FLORENCE, Ky. (WXIX) - The Boone County Coroner confirms it took away a body from a scene in Florence where a shooting took place Wednesday afternoon.
The deceased man was taken away in a coroner’s vehicle around 8:50 p.m.
The Boone County Coroner has confirmed they have taken the body of a man away from the scene. That is all they can confirm. I’m working to get other details about the shooting confirmed by law enforcement. @FOX19pic.twitter.com/qfTHNNHJC8
The shooting happened Wednesday sometime before 4 p.m. in the 100 block of Patty Lane, according to Boone County Sheriff’s Office.
Gunshots were fired in a case being handled by the U.S. Marshals Service, the sheriff’s office says.
Kentucky State Police was also at the scene.
KSP is handling the investigation.
The scene cleared Wednesday night, and authorities have kept tight-lipped about what happened.
FOX19 is at the scene.
This story will be updated as information becomes available.
Law enforcement will still not confirm any information about the shooting in Florence. We know the Boone County Coroner was called to the scene and a Kentucky State Police Crime Scene Investigation truck is also here. @FOX19pic.twitter.com/2kYVVTBMRD
Port Aransas beaches draw thousands of visitors each summer. Just a drive down the beach is proof of the popularity of the town. The beach is not the only place where folks can find fun here in Port A. Summer nights are hopping in Port Aransas. Visitors can find live music at multiple venues, as well as places to dance, […]
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[This story contains spoilers for Loki episode four.]
“The universe wants to break free, so it manifests chaos.” Loki (Tom Hiddleston) and Sylvie’s (Sophia Di Martino) budding relationship takes a tragic turn, and secrets are revealed in the latest episode of Loki, “The Nexus Event,” directed by Kate Herron and written by Eric Martin. The series has invited suspicions about the TVA and the mysterious Time-Keepers since the beginning, and as it turns out, those suspicions were very much warranted. In a scene that mirrors The Wizard of Oz (1939), the reptilian Time-Keepers are revealed to be merely props, robots without any agency. Yet the man, or woman, behind the curtain remains unrevealed. With only two episodes of Loki left, the question of who is pulling the strings of the TVA remains a mystery just beyond reach.
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The fourth episode reveals a sinister plan at work in the TVA’s preservation of the sacred timeline, and the mountain of lies maintained by paperwork and policies begin to give way to the seeming truth: Variants aren’t a threat to the universe, but a natural part of its evolution and expansion. With this revelation, Hunter B-15 (Wunmi Mosaku) has a crisis of faith, bringing her over to Team Loki, but not before Judge Ravonna Renslayer (Gugu Mbatha-Raw) shows her hand. To maintain the Time-Keepers’ illusion of order, Renslayer “prunes” Mobius (Owen Wilson) and Loki, seemingly killing them, and leaving Sylvie to confront Renslayer, who doesn’t appear to be the mastermind behind the TVA, but a tool for some greater power.
If the online chatter is any indication, many fans have set their sights on Kang the Conqueror being the series’ big bad. After all, the character is the former lover of Renslayer in the comics and was a central player in Renslayer’s comic book debut, Avengers No. 23. With Jonathan Majors set to appear as Kang in Ant-Man and the Wasp: Quantumania, his appearance in Loki wouldn’t be out of left field. But those expecting a Lovecraft Country reunion between Majors and Mosaku might want to set their clocks back a bit. While it seems likely that Kang will be tied to the TVA in some way when he does show up, perhaps even having a past as a Hunter, his modus operandi, at least in the comics, stands in opposition to preserving the sacred timeline. As a character who has run up against the Time-Keepers and TVA in his travels through time and has created what could be considered multiple Variants of himself (Rama-Tut, Immortus, Iron Lad), he doesn’t seem like the one pulling on the hands of time just yet.
The real villain may be lurking within the setup of this latest episode’s mid-credits scene. Loki, somehow having survived being pruned, lands in a wasteland where he encounters Variants of himself, including Kid Loki (Jack Veal), Old Loki (Richard E. Grant), Worthy Loki (DeObia Oparei), who seemingly wields a version of Mjolnir, and Lizard Loki, perhaps the brother of Throg (Frog Thor). I would’ve placed early bets on Grant’s Loki being the real villain, a version of comic book writer Kieron Gillen’s Ikol, who achieved what Hiddleston’s Loki originally set out to do: overthrow the Time-Keepers and rule in their stead. But Old Loki’s place amid the other Lokis suggests a character who can work well with others, not a strong trait among Lokis, especially villainous ones. This assembled coalition of Lokis in this ruined world points to a conflict that the Russo brothers have expressed interest in making a return to the MCU for: Secret Wars. And if that event is the MCU’s next Endgame, then Loki may have found himself on Battleworld courtesy of The Beyonder.
Terrible perm aside, The Beyonder is one of the most powerful beings in Marvel Comics. He is a cosmic being, the physical manifestation of the entire multiverse, who takes the shape of a man and longs to understand human nature, though he struggles to conceive of it beyond the grand terms of good and evil. In the comics, he infamously kidnapped a collection of Earth’s heroes and villains and set them against each other for a cosmic chess match in a place he called Battleworld, assembled from pieces of other worlds. In the original Secret Wars (1984) comic, by Jim Shooter and Mike Zeck, where he first appeared, the Beyonder captured heroes and villains from Earth-616, Marvel’s central reality, but if the MCU version of Secret Wars were to also pull from Jonathan Hickman and Esad Ribic’s Secret Wars (2015), then this version of The Beyonder could pull Variants of characters from across the multiverse for his battle of good versus evil.
Is there any evidence to suggest The Beyonder is in play? A seemingly throwaway Easter egg in episode two might make a case for it. Mobius points out that a pen he uses to sign paperwork in Renslayer’s office is not part of her trophy collection from her adventures across time. The pen is inscribed with the words Franklin D. Roosevelt High School, which doesn’t seem worth a second thought. But Franklin D. Roosevelt High School is alma mater of one Owen Reece, aka Molecule Man. In the comics, Molecule Man’s ability to alter reality and control molecules opened a rift in space and time, a wormhole to lesser beings, and a window for those with god-like powers. And looking through that window was none other than The Beyonder, who observed for years, until the events of 1984’s Secret Wars. And in 2015’s Secret Wars, it was Molecule Man’s powers that reconstructed the multiverse and rewrote the history of Earth-616. That little blue pen in Renslayer’s office may carry more weight as an Easter egg than any of the Infinity Stones, which seems appropriate given Loki‘s tongue-in-cheek assessment of power in the MCU.
