be exempt. “I think this law is more likely to happen under Obama than before,” said the Israeli ambassador to the WCO. “But ports in Europe will probably be alright.”
The European Sea Ports Organisation said it believed “high volume” scanning, not 100% scanning, would be the most likely outcome.
FMCSA issues rule to improve intermodal equipment safety
The new regulations make intermodal equipment providers subject to the Federal Motor Carrier Safety Regulations (FMCSRs) for the first time, and establish shared safety responsibility among intermodal equipment providers, motor carriers, and drivers.
The Trucker News Services12/17/2008
WASHINGTON — New rules issued today will significantly strengthen safety requirements for intermodal container chassis, the special trailers that hold cargo containers when they are transferred from ship or rail to truck for final delivery, announced John H. Hill, administrator of the Federal Motor Carrier Safety Administration (FMCSA), and published on the Federal Register.
“We want to ensure that every piece of equipment traveling on our highways is operating safely,” said Hill. “These new rules will bring new safety and enforcement focus on the chassis and equipment used to haul goods on our nation’s roads every day.”
The new regulations make intermodal equipment providers subject to the Federal Motor Carrier Safety Regulations (FMCSRs) for the first time, and establish shared safety responsibility among intermodal equipment providers, motor carriers, and drivers.
Beginning in December 2009, intermodal equipment providers must have in effect regular and systematic inspection, repair, and maintenance programs for intermodal chassis; they will also need to track defects reported and repairs made. By December 2010, each intermodal provider is required to identify its equipment with a USDOT number. FMCSA’s final rule also outlines inspection requirements for motor carriers and drivers operating intermodal equipment.
Intermodal equipment providers will be subject to on-site reviews to ensure compliance with the new rules. Penalties for violating these rules range from civil fines to a prohibition on providing or operating intermodal equipment found to pose an imminent hazard.
The final rule on this Intermodal Chassis is available for review here.
Barb Kampbell of The Trucker staff can be reached for comment at barkkampbell@thetrucker.com.
The new regulations make intermodal equipment providers subject to the Federal Motor Carrier Safety Regulations (FMCSRs) for the first time, and establish shared safety responsibility among intermodal equipment providers, motor carriers, and drivers.
The Trucker News Services12/17/2008
WASHINGTON — New rules issued today will significantly strengthen safety requirements for intermodal container chassis, the special trailers that hold cargo containers when they are transferred from ship or rail to truck for final delivery, announced John H. Hill, administrator of the Federal Motor Carrier Safety Administration (FMCSA), and published on the Federal Register.
“We want to ensure that every piece of equipment traveling on our highways is operating safely,” said Hill. “These new rules will bring new safety and enforcement focus on the chassis and equipment used to haul goods on our nation’s roads every day.”
The new regulations make intermodal equipment providers subject to the Federal Motor Carrier Safety Regulations (FMCSRs) for the first time, and establish shared safety responsibility among intermodal equipment providers, motor carriers, and drivers.
Beginning in December 2009, intermodal equipment providers must have in effect regular and systematic inspection, repair, and maintenance programs for intermodal chassis; they will also need to track defects reported and repairs made. By December 2010, each intermodal provider is required to identify its equipment with a USDOT number. FMCSA’s final rule also outlines inspection requirements for motor carriers and drivers operating intermodal equipment.
Intermodal equipment providers will be subject to on-site reviews to ensure compliance with the new rules. Penalties for violating these rules range from civil fines to a prohibition on providing or operating intermodal equipment found to pose an imminent hazard.
The final rule on this Intermodal Chassis is available for review here.
Barb Kampbell of The Trucker staff can be reached for comment at barkkampbell@thetrucker.com.
Tuesday, January 06, 2009
MEXICO TO CUT TARIFFS ON INDUSTRIAL PRODUCTS
December 23, 2008 from Shippers Digest
December 23, 2008 from Shippers Digest
Mexico will cut tariffs on capital goods and other industrial imports to lower costs for Mexican manufacturers who have been hurt by the recession in the United States, Finance Minister Agustin Carstens announced. The cuts are aimed in particular at the maquiladora factories that assemble goods near the border, using components imported from the U.S., and then re-export higher-value-added products back to the United States. The government plans to cut tariffs on up to 5,000 different classes of goods between 2009 and 2012. "These measures are timely, taking into account the difficult economic context we currently face," Carstens said. The United States buys 80 percent of the country's exports, so slumping demand for Mexican exports have taken a heavy toll on Mexico’s economy. Mexico's industrial sector has not recorded any growth since May and productivity growth has not grown in 2008. By lowering the cost of key imported components, the measure could raise the productivity and competitiveness of Mexican manufacturers. The Mexican government projects that GDP growth in the country will fall to 2 percent in 2008 and drop even further to 1.8 percent in 2009. Some private-sector economists are predicting that the country could face a sustained recession
Tuesday, December 02, 2008
Negotiating Next Year’s Trucking Contracts - Setting the Stage for LTL Pricing, Service, & Capacity
Thursday, Dec. 4, 2008 1:30 PM EDT
Only a couple days left to register - SIGN UP TODAY!
