Study on how to improve traffic capture of Seattle as a West Cost Port. Sources:
Pacific Coast Container Terminal Competitiveness Study 2011; Prof. Jean Paul Rodrigue Hofstra University, Washington State Governors Port Initiative
This paper examines the need for a 3G intermodal system in the United States. Recognizing that intermodal is a broadly used term, this paper is written in the context of the international container port and the intermodal infrastructure and offerings serving it.
Study on how to improve traffic capture of Seattle as a West Cost Port. Sources:
Pacific Coast Container Terminal Competitiveness Study 2011; Prof. Jean Paul Rodrigue Hofstra University, Washington State Governors Port Initiative
This paper examines the need for a 3G intermodal system in the United States. Recognizing that intermodal is a broadly used term, this paper is written in the context of the international container port and the intermodal infrastructure and offerings serving it.
Economic Ecosystems - Mass Transit In The North BayJoshua Dopkowski
As the San Francisco Bay Area has grown and evolved, the demands for commuter rail transit and freight transportation has increased significantly in the North Bay counties of Marin, Sonoma and Napa. We address the needs and propose a solution to the current problems stemming from a lack of adequate rail transportation.
A presentation by Paul Asare Ansah, communications director, Ghana Ports Authority and PMWACA Ghana delivered at the African Ports Evolution 2015 in Durban, South Africa
More like this on www.transportworldafrica.co.za
Proton Training Solution (PTS) is a trusted Training Institute in Pune for MBA Entrance Exams (CAT | IIFT | XAT | SNAP | NMAT | CMAT | TISS | MH CET | MAT | ATMA and many others), BBA Entrance Exams (IPM-AT | DUJAT | SET | NPAT | BMCC | MIT and many others). Proton is also associated with many institutes as knowledge partner & provides Aptitude Training for Placement Preparation.
for more information please visit to
https://protons.in
Mega-Vessels, Mega-Alliances and Cascades: Impacts for port operations and th...ICF
Originally shared at the 7th Intermodal Asia 2016 in Melbourne on February 25, 2016, ICF’s Dr. Jonathan Beard focuses on Regional Economic outlook, container market movements, and emerging trends in a demanding economy; addressing topical issues and challenges facing Australasian transportation and logistics.
Learn more about this event here: http://www.transportevents.com/ForthcomingEventsdetails.aspx?EventID=EVE125
Aees summit 2014 transnet port terminals on africaAEES_AEEN
AEES will focus on how to create economic growth opportunities through a unique business platform that seeks to develop on-the-ground benefits including job creation, wealth creation and economic activity for Africa’s people.
Email: info@aees.co.za / info@aeen.co.za
Port terminal operations cost contribution to the supply chain Tristan Wiggill
A presentation by Mr Willie Coetsee (Senior Manager: Strategy - Transnet Port Terminals), at the Transport Forum SIG: "Driving down cost in the Supply Chain" on 3 September 2015 in Durban, hosted by Transnet. The topic of the presentation was: "Port Terminal Operations Cost Contribution to the Supply Chain".
A brief presentation of the maritime, logistics and distribution assets found in Hampton Roads. For more information contact HREDA Business Recruitment Manager, Chris Gullickson at 757-664-2633.
Waterford Institute of Technology (WIT) is a university-level institution in the South-East of Ireland with over 10,000 students and 1000 staff. WIT offers tuition and research programmes in various areas from Higher Certificate to Degree to PhD.
Economic Ecosystems - Mass Transit In The North BayJoshua Dopkowski
As the San Francisco Bay Area has grown and evolved, the demands for commuter rail transit and freight transportation has increased significantly in the North Bay counties of Marin, Sonoma and Napa. We address the needs and propose a solution to the current problems stemming from a lack of adequate rail transportation.