Because of the TVA’s propaganda tactics, we’ve been led to believe that the central thematic tug-of-war in Loki was the sacred timeline versus the multiverse. But with the multiverse revealed to be the universe’s natural state, perhaps the real push and pull is whether Variants are subject to the same moral principles that guided their original selves. If Loki is struggling against the villainous role he’s played for much of his life, then his presence would throw an interesting wrinkle in The Beyonder’s game of good versus evil. Loki is proof that life doesn’t conform to the dividing lines of good and evil, and perhaps he is the very being that makes The Beyonder’s game worth playing, and his existence worth living.
As for what The Beyonder would to gain from secretly overseeing the TVA, well, if it’s a war he wants, then using less powerful Variants to hunt down the powerful ones and send them to his Battleworld, he’s successfully managed to turn war into bureaucracy, which has frightening potential. Think of a Dick Cheney with god-like powers who longs to know what it feels like to be mortal, and imagine the kind of havoc a being like that could wreak on the MCU. Thanos was a mortal who dreamt of being a god. The Beyonder is a god who dreams of being a man, and if he’s coming, it’ll take more than prayers to Loki to salvage the multiverse.
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All of the Northwest Seaport Alliance’s container terminals were fully operational Tuesday as the record-high temperatures break. Photo credit: Shutterstock.com.
The Northwest Seaport Alliance (NWSA) of Seattle and Tacoma returned to full operation Tuesday after several container terminals were closed Monday due to record-breaking heat in the Pacific Northwest. Temperatures in Seattle hit a record 106 degrees Fahrenheit Monday, according to the National Weather Service.
Port and terminal managers said the one-day shutdown, done for worker safety reasons, has had no serious impact on cargo-handling at the NWSA. Seattle’s Terminal 18 (T-18), which handles most of the port’s container traffic, and the smaller Terminal 30 (T-30) were both closed Monday due to the excessive heat.
“You can’t expect them to work in this kind of heat,” Ed DeNike, president of SSA Containers, told JOC.com Monday. “We closed T-18.... It was a good decision. We’ll be open [Tuesday].” SSA also operates T-30.
In Tacoma, Washington United Terminal (WUT) ordered longshore work gangs for Monday, but sent them home because the air conditioner compressor failed at the facility’s control center, where marine clerks and other staff work, a port spokesman said.
Cargo-handling at WUT and Everport’s Pierce County Terminal was scheduled to resume on the 3 a.m. “hoot” shift Tuesday and continue for the full 8 a.m. to 5 p.m. day shift on Tuesday, the spokesman said. He added that the Husky Terminal in Tacoma did not close Monday, working with a full complement of longshoremen for gate, yard, and vessel operations.
Temperatures in the region Tuesday are forecast to top out in the high 80s, according to the National Weather Service.
Recent congestion woes
DeNike said T-18 was able to work the night shifts last weekend so the terminal did not fall behind in its cargo-handling operations. Containers that are booked to move by rail from T-18, and from BNSF Railway’s near-dock SIG yard, have backed up at those facilities in recent weeks due to a shortage of locomotives and intermodal rail cars, causing severe congestion at the terminal.
According to BNSF, the problem originates at its congested intermodal rail yard near Chicago, which is contending with record intermodal volumes and a chassis shortage. BNSF recently expanded its railcar storage capacity to relieve pressure on the Logistics Park Chicago hub, the railroad said.
Each episode of Loki delivers a new mind-bending twist on the Marvel Cinematic Universe. Even the mere introduction of the TVA and the sacred timeline radically shook everything we thought we knew about the “Infinity Saga.” And honestly, we’d expect nothing less from a show starring the God of Mischief. But the steady stream of lore-busting on the Disney Plus original has kept one of Marvel’s classic traditions out of the (time) loop: the after-credits scene. Loki season 1 hasn’t needed one — until episode 4.
“The Nexus Event” picks back up where episode 3 left off, with the imminent destruction of Lementis-1 and both Loki and Sylvie, the female Loki variant, poised for actual death. By the end of the episode, each variant is left with more questions than answers, and the promise of two more episodes to answer them.
But you don’t want to bounce after the credits on this one. The scene is pivotal to where the story’s going in episode 5.
[Ed. note: This post contains spoilers for Loki episode 4, “The Nexus Event”]
“Is this Hel?” Loki wonders aloud.
Moments after Loki and Sylvie discover that the omniscient creators of the sacred timeline, the floaty-chair-sitting Time-Keepers, were just a bunch of animatronics, a defeated Ravonna Renslayer (Guga Mbatha-Raw) prunes the god into oblivion. That might be the end, but like most of what the TVA gets involved in, what happens on the surface doesn’t explain everything that’s going on.
In the post-credits scene, Tom Hiddleston’s version of Loki pops up in what appears to be a ravaged version of New York City, complete with a crumbling Stark Tower. A fair assumption might be that this is an Earth where Loki and Thanos’ attack on New York went according to plan. But it doesn’t appear to be his own timeline: Instead of finding a mirror version of himself lording over the world as king, Loki meets a number of new Loki variants.
Image: Marvel Studios
So who do we have here? On the right is “Classic Loki” (at least by the credits’ description), a mirror image of Jack Kirby’s original take on the character as played by Richard E. Grant — who fans have long speculated might show up as Mephisto, even back in WandaVision.
Not quite. In bold yellow and green, Grant’s Loki is a dead ringer for the version of Loki who reigned devilish king over Marvel’s Thor mythos for decades. If you only know Loki from the MCU or Marvel Comics after Agent of Asgard , it’s tough to separate the Tom Hiddleston of it all from the character. His portrayal shaped the characterization of the God of Mischief for years. But long before his entrance into the MCU, Marvel’s Loki was this thin-faced, jester-garbed figure — wizened where Thor was muscular, sour-faced where Thor was handsome, and as irredeemably evil as Thor was worthy. Marvel’s classic Loki had as much red in his ledger as any other genocidal supervillain, and he felt about as much remorse as a the Joker or Carnage. He was not the sympathetic trickster we know today.
Classic Loki’s transition from villain to antihero took place over many years, but reached an inflection point during Marvel’s Siege event, when … he super died. And at the same time that the old Loki died, a new Loki appeared in the comics: Kid Loki. Also known as Teen Loki, Kid Loki — played by Jack Veal on Loki — was created by Classic Loki as a very long-game bit of trickery. But functionally, he was a younger version of Loki who had yet to commit grievous crimes and had the potential to have a better (though still not completely heroic) nature.