Falling volume, reduced capacity and changing operating networks have created one of the most dynamic pricing environments in recent years for shippers and carriers alike. Heading into 2009, carriers are focused closely on increasing efficiency, maximizing yield in an economy where demand is low and stakes are high. Consolidation, growing bankruptcies and failures of high-profile operators suggest the economic peril afflicting the carrier ranks and that means the stakes have never been higher for shippers.
How do manufacturers, distributors, retailers and other shippers ensure their goods get to market with the least possible risk and the greatest possible return on the transportation investment? How can shippers set the needed safeguards against the volatility in energy costs and the uncertainty in services that made 2008 such a difficult year? More importantly, how can logistics managers and transportation buyers take the lessons of the past year to the negotiating table as they prepare for trucking contracts in 2009 that will protect their companies’ interests and set a foundation for economic recovery.
A live questions and answer session will follow the presentations.
Speakers include:
Moderator: Paul Page, Editor, Traffic World
Gary Girotti, Vice President, Transportation Practice, Chainalytics
Gail Rutkowski, President, Wabash Worldwide Logistics and Chairman of the Executive Committee, NASSTRAC
Who Should Listen:
Logistics Managers
Intermodal Marketers
Transportation Planners
Purchasers
Distributors3PLs
Live participation is $99 and allows access to one phone line for an unlimited number of listeners. A live question and answer session will follow the presentations.
View Event Fees
View Event Summary
View Event Agenda
Register for Teleconference
Logistics Managers
Intermodal Marketers
Transportation Planners
Purchasers
Distributors3PLs
Live participation is $99 and allows access to one phone line for an unlimited number of listeners. A live question and answer session will follow the presentations.
View Event Fees
View Event Summary
View Event Agenda
Register for Teleconference
Monday, November 24, 2008
Unclaimed Cargo Clogs Indian Ports
Indian Times and World Trade Magazine
AHMEDABAD: The meltdown in the West has started to clog Indian ports. Container Freight Stations (CFS) at two of Gujarat's biggest ports, Kandla and Mundra, are spilling over with unwanted goods. With the world having gone upside down in the last six weeks, importers are shying away from claiming their cargo and many exporters are busy re-negotiating deals with overseas clients. As against an average of 300 uncleared containers at any point in time, there are over 2000 containers lying unclaimed in the 16 CFS in and around both the ports, since the clogging started one month back.
Conjestion at the Inland Container Depot (ICD) in Ahmedabad has increased by 70% in the past couple of weeks alone. There are around 1800 containers lying unclaimed here.
"We have around 1900 containers unclaimed, mostly of scrap. Importers dealing in scrap have not come to collect their cargo because of the crash in prices. Also, the rupee depreciation has resulted in increased landed cost of cargo," said a Kandla Port Trust (KPT) official. Prices of scrap in local markets have crashed by almost half -- from Rs 33 per kg to Rs 18 per kg.
The scene is slightly better with exporters. "Some consignments of pharma and chemical companies too are lying as these firms are trying to re-negotiate with their foreign clients," said an Ahmedabad-based clearing and forwarding agent. Industry sources say an average of 4500 containers are exported from one ICD every month. Jyotindra Kothari, president of Ahmedabad Customs Agents Association, says "unclaimed containers are shooting up." Market sources said that decision of the central government to impose 5% import duty on steel could ease the piling up of scrap imports.
Indian Times and World Trade Magazine
AHMEDABAD: The meltdown in the West has started to clog Indian ports. Container Freight Stations (CFS) at two of Gujarat's biggest ports, Kandla and Mundra, are spilling over with unwanted goods. With the world having gone upside down in the last six weeks, importers are shying away from claiming their cargo and many exporters are busy re-negotiating deals with overseas clients. As against an average of 300 uncleared containers at any point in time, there are over 2000 containers lying unclaimed in the 16 CFS in and around both the ports, since the clogging started one month back.
Conjestion at the Inland Container Depot (ICD) in Ahmedabad has increased by 70% in the past couple of weeks alone. There are around 1800 containers lying unclaimed here.