A presentation by Paul Asare Ansah, communications director, Ghana Ports Authority and PMWACA Ghana delivered at the African Ports Evolution 2015 in Durban, South Africa
More like this on www.transportworldafrica.co.za
Proton Training Solution (PTS) is a trusted Training Institute in Pune for MBA Entrance Exams (CAT | IIFT | XAT | SNAP | NMAT | CMAT | TISS | MH CET | MAT | ATMA and many others), BBA Entrance Exams (IPM-AT | DUJAT | SET | NPAT | BMCC | MIT and many others). Proton is also associated with many institutes as knowledge partner & provides Aptitude Training for Placement Preparation.
for more information please visit to
https://protons.in
Mega-Vessels, Mega-Alliances and Cascades: Impacts for port operations and th...ICF
Originally shared at the 7th Intermodal Asia 2016 in Melbourne on February 25, 2016, ICF’s Dr. Jonathan Beard focuses on Regional Economic outlook, container market movements, and emerging trends in a demanding economy; addressing topical issues and challenges facing Australasian transportation and logistics.
Learn more about this event here: http://www.transportevents.com/ForthcomingEventsdetails.aspx?EventID=EVE125
Aees summit 2014 transnet port terminals on africaAEES_AEEN
AEES will focus on how to create economic growth opportunities through a unique business platform that seeks to develop on-the-ground benefits including job creation, wealth creation and economic activity for Africa’s people.
Email: info@aees.co.za / info@aeen.co.za
Port terminal operations cost contribution to the supply chain Tristan Wiggill
A presentation by Mr Willie Coetsee (Senior Manager: Strategy - Transnet Port Terminals), at the Transport Forum SIG: "Driving down cost in the Supply Chain" on 3 September 2015 in Durban, hosted by Transnet. The topic of the presentation was: "Port Terminal Operations Cost Contribution to the Supply Chain".
A brief presentation of the maritime, logistics and distribution assets found in Hampton Roads. For more information contact HREDA Business Recruitment Manager, Chris Gullickson at 757-664-2633.
Waterford Institute of Technology (WIT) is a university-level institution in the South-East of Ireland with over 10,000 students and 1000 staff. WIT offers tuition and research programmes in various areas from Higher Certificate to Degree to PhD.
Planning offshore hubs observations and guidelines 14012017Marco Pluijm
The idea of offshore ports or hubs is not new. Various concepts have been floating around for some time and some have made it to a feasibility level assessment. And one has been built. Just one, mainly because existing onshore ports were still able to handle the required cargo volumes and size and types of carriers, moving those volumes around.
Sudden changes in the global economy can impact all of this, almost overnight. Current drop in volumes, increase in overcapacity and rock bottom prices have resulted in less shipping lines, operating equally less but substantially bigger carriers, all in order to survive and be sustainable. A situation not likely to change for the better at short notice.
Fast Facts in Five: The Maritime IndustryCIT Group
Made up of ships, ports and supporting infrastructure, the U.S. maritime transportation system serves as the primary means for transporting goods
internationally, moving close to two billion tons of freight in and out of our nation's ports annually. Here are five facts about the maritime industry you may not know.
Response 110 Response 1The global logistics system is e.docxzmark3
Response 110
Response 1:
The global logistics system is excellent for moving goods from one part of the planet to another. At the same time, it provides an opportunity for species native to one area to migrate to another that has no natural defense against it. The Great Lakes are regretfully a victim of this. During the 1980s, it is theorized that a ship transiting the St. Lawrence Seaway from the Black Sea brought Zebra Mussel larva in its ballast water which was released into Lake St. Clair during the loading operations (Lake Pro, N.D.). Since then, the Zebra Mussel has spread out to all five of the Great Lakes and multiple major rivers of North America to include the Mississippi River. This is only one of over 100 invasive species that are now in American waterways.
Ship owners have a major role in the introduction or prevention of the movement of invasive species. For the Great Lakes, one ship that hauled ballast water was all it took to ruin the ecosystem. Preventing the spread is the major goal now. Ships hulls and water systems need to be cleaned thoroughly before they move from one body of water to another. Even small boats used for fishing and recreation need to do this. For ports, they have to not only mandate the cleaning of ships, but aid in providing the means to do so. Additionally, they need to be on the lookout for those ships shirking their responsibility and to be ready to step in with fines and penalties to ensure compliance. The federal government has labeled the Zebra Mussel an injurious species and prohibit the importation or transfer of it (Department of Agriculture, N.D.). This gives the legal framework for stopping ship movements along with the fines. They are also active in educating people about the threat and how to combat it to prevent the further spread.