Thor believed in his brother where the rest of Asgard didn’t, and that gave Kid Loki plenty of room to use his “ain’t I a stinker” vibes to become a fan favorite. Though he eventually realized he was a piece of deception and gave way to the narrative need for a fully adult Loki, Kid Loki cameos are not uncommon in Marvel Comics, and some of his adventures, particularly with the Young Avengers, remain very popular.
Comics history doesn’t have much more to clear up about the other two Lokis in the after-credits scene. Deobia Oparei, whose credits include Sex Education and Game of Thrones, seems to be playing a version of Loki that’s more like Thor (if he’s a Loki at all). The heroic outfit even comes with its own hammer, and while the only times Loki has wielded Mjolnir have been when magic spells inverted the moral compasses of most of the characters in the Marvel Universe, who’s to say if the weapon is even Thor’s go-to. Maybe in that world, Loki has is own hammer with its own name.
While the dessert fireworks have been exciting, Crime Scene Kitchen episode 6 has a few tricks waiting to be discovered. Although there have been more wrongs than rights, the teams better get back on track quickly. Who’s baking dreams will fade away this week?
According to FOX, Crime Scene Kitchen episode 6, “Red, White and Clue” features the following:
The bakers head back into the kitchen to take on a new delicious challenge. The best dessert detectives will continue on in the competition and the duo that falls short will head home in the all-new “Red, White and Clue” episode of CRIME SCENE KITCHEN airing Wednesday, June 30 (9:00-10:00 PM ET/PT) on FOX.
While the episode title might lead everyone to believe that a patriotic themed dessert will be on the plate, it might be a red herring. In the past couple of episodes, the bakers haven’t been able to follow the correct path. Are the bakers wishing and wanting to make certain desserts instead of listening to the clues?
Since Aaron Sanchez is joining Crime Scene Kitchen in this episode, it might lead the chefs to assume that the dessert round might feature a Mexican themed dessert. As seen in recent episodes, the guest judges’ favorite desserts are very specific. Could a tres leches cake or a flan be the dessert solution?
Although the baking teams have made it through several challenges, it is difficult to pick a potential front-runner in this group. Even though these bakers can execute a delicious dessert, these challenges are never that simple. Will someone solve the mystery this episode?
Here’s how to watch Crime Scene Kitchen episode 6, Red, White and Clue.
Date: Wednesday, June 30, 2021
Start Time: 9 p.m. ET
Episode: “Red, White and Clue”
TV Channel: FOX
Live Stream: Watch live on Fubo TV. Sign up now for a free seven-day trial. You can also watch on FOX’s website or app.
Crime Scene Kitchen airs on Wednesday nights at 9 p.m. ET/PT.
It’s been almost two years since Quentin Tarantino’s “Once Upon a Time in Hollywood” opened in theaters and ignited a global controversy around his depiction of Bruce Lee. Bruce’s daughter, Shannon Lee, condemned Tarantino for his “irresponsible” portrayal of the martial arts icon and said the film created lasting negative views about her father. The scene, in which actor Mike Moh stars as Bruce Lee, is reportedly the reason China refused to release “Hollywood” in theaters unless it was removed. Tarantino refused. The director also defended his portrayal, saying Lee was “an arrogant guy” in real life.
The Bruce Lee discussion as it relates to “Once Upon a Time in Hollywood” resurfaced this week during Tarantino’s appearance on “The Joe Rogan Experience” to promote the just-released “Hollywood” novelization. While the filmmaker can sympathize with Shannon Lee for being upset with the “Hollywood” version of Bruce Lee, Tarantino stands defiant against anyone else who has a problem.
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“Where I am coming from is I can understand his daughter having a problem with it. It’s her fucking father. I get that,” Tarantino said. “But anybody else, oh suck a dick!”
Tarantino said it makes sense Bruce Lee lost his fight against Cliff Booth (Brad Pitt) as the latter tricked him. “Cliff’s method is to give the guy the first fall,” the director said. “He gives Bruce no resistance whatsoever and Bruce knocks Cliff on his ass. There’s four different ways Bruce could’ve come at him the second time and Cliff would’ve had little defense, but most of the time if a guy has a particular move and it looks like the other dude is a big mouth who can’t defend himself, they do the first move again a second time. But now Cliff knows what it is! He prepares for it and throws [Bruce’s] ass into the car. He just tricked him. Bruce realizes he got tricked.”
Similar to his initial defense of the scene, Tarantino doubled down on his point that Bruce lost to Cliff in a hand-to-hand combat fight. This style of fighting is Cliff’s speciality. As Tarantino explained, “If Cliff fought Bruce Lee at a Madison Square Garden martial arts tournament, he would not stand a chance. But as a killer who has killed men before in a jungle, he would kill Bruce Lee. He’d fucking kill him! Bruce Lee is not a killer. He’s actually facing a guy who could kill him, it’s a different story. It’s in the book, when Bruce realizes Cliff is taking a military combat stance, he realizes Cliff is a killer.”
As Tarantino writes in the “Once Upon a Time in Hollywood” novel: “Bruce didn’t really want to hurt Cliff. He just wanted to show him up. But Cliff wanted to hurt Bruce. If by slamming him into that car he had fucked up Bruce’s back and neck for the rest of his life, Cliff would have been fine with that.”
Tarantino and Rogan’s discussion touched upon Bruce Lee’s relationship with real-life Hollywood stuntman Gene Labelle. “The stuntmen hated Bruce on ‘Green Hornet,'” the director said. “It’s in Matthew Polly’s book [‘Bruce Lee: A Life’] and it’s always been known. That’s why Gene Labelle was brought in, to teach Bruce respect for American stuntmen.”
“Bruce had no respect for American stuntmen, he was always hitting them with his feet,” Tarantino continued. “It’s called tagging when you hit a stuntman for real. He was always tagging them with his feet and his fist and it got to the point where they would refuse to work with Bruce. He had nothing but disrespect for American stuntmen. It was probably just like, ‘Oh they’re just not good enough. They are pussies. I want to make it look real!’ But stuntmen don’t like that. That’s unprofessional.”