"We have around 1900 containers unclaimed, mostly of scrap. Importers dealing in scrap have not come to collect their cargo because of the crash in prices. Also, the rupee depreciation has resulted in increased landed cost of cargo," said a Kandla Port Trust (KPT) official. Prices of scrap in local markets have crashed by almost half -- from Rs 33 per kg to Rs 18 per kg.
The scene is slightly better with exporters. "Some consignments of pharma and chemical companies too are lying as these firms are trying to re-negotiate with their foreign clients," said an Ahmedabad-based clearing and forwarding agent. Industry sources say an average of 4500 containers are exported from one ICD every month. Jyotindra Kothari, president of Ahmedabad Customs Agents Association, says "unclaimed containers are shooting up." Market sources said that decision of the central government to impose 5% import duty on steel could ease the piling up of scrap imports.
Friday, November 21, 2008
VWP Travelers Need Electronic Authorization
News from Export News -- U. S. Department of Commerce
AS OF JANUARY 12, VWP TRAVELERS NEED ELECTRONIC AUTHORIZATION
Have plans to host an international visitor next year? Beginning January 12, 2009, all
Visa Waiver Program (VWP) travelers will be required to have an electronic travel authorization
to board a carrier and enter the US. The Electronic System for Travel Authorization (ESTA) is a new requirement implemented by the 9/11 Act to determine the eligibility of VWP visitors to travel to the U.S. The program affects all 27 VWP countries. Travelers must log on to the secure, web-based ESTA system and provide basic biographical and travel information. Each application is then checked against law enforcement databases, including the terrorist
watch-list, lost and stolen passport records, and visa revocation/ refusal files, to determine if the traveler poses any security risk. Applications must be submitted at least 72 hours prior to travel. For details, see www.cbp.gov/xp/cgov/travel/id_visa/esta/.
News from Export News -- U. S. Department of Commerce
AS OF JANUARY 12, VWP TRAVELERS NEED ELECTRONIC AUTHORIZATION
Have plans to host an international visitor next year? Beginning January 12, 2009, all
Visa Waiver Program (VWP) travelers will be required to have an electronic travel authorization
to board a carrier and enter the US. The Electronic System for Travel Authorization (ESTA) is a new requirement implemented by the 9/11 Act to determine the eligibility of VWP visitors to travel to the U.S. The program affects all 27 VWP countries. Travelers must log on to the secure, web-based ESTA system and provide basic biographical and travel information. Each application is then checked against law enforcement databases, including the terrorist
watch-list, lost and stolen passport records, and visa revocation/ refusal files, to determine if the traveler poses any security risk. Applications must be submitted at least 72 hours prior to travel. For details, see www.cbp.gov/xp/cgov/travel/id_visa/esta/.
Tuesday, November 11, 2008
Despite storms and economy, Gulf ro-ro still rolling
November 10, 2008 By Paul Rosynsky Break Bulk News
Given the economic crisis in the U.S. and a devastating hurricane that ripped through
Texas earlier this year, it would be easy to believe that most shipping industries along the Gulf Coast are struggling.
Consumers aren’t buying as much as they once were, and Hurricane Ike damaged a key port that shippers depend on to ship roll-on, roll-off goods to and from the Gulf Coast.
But representatives from companies that are focused on the ro-ro sector of the shipping industry said their business continues to grow despite the gloom and doom being felt throughout the U.S.
Infrastructure building booms in Latin America, the Middle East and Asia coupled with a quick recovery from Hurricane Ike at a key ro-ro port in Texas have many ro-ro carriers cautiously optimistic that they might escape the downslide.
“The ro-ro business, over the last five to six years, has grown,” said John Felitto, executive vice president and deputy head of region Americas for Wallenius Wilhelmsen Logistics. “And our customers still see growth.
“The trade between the United States and Latin America remains strong,” Felitto added.
That optimistic view has Wallenius Wilhelmsen looking to add a third vessel to its direct service between the Port of Galveston and Latin America. The company is also looking for a possible expansion of its direct service between the port and the Middle East, Felitto said.
Currently, Wallenius Wilhelmsen has two vessels on its Galveston-to-Latin America service making two calls a month at the port. Typically, southbound vessels call at Galveston; Veracruz, Mexico; Manzanillo, Panama; Cartagena, Colombia; Puerto Cabello, Venezuela; and Rio Grande, and Santos, Brazil.
The company focuses on high and heavy cargo such as manufacturing equipment and construction vehicles, but recently added cars as a cargo when it replaced its older vessels with pure car-truck vessels.
WWL also boosted its trade with the Middle East from Galveston, placing two vessels on the route in the middle of the year with plans to possibly add a third vessel next year, Felitto said.