The problem is the species is already in American waters and nearly impossible to eradicate. Contests and prizes are available for anybody that can determine a use for or a method to reduce the Zebra Mussel population. Until somebody comes up with a plan, education and containment is our best policy.
Response 2:
The definition of a seaport is that it is an area within which ships que to load and/or unload their cargoes. Ships wait for their turn or are ordered and/ or obligated to wait for their turn no matter the distance from port (Branch 1986). Maritime transportation and port logistics services are major global economic contributors in the domestic and international trade, and have also continued to contribute to the variety of value-added services like warehousing, storage, packages, inland transportation to reinforce and sustain their durability. The role of Seaports can be outlined as follows:
a) Cargoes and passengers handling.
b) Providing services for ships such as bunkering and repair.
c) Shelter for ships in case of heavy sea and storm conditions.
d) Bases for industrial development.
e) Terminals forming part of a transpo.
WITH THE CLOSURE of Terminal 6 at Oregon's Port of Portland, the Oregon business and manufacturing community, Oregon farmers, and U.S. farmers upriver along the Columbia as far as Idaho and into Montana, have lost their natural, primary and economic access to commercial international deep-water shipping: a key commercial trade route that was enhanced under FDR, under the Columba River Dam project. Now, however, these manufacturers and farmers have been compelled instead to re-direct their commerce into the Port of Seattle-Tacoma -- Seaport -- in order to keep their business alive. The level of commercial traffic now being re-routed over surface streets exceeds 2000 double semi-trucks per day, in addition to rail traffic, at a level which is unsustainable and costly.
SINCE T-6 CLOSED almost a year ago, the resulting increase in volume at Seaport (due to re-routed Oregon commerce) recently prompted Ports of America to terminate its lease with the Port of Oakland, effective Feb. 19, 2016, and announce it would concentrate operations in Tacoma. Peter Ford, Chief Strategy Officer for Ports of America, stated that the reason for leaving Oakland, was to prepare operations in Seaport for Triple-E generation ships, which will soon begin traffic through the upgraded Panama Canal. This is good, but Ports of America's decision to expand services at Seaport, will also entrench an economic paradigm that, for us in Oregon, is regressive and inefficient: it is non-competitive for Oregonians, and a disservice to our economic development; and for many operators up and down the Columbia river, it ultimately will lead to business losses and closures.
UNDER THESE ECONOMIC circumstances, neither Oregon, nor the Pacific coast community, nor America as an economic entity, can afford to overlook the key position which the Port of Astoria holds at the mouth of the "Great River of the West" -- the Columbia River. The Columbia River constitutes the ONLY low-land, nearly sea-level commercial access from the Pacific Ocean into the interior basins of America. At all our other Pacific ports -- Longbeach, Oakland and Seattle-Tacoma -- access is impeded by the rugged and high mountains of the Sierra Nevadas and the Cascade Ranges. Furthermore, Astoria is actually closer to Asian ports, than those in California and Washington.
IT IS NOW BECOMING a national economic imperative therefore, that the United States should retain and advance its role as a key international economic power, and thereby defend the interests and general welfare of its citizens individually, by tapping into the commercial potential of peerless Harbor at the Mouth of the Columbia, with its 20 square miles of anchorage, and its miles upon miles of harbor frontage situated directly on the main shipping channel, with room enough for dozens, even scores of perpendicular berths for even the largest Next-Gen Triple-E carriers, and more than enough room for development of necessary rail yards.