Tarantino goes as far as drawing a line between Bruce Lee and Charles Manson in the “Hollywood” novel, noting that Lee viewed Hollywood talent like Steve McQueen just as Manson viewed the musicians he thought could help him break into Hollywood. Tarantino writes, “Like Charles Manson, this spiritual sifu stuff was just a side gig. The way Charles Manson wanted to be a rock star, Bruce Lee wanted to be a movie star. James Coburn and Sterling Silliphant were his Dennis Wilson. Steve McQueen and Roman Polanski were his Terry Melcher.”
The “Once Upon a Time in Hollywood” novel is now available for purchase. Head over to “The Joe Rogan Experience” Spotify page to listen to Tarantino’s full interview.
The Port of Port Arthur demonstrates a “spirit of full disclosure” to clearly communicate its financial story and motivate potential users and user groups to read its reporting.
An impartial panel made the evaluation recently, leading the Government Finance Officers Association of the United States and Canada to award the Port the Certificate of Achievement for Excellence in Financial Reporting.
The analysis is based on the Port’s 2020 Comprehensive Annual Financial Report.
Port of Port Arthur Board of Commissioners President John Comeaux said the award demonstrates the port’s long-standing commitment to accurate and full public disclosure of its financial performance.
The Certificate of Achievement is the highest form of recognition in governmental accounting and financial reporting, post officials said, adding its attainment represents a significant accomplishment.
“The recognition is important, reflecting the dedication and professionalism of our port team,” Port Director/CEO Larry Kelley said. “My sincere compliments to our accounting finance team members. This award is but one measure of our commitment to our community for continued transparency, professional management and a standard of excellence.”
About the Port
The Port of Port Arthur is a modern deep draft port facility providing a variety of focused, quality driven services for customers around the world.
Locally, the Port of Port Arthur focuses on sustainable job creation and economic development in Southeast Texas.
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(This article contains major spoilers for the fourth episode of the Disney+ series “Loki”)
The fourth episode of Marvel’s “Loki” was extremely eventful — the last 20 minutes or so contained a ton of really big, seemingly very important moments. It was a major contrast with last week’s episode, which was a much more leisurely affair.
The climax this week saw Loki (Tom Hiddleston) and Sylvie (Sophia Di Martino) finally take down the Time-Keepers — who are apparently just robots, puppets for whoever is actually running the TVA. Then, Ravonna Renslayer (Gugu Mbatha-Raw) gets what she wants: to prune Loki.
Fortunately, our Loki is not dead yet. Or at least he isn’t completely dead. This episode contains a mid-credits stinger, which follows up on where Loki went after he got zapped. Maybe this is another thing the TVA has been lying about this whole time. Maybe they aren’t actually getting rid of any of the variants they catch.
In any case, in the mid-credits scene, Loki wakes up in what looks a lot like a post-apocalyptic Earth city.
“Am I dead?” Loki asks no one in particular.
“Not yet,” a disembodied voice answers. “But you will be unless you come with us.”
Loki looks up, and seems pretty shocked by what he’s looking at: an old Loki wearing a pretty outstanding old comic book costume (Richard E. Grant finally shows up!), a Kid Loki, an alligator or crocodile wearing a Loki crown, and a Black Thor who’s wielding a version of Mjolnir that looks like it was made from a large wrench and a piece of a metal beam.
It’s a lot to process, but first things first. Black Thor. There has never been a Black Thor in the Marvel comics — that is, a son of Odin named Thor who is Black. But there is a story in which there is a group called the Thor Corps, in which several Black superheroes — Falcon, War Machine and Blade, to name three — functioned as Thor, each with their own Mjolnir hammers and everything.
The Thor Corps is from a place called Battleworld, a planet created by Doctor Doom after the multiverse collapsed one time. This planet featured places from a bunch of different realities and jammed them all together like countries on a globe. The Thor Corps are the cops of this place.
The actor playing Thor here, Deobia Oparei, is obviously not an MCU hero that we already know filling in as Thor. Whatever his deal is, it’s probably not something from the comics. Probably. We can’t help but wonder if that destroyed city could be on Battleworld. It would fit with all this multiverse stuff.
But that seems very unlikely. As with all things MCU, we’re probably not going to be able to figure out what’s going to happen from reading the comics. That said, we definitely know a lot about that Kid Loki from the comics, and the Kid Loki stories give us a sneaking suspicion that we might know who that Old Loki is too: Ikol, whose name is just Loki spelled backwards. In the comics, Ikol is a big part of Kid Loki’s story.
As always, this stuff is exceptionally convoluted thanks to decades of muddled comics continuity. So keep that in mind.
Kid Loki is the nickname for the reincarnation of Loki that debuted in 2010, created by writer Matt Fraction and artist Pasqual Ferry.
The original Loki was killed during the events of the comics’ Ragnarok storyline. Then, by stealing a body meant for Lady Sif, was resurrected as a woman known as Lady Loki. Then, after a bunch of evil machinations, Loki was restored to male form.
Once again a man, Loki did some more evil things, changed sides at the last minute to help The Avengers, and then died (again). Thanks to his being super manipulative, Loki managed to get his name deleted from the book of Hel and was reincarnated as a young boy who lacked any memory of the evil things he’d done in his former life.
Kid Loki was roundly rejected by everyone who knew his former self, but he nevertheless tried to win them over and also be a better person, with mixed results. Again, this is VERY convoluted but basically Kid Loki joins the Young Avengers, sorta betrays them, dies more than once, and after being brought back through magic, apparently dies for real during the “Asgardians of the Galaxy” limited series of Marvel comics.
Don’t worry, by this point the original Loki had managed to return, thanks to the introduction of Ikol. He was created by — again, we’re sorry, this is super confusing — Kid Loki.
Created by writer Kieron Gillen and artist Stephanie Hans in 2011, Ikol started out as the remaining bits of original Loki’s soul that existed within Kid Loki. After a weird struggle with that stuff, Kid Loki turned those remaining Original Loki soul bits into a magpie that he named Ikol (Loki, backwards) and condemned it to be his minion.
Ikol becomes Kid Loki’s companion and nuisance, and the two have a lot of adventures. Basically, Ikol exists to be the devil on Kid Loki’s shoulder. Eventually, Ikol and Kid Loki sort of merged into a single being that basically restored something close to the original Loki to life. This, by the way, involved Mephisto, because of course it did.
There’s a lot more, involving a possible future version of Loki called King Loki, but we’ll just worry about that later.
As for Gator Loki, we don’t have anything other than a silly version of Thor from the comics to go on here. Our best guess is he’s a variant meant to be the show’s version of Simon Walterson, a normal human in the Marvel Comics universe who was turned into a frog by a wizard and subsequently known as “Puddlegulp.”