Cargo in the Middle East trade is similar to the Latin American trade, Felitto said, with construction and manufacturing equipment filling vessels.
Sailings eastbound call at Galveston, Jacksonville, Savannah, Baltimore, Jeddah, Jebel Ali, Dammam and Kuwait.
In addition, WWL has 21 vessels currently being built that will be added to the global fleet over the next four years.
Along with Hoegh Autoliners and “K” Line, WWL has made Galveston its ro-ro hub on the Gulf Coast and was pleasantly surprised when the port was able to service vessels just eight days after Hurricane Ike devastated the region on Sept. 13.
“We expected a much larger disruption but we didn’t see it,” Felitto said. “The speed at which they recovered, as well as the personal commitment (of port personnel), was amazing.”
Cathi Lee, a senior import coordinator for Hoegh Autoliners, agreed. “Texas should be very proud of the people who work there,” she said.
Lee said Hoegh Autoliners thought it would have to redirect a vessel bound to Galveston right after the storm, but the port was able to service the vessel at its scheduled call.
“We still called, which I was shocked about,” Lee said.
Hoegh Autoliners began a new service into Galveston two years ago with direct service from Korea and Japan through the Panama Canal. The vessels usually call at Galveston once a month and occasionally twice a month, Lee said.
Lee said the route is focused on imports to the U.S. but exports the occasional project cargo load.
Like WWL, Hoegh’s ro-ro cargo is dependent on heavy machinery and manufacturing equipment, Lee said.
“The service has been absolutely steady. If we can get more ships going we would certainly have the cargo for it,” she said.
Steve Cernak, executive director for the Port of Galveston, said a decision several years ago to focus on ro-ro cargo is now paying dividends.
The port has seen yearly increases in the amount of ro-ro cargo it receives for nearly a decade and, despite the storm, it will probably see an increase this year as well, he said.
In 2007, the Port of Galveston handled 243,431 tons of ro-ro cargo. As of August 2008, the port has handled 212,067 tons, a pace that could see it handling more than 318,000 tons by the end of the year.
“It has become one of our major opportunities,” Cernak said. “It was an opportunity for Galveston. Containers were supplanting ro-ro in other ports, so we went after the ro-ro.”
The focus on ro-ro also helped the port reopen more quickly than expected since cranes and warehouses are usually not needed for such shipments.
Cernak said a little bit of luck and pre-storm planning helped the port see a quick recovery from Hurricane Ike.
The luck came because some of the port’s critical infrastructure needed to handle ro-ro was spared by Ike; the planning came as the port board of trustees pre-authorized Cernak to spend roughly $55 million in repair contracts.
So far, Cernak said the port has spent about $10 million for emergency repairs. He predicted all $55 million will be used before the port has finished restoring itself.
In addition, he said, this money should be reimbursed by insurance.
Overall, estimates for total hurricane damage at the port have ranged as high as $500 million, including damage to the berm around the port’s dredge materials area on Pelican Island and possible washouts and below-waterline damage in some sections of the port.
However, “we’re probably at 60 to 70 percent operational right now,” Cernak said by cell phone. “It was just a matter of doing it. There were certain areas of the port that escaped damage and that is where we serviced the vessels.”
While the port’s main administration building saw significant damage, Cernak said most bulkheads remained intact, allowing the port to begin servicing vessels within a week of the storm.
“The critical operations, we were spared damage at those facilities. I guess you can say we were lucky,” he said. “But, for ro-ro, it is really just uplands and the water just passed over it.”
Officials at the Port of Gulfport in Mississippi can only wish that their complete recovery from Hurricane Katrina could have been as smooth. The port is still wrangling with many challenges. However, more than three years after Katrina, the port is operating its ro-ro facilities at 100 percent, said representatives of Crowley Maritime Corp.
Crowley makes three vessel calls a month at Gulfport, filling its ro-ro vessels with containers, road construction equipment and manufacturing supplies and machinery. The vessels work on Crowley’s North American to Latin American trade route.
From Gulfport vessels call Santo Tomas, Guatemala; and Puerto Cortes, Honduras. Crowley also offers overland service from the two Central American ports to El Salvador and Nicaragua.
Charlie Dominguez, Crowley’s vice president of sales for Latin America, said a booming textile manufacturing industry in Central America and basic infrastructure improvements have helped keep the service at capacity in 2008.
Crowley has also benefited from large construction projects in Panama, including the widening of the Panama Canal and construction of an oil refinery.
“I do not see the impacts of the global catastrophe of economics in our business yet,” Dominguez said. “But it is too early to make that call.”