This PowerPoint presentation talks about port cluster and other services involved in Port hinterland area, it talks about formation, process, activities involved, logistics
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2. During his September 2008 speech at Port of Halifax's Port Days 2008, Kurt Nagle, president
and CEO for the American Association of Port Authorities in Alexandria, Virginia, said that
while all seaports deliver prosperity, no two are alike — each has different priorities, resources,
needs and challenges. quot;Variables range from a port's physical layout, the types of equipment they
use, the markets they serve and the cargoes they handle, to the way they are financed and
governed,quot; according to Nagle. quot;The thing that ties them together, however, is generally their
mission, which usually incorporates some aspect of facilitating international and domestic trade,
spurring economic development and generating opportunities for jobs.quot;
Bringing U.S. Ports Into Perspective
Just how much traffic is there at U.S. ports? According to the Journal of Commerce PIERS —
Port Import/Export Reporting Service, the number of 20-foot equivalent units (TEUs) revolving
through West and East Coast ports in 2007 was nearly 30 million containers (combined import
and export) in the past year. When examining the issues affecting ports on the West Coast versus
the East Coast, there are few similarities with the exception that coastal ports are experiencing a
global decline of 7 percent in container traffic this year.
West Coast gridlock. Along the West Coast, there are several ports stretching from San Diego
to Tacoma, Washington. However, the vast majority of container traffic from Trans-Pacific
shipping lanes comes through the ports of Los Angeles/Long Beach — the two largest U.S.
ports, respectively. Unfortunately, the primary challenge affecting both ports is the inability to
expand. Both are landlocked, without any additional land to build infrastructure. As an expert in
maritime trends, Jamie Mahoney, vice president of supply chain excellence for Auxis, a
management consulting and business technology firm in Plantation, Florida, says supply
management executives can expect the port to reach total capacity by 2014. quot;Based on the
projected container shipping rates, the port is likely to reach 18 million container loads per year
at its total capacity.quot;
What port alternatives are supply management organizations going to have on the West Coast?
As the port reaches capacity levels, surrounding ports will need to consume any excess.
Mahoney says the Port of Oakland as well as the Port of Seattle/Tacoma are the next largest and
closest U.S. ports serving the West Coast. While the United States may have the ability to spread
the capacity, Mexico's Port Lázaro Cárdenas in Michoacán is under a major expansion to
accommodate overflow capacity at Los Angeles/Long Beach. There is also a proposal to build
the Port of Punto Colonet, a megaport on Mexico's west coast, and just 150 miles south of the
U.S./Mexico border. This is a $4 billion project, which could have economic and labor
implications for the United States if a new shipping lane out-competes the U.S. West Coast on
container traffic.
East Coast expansion. According to a survey by the American Association of Port Authorities,
the port of New York/New Jersey loaded and emptied 5,299,105 containers in 2007. It's an
impressive number, but not one that's likely to increase drastically over the next several years.
Similar to the infrastructure issue on the West Coast, the port of New York/New Jersey is
essentially landlocked, with little room for expansion. However, Mahoney says an even more
critical issue is the depth of the port floor, which is a major competitive threat to the port of New
3. York/New Jersey. quot;The port has a depth of about 45 feet, which means the larger ships being
built today require more draft,quot; he explains. quot;Unfortunately, the material lining the seabed floor
that leads up to the port is comprised of bedrock. Thus, blasting would be required to deepen the
harbor, all at a cost of tens, if not hundreds, of millions of dollars and a five- to 10-year
completion schedule.quot;
To accommodate the larger container ships, ports farther south, such as Norfolk, Virginia,
Savannah, Georgia, and the Florida ports of Jacksonville and Port Everglades, are rapidly
expanding as population grows to allow freight to be brought closer to the point of consumption.
quot;Whether it's building warehouses or distribution facilities that are contiguous to port operations,
these southern ports have the space to expand and that's what they're doing,quot; says Mahoney.
quot;When Home Depot builds 1.4 million square feet of warehouse space and Target builds 2.1
million square feet that abuts the port in Savannah, that's a major advantage for the facility.quot; The
port expansions also provide U.S. economic growth and additional jobs throughout the region.
Support to Coastal Ports
While both coasts are responding to congestion and infrastructure issues, further development
inland will add logistical support and may shorten lead times as more capacity in Mexico comes
online. Inland ports, such as those in Huntington, West Virginia, St. Louis, Missouri, Pittsburgh,
Pennsylvania, and Memphis, Tennessee can transfer a significant amount of containers by
waterway or railway into areas closer to consumption.