Puddlegulp teamed up with Thor — who had been turned into a frog himself — and ended up coming into possession of a sliver from Mjolnir. Puddlegulp forged that sliver into a mini version of Mjolnir called Frogjolnir, which turned him into Throg, the Frog of Thunder. He was, by the way, created by the legendary Walter Simonson in 1986 — though Puddlegulp didn’t become the Frog of Thunder until 2017. That whole thing, obviously, was intended to be funny.
Whether Grant is actually playing Ikol or if these are just other random Loki variants that ended up in this mysterious place is something we’ll have to wait to find out about. And we have a lot more questions about that place, like whether all the pruned variants — like Mr. Mobius! — ended up there too. It probably is just some alt-Earth, and not Battleworld, but it’s a fun possibility to consider.
We could endlessly discuss all the ramifications of this crazy shot that’s going to spark so much chatter online in the next few days, but for now we’ve got a good starting point.
The word is not yet out on this high-altitude, southwest growing region.
By Liza B. Zimmerman | Posted Wednesday, 30-Jun-2021
The desert state of Arizona is better known for its national parks, like the Grand Canyon, and stunning scenery than as a hotbed of wine production. Many may think of the state, where temperatures can hit the low 100s for much of the summer, as too hot a climate in which to successfully grow grapes. However, huge diurnal temperature shifts and the impressive altitude of many of the state's vineyards allow grapes to flourish in a handful of areas.
According to Paula Woolsey, vice president of the Cottonwood, Arizona-based Verde Valley Wine Consortium, the curious should consider the wines. "Think Mendoza Argentina when you want to understand how we grow grapes in Arizona. We don't have large bodies of water moderating the climate, we have elevation. Arizona has the second-highest diurnal [temperature] shift in the world of grape growing, after Argentina. This allows for balanced acids and sugars [to develop in the grapes]."
She adds that most of the state's growing regions are located between 3200 and 5500 feet above sea level. She goes on to say that the state's wine industry is still in its infancy and that most of the state's producers are making less than 2000 cases and few of them are distributed out of state.
Getting the word out
Winemaking in the state dates back to when the Spanish settlers and missionaries around the Tucson area introduced grapes, and were probably making wine, by the late 1700s, if not earlier, according to the Arizona Wine Growers' website.
From the beginning of the 19th Century on the industry enjoyed rapid growth, until a 1915 ban was passed on the production and sale of alcohol. While wine production continued at that time in places such as California, theoretically solely for medicinal and sacramental purposes for personal consumption, that was not the case in Arizona. As a result, most of the local vineyards were uprooted and when Prohibition was repealed "no one even thought about restoring production," notes testimony in History of the Wine Industry in Arizona, published by the University of Arizona, College of Agriculture and Life Sciences.
Wine producers finally revived the industry in the 1980s, shares Michael Pierce, the viticulture and enology director at Yavapai College's Verde Valley Campus who also makes his own wine under the Pierce Cellars label.
Despite some initial successes, Arizona's early wine industry still faced numerous hurdles in the form of disease, marketing challenges, public acceptance and the slow process of trial and error employed to find the best grapes and winemaking techniques for the state's unique growing conditions.
Pierce goes on to share that more red, rather than white, varietals are planted with some of the top varietals being Malvasia Bianca, Grenache, Viognier, Tempranillo and Graciano. Most of the state's producers are making a limited number of cases a year and only about a handful have a sales presence outside of the state. Woolsey notes that only Caduceus Cellars; Merkin Vineyards; Arizona Stronghold, all run for a number of years Maynard James Keenan – the lead singer of the band Tool – who upped their profile; and Pillsbury Wine Co. are all in regular, three-tier distribution.
While insiders say that the state's resident wine drinkers are becoming increasingly savvier and more interested in their local wines, said wines are not easy to find. I have never seen a bottle of Arizona wine sold outside of the state and did not see a single bottle on a shelf or in a restaurant in the several weeks I spent there. The desire to promote and support local products is clearly absent in much of this state. These wines don't even seem to be making it over the shared border to California or nearby resort cities like Las Vegas.
The only wineries I was able to visit during my stay were three small operations near the city of Kingman, in the Northwestern part of the state near the Nevada border. The most colorful of the three was Steven Pedroza, who heads up a winery called Little Old Wine Drinkers Winery, named after a refrain from a Dean Martin song called Little Old Wine Drinker Me. Before heading out to Arizona he was a lounge singer in Las Vegas and made wine in his backyard before planting vines in Arizona.
He decided to become a winery owner as he said he "was sick of drinking Mr. Beringer's water." The winery makes a grape-strawberry White Merlot wine, as well as a Tempranillo and a Pinot Grigio. He buys his fruit from both Ontario, Canada, as well as from a California wine broker and swears that he has no idea where exactly the grapes are sourced.
Woolsey attempts to explain the less than commercial market approach taken by many winemakers in the state by sharing, "Arizona winemakers are making wine for Arizonans' enjoyment; we are not market-driven to create the next evolution in the wine. We are limited to where we can grow grapes in the state, by geography and climate. We will never be a huge wine-producing state, we can only aspire to make great wines," shares Woosely.
The AVAs
The state's three major growing regions are the Sonoita/Elgin, the state's first AVA in Southeast Arizona; Willcox in the southern part of the state; and the Verde Valley, north of Phoenix which is likely to become its third AVA.
They all have fairly different growing conditions. "A place like Sonoita is probably the most exposed to Mother Nature; hail storms, high winds, early frost, monsoonal activity, extreme heat, etc. make it a very challenging place to grow [grapes]," shares T. Scott Stephens, the managing partner of both the Southern Rail Restaurant and Becketts Table Restaurant in Phoenix. He adds that "There's a lot of volcanic influence in Willcox near the Chiricahua Mountain preserve, while Sonoita exhibits various clays and loamy encrusted soils."
Southern Rail features approximately two dozen Arizona wines by the bottle, priced from $42 for Chateau Tumbleweed's Red Grenache blend to $92 for a Page Springs' Marselan. The restaurant also features five Arizona wines by the glass, priced from $11 to $12.
He adds that, "We are still learning collectively the nuances and characteristics of each of the growing areas." While he says that he is "not sure we are at a point where we can identify with a particular red or white grape… However white varietals such as Malvasia, Viognier, Petit Manseng and Vermentino all seem to be producing world-class results. Then the reds such as Grenache, Graciano, Sangiovese, and Syrah are natural fits for our regions. Other varieties such as Teroldego and Aglianico are showing tremendous potential... There is still a need to discover what Arizona can do."