Dominguez said he fears the global financial crisis could slow the pace of Central America’s infrastructure improvements.
However, Crowley’s trade routes servicing Gulfport also rely on perishable foods which are shipped in refer containers on trailers. Dominguez said he doubts food goods will see a decline.
“A lot of the things we move are food. Our feeling is that consumers will not stop eating,” he said. “I also still see a continued investment in energy production.”
As for Crowley’s Gulf Coast hub, Dominguez said the company could not be happier with Gulfport, which has struggled to recover from Katrina. “The port is fully functional,” although, he said, some of the improvements have occurred more slowly than expected. “We just got back this year to three sailings a week.”
While the Gulf region’s larger ports such as Houston and Tampa still handle ro-ro cargoes, those industry executives interviewed said smaller ports will soon have a monopoly on the trade.
Once the Panama Canal is widened and containerized cargo begins to flood the Gulf Coast ports, executives predicted smaller ports such as Galveston will see increased demand for ro-ro cargo.
“For the larger port authorities, it is easier to make decisions towards container operations,” Felitto said. “It is more profitable.”
Yet, Felitto said, there are profits available if a port focuses on a niche trade such as ro-ro.
“Like everything else, we found ports and port authorities that are ready and willing to accommodate ro-ro,” he said.
Cernak said he foresees Galveston receiving more business in the future but said the port will give first right of refusal to its current customers who want to expand before it brings in a new shipping line.
“We still have land available — but if your existing customers want to grow you look at them first,” he said.
November 10, 2008 By Paul Rosynsky Break Bulk News
Given the economic crisis in the U.S. and a devastating hurricane that ripped through
Texas earlier this year, it would be easy to believe that most shipping industries along the Gulf Coast are struggling.
Consumers aren’t buying as much as they once were, and Hurricane Ike damaged a key port that shippers depend on to ship roll-on, roll-off goods to and from the Gulf Coast.
But representatives from companies that are focused on the ro-ro sector of the shipping industry said their business continues to grow despite the gloom and doom being felt throughout the U.S.
Infrastructure building booms in Latin America, the Middle East and Asia coupled with a quick recovery from Hurricane Ike at a key ro-ro port in Texas have many ro-ro carriers cautiously optimistic that they might escape the downslide.
“The ro-ro business, over the last five to six years, has grown,” said John Felitto, executive vice president and deputy head of region Americas for Wallenius Wilhelmsen Logistics. “And our customers still see growth.
“The trade between the United States and Latin America remains strong,” Felitto added.
That optimistic view has Wallenius Wilhelmsen looking to add a third vessel to its direct service between the Port of Galveston and Latin America. The company is also looking for a possible expansion of its direct service between the port and the Middle East, Felitto said.
Currently, Wallenius Wilhelmsen has two vessels on its Galveston-to-Latin America service making two calls a month at the port. Typically, southbound vessels call at Galveston; Veracruz, Mexico; Manzanillo, Panama; Cartagena, Colombia; Puerto Cabello, Venezuela; and Rio Grande, and Santos, Brazil.
The company focuses on high and heavy cargo such as manufacturing equipment and construction vehicles, but recently added cars as a cargo when it replaced its older vessels with pure car-truck vessels.
WWL also boosted its trade with the Middle East from Galveston, placing two vessels on the route in the middle of the year with plans to possibly add a third vessel next year, Felitto said.
Cargo in the Middle East trade is similar to the Latin American trade, Felitto said, with construction and manufacturing equipment filling vessels.
Sailings eastbound call at Galveston, Jacksonville, Savannah, Baltimore, Jeddah, Jebel Ali, Dammam and Kuwait.
In addition, WWL has 21 vessels currently being built that will be added to the global fleet over the next four years.
Along with Hoegh Autoliners and “K” Line, WWL has made Galveston its ro-ro hub on the Gulf Coast and was pleasantly surprised when the port was able to service vessels just eight days after Hurricane Ike devastated the region on Sept. 13.
“We expected a much larger disruption but we didn’t see it,” Felitto said. “The speed at which they recovered, as well as the personal commitment (of port personnel), was amazing.”
Cathi Lee, a senior import coordinator for Hoegh Autoliners, agreed. “Texas should be very proud of the people who work there,” she said.
Lee said Hoegh Autoliners thought it would have to redirect a vessel bound to Galveston right after the storm, but the port was able to service the vessel at its scheduled call.
“We still called, which I was shocked about,” Lee said.
Hoegh Autoliners began a new service into Galveston two years ago with direct service from Korea and Japan through the Panama Canal. The vessels usually call at Galveston once a month and occasionally twice a month, Lee said.