As global trade increases, the need for U.S. ports to have the capacity and infrastructure to
accommodate new port technologies and larger vessels is paramount in maintaining efficiencies
throughout the supply chain. As evidence indicates, challenges remain at U.S. ports and other
segments of the logistical network. With economic volatility and long-term port congestion
expected, supply management professionals must be flexible in how they manage the flow of
goods domestically and between countries.
Gateways to the Hemispheres Expanding (Onlineonly Content)
Throughout the world, port authorities are ramping up their capacity levels and infrastructure to
accommodate larger vessels, increased container traffic and new shipping lanes for greater global
efficiency. Two ports in particular, the Panama Canal in Panama and Prince Rupert Port in
British Columbia, Canada, are transforming hemispheric container shipping.
Panama Canal. Opening in 1914, the Panama Canal is a man-made structure of epic proportions
that provides passage to both the Atlantic and Pacific Oceans. According to Wikipedia, in 1934 it
was estimated that the canal would reach capacity at 80 million tons per year. However, today's
traffic is more than three times that expected amount — which is creating a number of
bottlenecks.
As an expert in maritime trends, Jamie Mahoney, vice president of supply chain excellence for
Auxis, a management consulting and business technology firm in Plantation, Florida, says to
alleviate the pressure and allow throughput of larger vessels of up to 12,000 TEUs (referred to as
4. Super-Post Panamax vessels), a project is underway to build additional locks to accommodate
larger ships and improve the throughput rates. quot;As the West Coast reaches capacity, more
container traffic will come through the Panama Canal,quot; he says. quot;As the project sees completion
by 2013, it will help facilitate global trade into the United States via Trans-Pacific and Trans-
Atlantic shipping lanes.quot;
Prince Rupert Port. In the extreme northwest portion of North America lies Prince Rupert Port
in British Columbia, Canada. According to the Prince Rupert Port Authority, it is their vision to
be quot;a leading trade corridor 'gateway' between North American and Asian markets.quot; How is the
Port Authority faring with its vision? According to Price Rupert officials, quot;Among the 42,555,
20-foot equivalent units (TEUs) moving through the port's Fairview Container Terminal in the
first six months of this year, 50 percent accounted for outbound containers, with 39 percent laden
for export to Asia.quot; Expansion at the port is part of meeting the goals of that vision.
Recognizing the capacity issues affecting U.S. West Coast ports, Prince Rupert Port began its
expansion efforts to capitalize on the likelihood that Los Angeles/Long Beach will reach
capacity by 2012 or 2014, says Mahoney. The expansion includes taking advantage of its
logistics flow into the United States via the Canadian Northern Railway. quot;The premise for the
supply chain flow is to bring the containers into the port, unload them from the ship and transport
the containers on rail cars where they can be connected into the U.S. distribution channels,quot; says
Mahoney. quot;The port has been very successful selling the idea and delivering on its intent to move
goods to the point of consumption to the eastern United States quicker than if they originated at a
West Coast port.quot;
Another advantage for Prince Rupert Port is its geographic location for ship navigation. Shipping
vessels leaving China, Korea and Japan can save up to two days of sailing time due to the
reduced distance on the great circle sailing route. Rather than sailing straight across to the West
Coast, it's actually closer to travel farther north through Prince Rupert Port. quot;It's a shorter transit
time, less fuel consumption and a quicker point of entry for getting freight on the ground and
railed to destination than to travel south around the great circle route and back up to Los
Angeles/Long Beach,quot; says Mahoney.
Port projects throughout the Americas, including the Panama Canal and Prince Rupert Port, have
the ability to increase container traffic and improve throughput efficiencies, which is good news
for organizations. Supply management professionals should follow port projects that are near
their supplier facilities and customer base because they may yield more cost-effective shipping
alternatives for all global partners in the supply chain.
For more information, send an e-mail to author@ism.ws.