He adds that many producers are primed to move the needle up to the 3000 to 6000 annual-case mark. Hopefully, this will help in the distribution game. "However, production cap limits mandated by antiquated state liquor laws force their hands," comments Stephens. One of the state's advantages at this point is the fact that vineyard "land is absolutely inexpensive compared to other growing regions near our state such as California and their subregions… It also helps that we are free of most natural disasters like floods, mudslides, earthquakes, etc."
A combination of cultivation of local, and out-of-state interests – as well as development of more commercial infrastructure – in this large and rural state's wine industry is likely to dictate if it ever hits the major leagues.
[By Mikael Lind, Wolfgang Lehmacher, Jan Hoffmann, Lars Jensen, Theo Notteboom, Torbjörn Rydbergh, Peter Sand, Sandra Haraldson, Rachael White, Hanane Becha and Patrik Berglund]
Abstract
Disruption and congestion are occurring across the global maritime supply chains. Since the summer of 2020 rising capacity shortages in terms of boxes, ships and port infrastructure have driven maritime and port actors to find alternative options and to optimize infrastructure usage. Much of the contemporary debate on how to resolve the situation is centred around just-in-time vessel arrival at ports, but that only addresses part of the problem. The many operators and clients of maritime supply chains need to overcome these times of continuous shocks, disruptions and high uncertainty. This works best with a high level of visibility. In this contribution, we propose the use of time slots and data sharing that will empower the different parties to make more informed and flexible plans to overcome the disruptions and congestion in the supply chain system and improve supply chain visibility. This contribution is a call for an expansion of the JIT arrival approach to incorporate a slot management concept that includes a dynamic view and management of JIT arrivals and departures to better manage uncertainties.
Introduction
Port congestion, poor schedule integrity and container imbalances are making headlines. The recent Ever Given incident in the Suez Canal[1] brought shipping and the delayed arrival of cargo into the news. But the problems go much further. Many think that maritime supply chains are disjointed and that ports are insufficiently synchronized with ship journeys and multi-modal transport capacity in the hinterland. Record high freight rates reflect the current situation in the maritime sector. With the supply chain under pressure, the resulting imbalance between demand and supply has led to a surge in the prices to move containers (see figure 1).
Figure 1: Development of long- and short-term freight rates for a 40’ container on selected trades outbound from Far East main ports during 1st of January 2019 to 28th of June 2021
Over the last months there has been a lot of attention paid to the ports along the United States of America (U.S.) West Coast - Long Beach and Los Angeles in the San Pedro Bay area and Oakland near San Francisco, which together handle about 40 percent of U.S. imports from Asia. Recently, delays at these ports have reached extraordinary levels, with some of the largest ships waiting nearly three weeks to get to berth (see graphs in figure 2) with obvious impacts on both import and export cargo flows.
The congestion has been blamed on shortcomings in infrastructural and resource capabilities.[2] But the situation is more complex than that, as the reasons for constrained port infrastructure are many. For example, in the case of Oakland, it is understood that a ship caught fire and was occupying a berth much longer than planned. Manning availability at the ports has also been questioned.[3]
Figure 2: Average waiting times (days) in 4 weeks periods for 451 container ships that made 2400 port calls to Port of Oakland (1222 calls) and Port of Long Beach (1178 calls) during the period 1st of January 2020 to 13th of June 2021.[4]
The main concern for supply chains is to reach higher levels of certainty throughout the chain while also capturing possibilities to reduce costs and emissions. Shipping companies as well as the clients of the maritime supply chains try to develop mitigating strategies to reduce vessel waiting times and uncertainty about when a vessel will be served by the port, such as by getting to the port area as quickly as possible or by overbooking facilities. This is wasteful, costly and inefficient.
The fundamental underlying cause for the current delays and high freight rates is a shortage of capacity, including ships, containers, trailers, and vehicles needed for the intermodal transport operation.
The logistics industry has basically two options to get back to normal. It could increase the pool of equipment to have spare capacity at its disposal so that when demand surges or supply is disrupted, the extra ships, containers, vehicles, and trailers can provide the additionally required supply. This is wasteful, costly and inherently inefficient. Alternatively, it could introduce ways that allow the existing capacity to handle a larger volume of cargo. In this paper, we focus on the latter option.
A continuous struggle
Globally, congestion arising in capacity-constrained areas will continue to occur. The disruption in the container port system in southern China, like in the U.S. West Coast ports, is another recent example. Such disruptions often impact each other. Congestion tends to move from location to location along capacity-constrained supply chains. For example, congestion at U.S. West Coast ports may be temporarily relieved with less ships traveling from Asia to the U.S. But, as the constraints ease in Asia, congestion on the U.S. West Coast will probably re-emerge.
Figure 3: Congestions moves along the maritime supply chain
How are ships behaving at congested ports?
It is commonly assumed that ships drop anchor outside a port and sit and wait when confronted with port congestion. However, a significant number of ships waiting for a berth opt to drift or loiter outside the port instead.[5]
For example, the port rotation from Long Beach to Oakland with a usual travelling distance of around 385 Nautical Miles peaked at an average travelling distance of more than 1600 Nautical Miles for the larger container vessels. For rotations from Los Angeles / Long Beach to the congested zone of Oakland / San Francisco, port congestion increased the usual steaming distance by a factor of at least 4.
The same trend of expanding travelling distance can also be observed in figure 4 for the 145 ships that conducted 322 port calls in Oakland over a 15-month period originating from Long Beach. For ships travelling in the opposite direction (Oakland to Long Beach) in the same 15-month period the distance travelled ranged from 389 Nautical Miles to 425 nautical miles, inferring that Long Beach was less congested resulting in reduced waiting times and therefore less need for anchoring outside the port and fewer ships loitering and adding unnecessary miles to the distance travelled between the two ports.
Figure 4: Actual distance travelled between Long Beach and Oakland (for 145 ships on 322 voyages from Long Beach to Oakland between 1st January 2020 and 13 June 2021)
Long Beach and Oakland are not the only ports facing such a situation. Figure 5 shows global figures for container ships waiting outside ports globally. Figures for China and the U.S. West Coast are also provided.