Lee said the route is focused on imports to the U.S. but exports the occasional project cargo load.
Like WWL, Hoegh’s ro-ro cargo is dependent on heavy machinery and manufacturing equipment, Lee said.
“The service has been absolutely steady. If we can get more ships going we would certainly have the cargo for it,” she said.
Steve Cernak, executive director for the Port of Galveston, said a decision several years ago to focus on ro-ro cargo is now paying dividends.
The port has seen yearly increases in the amount of ro-ro cargo it receives for nearly a decade and, despite the storm, it will probably see an increase this year as well, he said.
In 2007, the Port of Galveston handled 243,431 tons of ro-ro cargo. As of August 2008, the port has handled 212,067 tons, a pace that could see it handling more than 318,000 tons by the end of the year.
“It has become one of our major opportunities,” Cernak said. “It was an opportunity for Galveston. Containers were supplanting ro-ro in other ports, so we went after the ro-ro.”
The focus on ro-ro also helped the port reopen more quickly than expected since cranes and warehouses are usually not needed for such shipments.
Cernak said a little bit of luck and pre-storm planning helped the port see a quick recovery from Hurricane Ike.
The luck came because some of the port’s critical infrastructure needed to handle ro-ro was spared by Ike; the planning came as the port board of trustees pre-authorized Cernak to spend roughly $55 million in repair contracts.
So far, Cernak said the port has spent about $10 million for emergency repairs. He predicted all $55 million will be used before the port has finished restoring itself.
In addition, he said, this money should be reimbursed by insurance.
Overall, estimates for total hurricane damage at the port have ranged as high as $500 million, including damage to the berm around the port’s dredge materials area on Pelican Island and possible washouts and below-waterline damage in some sections of the port.
However, “we’re probably at 60 to 70 percent operational right now,” Cernak said by cell phone. “It was just a matter of doing it. There were certain areas of the port that escaped damage and that is where we serviced the vessels.”
While the port’s main administration building saw significant damage, Cernak said most bulkheads remained intact, allowing the port to begin servicing vessels within a week of the storm.
“The critical operations, we were spared damage at those facilities. I guess you can say we were lucky,” he said. “But, for ro-ro, it is really just uplands and the water just passed over it.”
Officials at the Port of Gulfport in Mississippi can only wish that their complete recovery from Hurricane Katrina could have been as smooth. The port is still wrangling with many challenges. However, more than three years after Katrina, the port is operating its ro-ro facilities at 100 percent, said representatives of Crowley Maritime Corp.
Crowley makes three vessel calls a month at Gulfport, filling its ro-ro vessels with containers, road construction equipment and manufacturing supplies and machinery. The vessels work on Crowley’s North American to Latin American trade route.
From Gulfport vessels call Santo Tomas, Guatemala; and Puerto Cortes, Honduras. Crowley also offers overland service from the two Central American ports to El Salvador and Nicaragua.
Charlie Dominguez, Crowley’s vice president of sales for Latin America, said a booming textile manufacturing industry in Central America and basic infrastructure improvements have helped keep the service at capacity in 2008.
Crowley has also benefited from large construction projects in Panama, including the widening of the Panama Canal and construction of an oil refinery.
“I do not see the impacts of the global catastrophe of economics in our business yet,” Dominguez said. “But it is too early to make that call.”
Dominguez said he fears the global financial crisis could slow the pace of Central America’s infrastructure improvements.
However, Crowley’s trade routes servicing Gulfport also rely on perishable foods which are shipped in refer containers on trailers. Dominguez said he doubts food goods will see a decline.
“A lot of the things we move are food. Our feeling is that consumers will not stop eating,” he said. “I also still see a continued investment in energy production.”
As for Crowley’s Gulf Coast hub, Dominguez said the company could not be happier with Gulfport, which has struggled to recover from Katrina. “The port is fully functional,” although, he said, some of the improvements have occurred more slowly than expected. “We just got back this year to three sailings a week.”
While the Gulf region’s larger ports such as Houston and Tampa still handle ro-ro cargoes, those industry executives interviewed said smaller ports will soon have a monopoly on the trade.
Once the Panama Canal is widened and containerized cargo begins to flood the Gulf Coast ports, executives predicted smaller ports such as Galveston will see increased demand for ro-ro cargo.
“For the larger port authorities, it is easier to make decisions towards container operations,” Felitto said. “It is more profitable.”
Yet, Felitto said, there are profits available if a port focuses on a niche trade such as ro-ro.
“Like everything else, we found ports and port authorities that are ready and willing to accommodate ro-ro,” he said.