Figure 5: Number of container ships being stationary outside ports globally and outside China and U.S. West Coast ports between 1 October 2020 and 23 June 2021
Congestion is further confirmed for ports around the world in the following two diagrams (figure 6) that show the movement status of container ships making visits to major ports in Asia and along the U.S. West Coast.
Figure 6: Developments in China and in the US west coast on the number of vessels “steaming” (speed > 6 knots), “manoevring” (speed between 1 and 6 knots), “anchored & still” (speed <1 knot and outside port area), “moored” (speed <1 knot and within port area), “at yard” (speed <1 knot within yard area).
How to achieve a higher degree of predictability for arrival and departure times
The maritime sector is putting increasing focus on seeking opportunities from digitalization that can enhance coordination and synchronization in the self-organized ecosystem of the maritime supply chain network. One promising initiative is the introduction of virtual vessel arrival and standardized data exchange for just-in-time (JIT) arrival promoted by numerous stakeholders associated with the maritime industry.[6] The proposed JIT arrival approach makes the case that a port provides a recommended time of arrival (as outlined in figure 6). This approach will also help, in part, to address what is needed for the reduction of greenhouse gas (GHG) emissions in the recent International Maritime Organization (IMO) Global Industry Alliance (GIA) guide on JIT.[7] However, JIT limits itself to a port to ship interface and could result in a one-sided port view which may cause concern for shipping lines particularly during times of port congestion.[8]
Figure 7: Today’s operations vs. JIT arrival (IMO (2020) Just In Time Arrival Guide - Barriers and Potential Solutions)[9]
One way of avoiding this would be the introduction of slot times, that could be used in an elastic way,[10] and under conditions that all the involved parties collectively govern. When implemented in a transparent fashion, this would also give beneficial cargo owners increased visibility and greater confidence, which would lead to less uncertainties, a reduced requirement for contingency buffering and less money wasted.
Accordingly, we propose an expansion of the JIT arrival approach to incorporate a slot management concept that includes a dynamic view and management of JIT arrivals and departures. This would be informed by shared data providing up-to-date progress and planning information on queues and waiting times associated with ports as maritime chokepoints. It would allow all participants to operate more effectively in the extensive maritime chain.
What are other industries doing with time slots?
Using slot times as the denominator for the engaged parties is what constitutes the appointment economy, allowing both the customer and the supplier to coordinate on a common basis and to inform the other party if either of the parties are experiencing challenges in meeting the agreed / aimed slot times.[11] This logic can be seen in many of the human practices that require collaboration between multiple parties, for example for a doctor’s appointment, repairing a car, or producing a particular product, where resources and infrastructure that are co-shared by many clients are planned to be available for the particular client.
Although not directly transferrable, the analysis of practices in other industries may help to inspire our maritime time slot thinking and shape solutions to deal with disruption and congestion in the maritime industry. The following examples show how slot times work in different situations.
In the European aviation system, for most commercial flights, an airplane cannot depart from the airport of origin without having obtained a confirmed slot time at the airport of destination. The slot times, delimited by an arrival and a departure time, enable the actors operating at the destination airport to be well-coordinated and synchronize their activities. The A-(Airport)CDM (Collaborative Decision Making) concept has an important role in this coordination. Because airports suffering from constrained infrastructure and congestion can limit the number of slots for flight arrivals, the aviation sector self-governs such situations before take-off and avoids unnecessary fuel and operating expenses and carbon emissions, and mid-air diversions or excessive waiting in holding patterns before landing. The outcome of the A-CDM process would usually be changing to a different time slot, and in extreme cases a cancellation an choosing an alternative destination airport.
Express delivery companies increasingly consult receivers of goods about their preferred time of delivery to avoid unnecessary delivery attempts. Large manufacturing plants and retail outlets often specify a delivery time window - in order to avoid congestion and ensure that the goods can be offloaded and stored efficiently. For home deliveries, delivery preferences go beyond only fixing the preferred delivery date and time but also can include a choice of alternative delivery points, like pick-up points or delivery to neighbors.
However, it must be acknowledged that all the examples above relate to relatively short journey times, unlike in the maritime sector where the time of arrival may be several weeks or even months after the departure. The longest air transit will seldom exceed 48 hours, including intermediate stopovers; even an intercontinental road transit delivery can be measured in days rather than weeks. Meanwhile, a trans-global ship journey could last weeks and involve a number of intermediate port visits. This means that, unlike an air transit or a local land-based delivery, there are many more opportunities for conditions to change en route (weather, breakdown, delays in intermediate ports, and so on) resulting in more unpredictable and sometime cumulative delays or disruptions after the journey has commenced. This difference means that any time slot mechanism adopted for port calls must be much more dynamic and capable of adjustment for such ongoing changes. This can be achieved through improved data sharing between all the involved actors and by adopting the principles of Port Collaborative Decision Making (PortCDM) or Port Call Optimization.[12]
Slot management can ease the pressure
Adopting the concept of slot management can ease the current pressures on ports, carriers and shippers caused by congestion and the consequent unpredictability and increased expenditure. As is the case for other practices grounded in the appointment economy, the slot time is the unit of analysis,[13] allowing us to move beyond coordination based on physical arrival and the principles of first-come, first-served.[14] A slot time provides each involved actor, on a fair and equal basis, with the opportunity to plan ahead, regularly monitor progress and coordinate their activities towards achieving the common goal of a satisfactory, predictable and timely delivery. At the same time supply chain visibility to all those that need to know is improved, meaning less surprises and the need to make alternative plans at short or no notice.
We see opportunities to expand the model of JIT shipping to cover the range of typical scenarios (see figure 8 below), by delimiting arrival and departure slots. In this context, predictions of departure are important as these provide an understanding of when the infrastructure being used for one ship can be made available for another.
Figure 8: Alternatives for just-in-time shipping conducted with optimal energy efficiency
Scenario A is when the time of departure from the previous port enables just-in-time arrival to the next port allowing for optimal steaming speed to destination.
Scenario B is when there are delays in departure from the previous port, causing challenges for subsequent visits by other ships to that previous port. There are two options for the ship to synchronize with the destination port:
B1 - Increase the transit speed to the next port (less energy efficient, causing more GHG emissions) or,
B2 - Agree a new slot time with the port of destination and then steam at the speed originally planned or at an adjusted speed. This will most likely be of concern for the shipping companies, more than for ports, as they face constraints on their shipping infrastructure and through the arrival commitments given to their customers.