Cernak said he foresees Galveston receiving more business in the future but said the port will give first right of refusal to its current customers who want to expand before it brings in a new shipping line.
“We still have land available — but if your existing customers want to grow you look at them first,” he said.
Wednesday, October 22, 2008
Shipping project cargo by rail is expensive
October 13, 2008 – 11:03 am--> Journal of Commerce Break Bulk
There are three primary growth areas in BNSF Railway’s project cargo business, said Dave Garin, the railroad’s group vice president of industrial products. At the top of the list is equipment related to wind energy.
“We have considerable initiatives in blades, towers and other equipment, and they’re getting bigger and bigger,” Garin said.
As the national gross domestic product tripled capital investment over the past 30 years, investment in public water resources infrastructure decreased by 70 percent. The Army Corps of Engineers has a current backlog of more than 500 projects with a cost of about $38 billion. At current funding levels, it would take 25 years to complete the active projects.
The lack of funding for maintenance dredging has reached crisis proportions. The Harbor Maintenance Tax was created in 1986 specifically to fund dredging projects, but Congress must appropriate the funds annually. More than $1.4 billion was collected and put into the Harbor Maintenance Trust Fund in fiscal 2007, yet only $751 million was allocated to the Corps of Engineers for maintenance dredging.
“Without dredging, many port facilities and navigation channels would be rendered unsafe and non-navigable to users in less than a year,” the American Association of Port Authorities says.
The project cargo industry has largely been spared from negative impact of the nation’s aging inland waterways infrastructure, said Dennis Devlin, director of global projects and energy for BDP Project Logistics. Most project cargo moves inland by truck, and while ports continue to devote more resources to container operations, there are more marine terminals handling project cargo now than there were 10 years ago. The Gulf Coast ports of Houston, New Orleans, Beaumont, Freeport, Galveston and Port Arthur are adding breakbulk capacity or have the ability to do so, and there are many other options on both coasts.
Coordinating container and project shipments can be challenging. Vast amounts of ancillary equipment are needed to support projects, and much of it is containerized, including pipes, valves, pumps and instruments, Devlin said. BDP uses freight process management software from Houston-base HAL Inc. that is specifically designed to track all project-related cargo shipments door-to-door.
Although the nation’s marine ports have kept up with the demands of the breakbulk and heavy-lift industry, when the economy eventually improves, there will be an even greater demand for project cargo that could strain port capacity, said Frank Fogarty, senior vice president of sales and marketing for general stevedoring at Ports America.
Without a secure, ongoing source of funding for maintenance dredging and infrastructure upgrades, some of those ports could be at risk.
“If we don’t improve our infrastructure over time, we will put some ports out of business,” Fogarty said. “Shippers will be forced into less attractive or more expensive ports, and more cargo will have to go over land, further deteriorating our national infrastructure.”
Piping is the second leading growth area as the global boom in pipeline and drilling projects continues. Transmission and drilling pipes are getting longer and heavier, requiring temporary distribution sites across the rail network.�
The third growth category is refinery equipment such as reactors and specialized vessels. Project cargo falls under BNSF’s industrial products freight business, which also includes aircraft parts, military equipment and agricultural and industrial machinery. The industrial products business accounted for 24 percent of BNSF freight revenue in 2007.
Clearance is the biggest challenge in moving project cargo by rail. Finding the right combination of equipment and routes for rail and truck movements of oversize equipment is so difficult that some component manufacturers are designing and fabricating equipment with bridge and sidings clearance restrictions in mind. In some cases, manufacturers and project developers have invested their own funds to modify bridge clearances and other impediments along routes.
“They are making investments of a few hundred thousand dollars, but the equipment costs millions,” Garin said.
Shipping project cargo by rail is an expensive undertaking. Cargo of specified weights and dimensions must travel on specialized trains at slower speeds and often on longer routes. Union Pacific Railroad applies special train charges of $120 per rail mile to any excessive dimensional shipment, with a minimum charge of 200 miles, or $24,000, in addition to regular freight charges. Heavy-duty flatcar, detention, demurrage and other changes also may apply.
Under common-carrier obligations, railroads must accept project cargo, but all of the hurdles and requirements, including car availability, make it difficult for shippers, said Grant Wattman, director of logistics for global engineering and construction firm CH2M Hill and president of the Exporters Competitive Maritime Council, a coalition of project cargo stakeholders.
The already formidable challenge of moving oversize cargo over the highways is further complicated “with the trend of Class 1 railways refusing to accept oversize and overweight cargoes, which will force additional freight to the national highway system,” according to an ECMC report.
The trend is understandable given the disruptions associated with moving project cargo by rail compared with the smooth, profitable flow of containerized cargo. “If I was in their shoes,” Wattman said, “I would do same thing.”
– David Biederman
October 13, 2008 – 11:03 am--> Journal of Commerce Break Bulk
There are three primary growth areas in BNSF Railway’s project cargo business, said Dave Garin, the railroad’s group vice president of industrial products. At the top of the list is equipment related to wind energy.
“We have considerable initiatives in blades, towers and other equipment, and they’re getting bigger and bigger,” Garin said.
As the national gross domestic product tripled capital investment over the past 30 years, investment in public water resources infrastructure decreased by 70 percent. The Army Corps of Engineers has a current backlog of more than 500 projects with a cost of about $38 billion. At current funding levels, it would take 25 years to complete the active projects.
The lack of funding for maintenance dredging has reached crisis proportions. The Harbor Maintenance Tax was created in 1986 specifically to fund dredging projects, but Congress must appropriate the funds annually. More than $1.4 billion was collected and put into the Harbor Maintenance Trust Fund in fiscal 2007, yet only $751 million was allocated to the Corps of Engineers for maintenance dredging.
“Without dredging, many port facilities and navigation channels would be rendered unsafe and non-navigable to users in less than a year,” the American Association of Port Authorities says.
The project cargo industry has largely been spared from negative impact of the nation’s aging inland waterways infrastructure, said Dennis Devlin, director of global projects and energy for BDP Project Logistics. Most project cargo moves inland by truck, and while ports continue to devote more resources to container operations, there are more marine terminals handling project cargo now than there were 10 years ago. The Gulf Coast ports of Houston, New Orleans, Beaumont, Freeport, Galveston and Port Arthur are adding breakbulk capacity or have the ability to do so, and there are many other options on both coasts.
Coordinating container and project shipments can be challenging. Vast amounts of ancillary equipment are needed to support projects, and much of it is containerized, including pipes, valves, pumps and instruments, Devlin said. BDP uses freight process management software from Houston-base HAL Inc. that is specifically designed to track all project-related cargo shipments door-to-door.
Although the nation’s marine ports have kept up with the demands of the breakbulk and heavy-lift industry, when the economy eventually improves, there will be an even greater demand for project cargo that could strain port capacity, said Frank Fogarty, senior vice president of sales and marketing for general stevedoring at Ports America.
Without a secure, ongoing source of funding for maintenance dredging and infrastructure upgrades, some of those ports could be at risk.
“If we don’t improve our infrastructure over time, we will put some ports out of business,” Fogarty said. “Shippers will be forced into less attractive or more expensive ports, and more cargo will have to go over land, further deteriorating our national infrastructure.”
Piping is the second leading growth area as the global boom in pipeline and drilling projects continues. Transmission and drilling pipes are getting longer and heavier, requiring temporary distribution sites across the rail network.�
The third growth category is refinery equipment such as reactors and specialized vessels. Project cargo falls under BNSF’s industrial products freight business, which also includes aircraft parts, military equipment and agricultural and industrial machinery. The industrial products business accounted for 24 percent of BNSF freight revenue in 2007.
Clearance is the biggest challenge in moving project cargo by rail. Finding the right combination of equipment and routes for rail and truck movements of oversize equipment is so difficult that some component manufacturers are designing and fabricating equipment with bridge and sidings clearance restrictions in mind. In some cases, manufacturers and project developers have invested their own funds to modify bridge clearances and other impediments along routes.
“They are making investments of a few hundred thousand dollars, but the equipment costs millions,” Garin said.
Shipping project cargo by rail is an expensive undertaking. Cargo of specified weights and dimensions must travel on specialized trains at slower speeds and often on longer routes. Union Pacific Railroad applies special train charges of $120 per rail mile to any excessive dimensional shipment, with a minimum charge of 200 miles, or $24,000, in addition to regular freight charges. Heavy-duty flatcar, detention, demurrage and other changes also may apply.
Under common-carrier obligations, railroads must accept project cargo, but all of the hurdles and requirements, including car availability, make it difficult for shippers, said Grant Wattman, director of logistics for global engineering and construction firm CH2M Hill and president of the Exporters Competitive Maritime Council, a coalition of project cargo stakeholders.
The already formidable challenge of moving oversize cargo over the highways is further complicated “with the trend of Class 1 railways refusing to accept oversize and overweight cargoes, which will force additional freight to the national highway system,” according to an ECMC report.
The trend is understandable given the disruptions associated with moving project cargo by rail compared with the smooth, profitable flow of containerized cargo. “If I was in their shoes,” Wattman said, “I would do same thing.”
– David Biederman
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