Scenario C is when the infrastructure is constrained at the port of destination. The following alternatives then arise for the shipping company:
C1 - The ship stays alongside in the previous port as long as possible. This alternative however requires that the ship that stays alongside is charged lower charges for this extended port stay.
C2 - The ship anchors outside the port of destination. This alternative, however, assumes a minimal anchorage fee providing incentives for the ship to stay at anchor rather than loiter / drift outside the port area.
C3 - As the anchoring areas outside the port might be full, the ship may anchor somewhere on the way towards the destination. This however requires that anchoring areas are established at different locations along trade routes throughout the world to mitigate for congestion at ports of destination.
The need for data sharing
Everything builds upon trust in the slot time at the port of destination, since this relates directly to the destination port’s capability to serve a ship and a ship’s ability to arrive and depart on time. This can only be handled by ships and ports collectively and continuously by each providing the other with information on the predictions of meeting arrival and departure times and consequently take mitigating actions when disruptions occur. This is the basis for both managing and rescheduling timeslots because of disruptions and also when ports are reaching the limits of their handling capacity.
A well-functioning, dynamic and responsive slot management regime depends heavily on data sharing that enables all affected actors to share a common situational awareness and know what is going on. This is particularly important when plans and forecasts begin to change.
Closing remarks
Just-in-time arrival addresses two sides of the same coin: the shipping company’s possibilities to arrive on time and the port’s capabilities to receive and serve the ship. Thus, it is not only about the port of destination requesting when a ship can/should arrive, but also about the shipping company evaluating its options depending on the specific situation during a rotation and the commitments given to their customers. Finding the optimal slot is likely to be an iterative process.
Slot times as a foundation for maritime supply chain visibility allow cargo shippers to receive up-to-date information about possible delays, and helps shipping companies to make well-founded decisions on how to best serve their clients. The optimal speed and route to destination are decisions to be made by the shipping company and a ship’s captain based on the timing and possibilities that a port offers to serve the ship.
The coordination requires also to expand the communication beyond the communication between ship and port, and also to incorporate fleet operating centre communication to ports. Introducing more anchoring zones along routes increases the number of options for shipping lines.
The maritime industry will benefit from managing uncertainties as they come with high costs for the entire supply chain network as the current surge in ocean container freight rates demonstrates. Acknowledging both the predictability of arrival and departure times will help the industry to move from the sequencing based on physical presence to virtual coordination to make an important step into an increasingly managed future.
About the authors
Mikael Lind is the world’s first Professor of Maritime Informatics and is engaged at Chalmers, Sweden, and is also Senior Strategic Research Advisor at Research Institutes of Sweden (RISE). He serves as an expert for World Economic Forum, Europe’s Digital Transport Logistic Forum (DTLF), and UN/CEFACT. He is the co-editor of the first book of maritime informatics recently published by Springer.
Wolfgang Lehmacher is operating partner at Anchor Group. The former head of supply chain and transport industries at the World Economic Forum and President and CEO Emeritus of GeoPost Intercontinental is chairman of the board of directors of Logen, member of the board of directors of Roambee, advisory board member of The Logistics and Supply Chain Management Society, ambassador of The European Freight and Logistics Leaders' Forum, and founding member of the think tanks Logistikweisen and NEXST.
Jan Hoffmann is Head of the Trade Logistics Branch of UNCTAD, leading the organization’s work on the Review of Maritime Transport, the Liner Shipping Connectivity Index, and the Maritime Country Profiles. Previous positions include ECLAC, IMO, University of Hamburg, and Hoffmann Shipping. Past president of IAME, Jan is member of the board of various associations and academic journals.
Lars Jensen is a leading analyst in the container shipping sector, having worked 20 years in the field of predicting short and long-term trends, initially as Chief Analyst for Maersk and the past decade as an independent advisor and consultant in Vespucci Maritime (formerly known as SeaIntelligence Consulting).
Theo Notteboom is a maritime and port economist. He is Chair Professor at the Maritime Institute of Ghent University and Professor at Antwerp Maritime Academy and University of Antwerp. He also is Visiting Research Professor at Shanghai Maritime University. He is co-director of Porteconomics.eu, member of the Risk and Resilience Committee of International Association of Ports and Harbors (IAPH) and honorary president of the International Association of Maritime Economists (IAME).
Torbjörn Rydbergh is founder and Managing Director of Marine Benchmark and has a M. Sc in Naval Architecture from Chalmers and has been in the shipping and car industry for the last 25 years. He has worked for IHS Markit, Lloyd’s Register, and Volvo Cars among others.
Peter Sand is BIMCO’s Chief Shipping Analyst. While spending 15 years in the global shipping industry, he constantly seeks to gain more insight, and make sense of it all. In turn, he shares his overview and outlook with the members of BIMCO specifically and the maritime sector in general.
Sandra Haraldson is Senior Researcher at Research Institutes of Sweden (RISE) and has driven several initiatives on digital collaboration, multi-business innovation, and sustainable transport hubs, such asthe concept of Collaborative Decision Making (e.g. PortCDM, StationCDM, YardCDM) enabling parties in transport ecosystems to become coordinated and synchronised by digital data sharing.
Rachael White is Managing Director of Cool Logistics Resources, CEO of Next Level Information, Content Director at TOC Events Worldwide and a Member of Independent Port Consultants. She has spent the last 30 years in the maritime trade logistics world, designing, convening and chairing industry conferences, associations and communities and advising companies on industry trends
Dr. Hanane Becha, Senior Innovation and Standards Advisor, is the UN/CEFACT Vice Chair, Transport & Logistics and the Lead of the UN/CEFACT Cross Industry Supply Chain Track and Trace Project. She initiated and led the first Global Smart Container standards at the UN/CEFACT, and she is actively involved in many standards organizations including DCSA, SMDG, and IATA.
Patrik Berglund is the CEO and Co-Founder of Xeneta, the leading ocean and air freight rate benchmarking and market analytics platform. Berglund possesses a passion for modernizing logistics procurement and overall supply chain processes. He has in-depth logistics and transportation experience from several years at Kuehne + Nagel in various roles. Berglund was the 2016 recipient of the prestigious Lloyd's List Next Generation in Shipping award.
References
[1] Lind M., Lehmacher W., Jensen L., Notteboom T., Rydbergh T., White R., Becha H., Rodriguez L., Sand P. (2021) Resolving the ship backlog puzzle in the Suez Canal: predicting ship transits in capacity-constrained areas, The Smart Maritime Network, 22/4-2021)
[2] https://ift.tt/3qyeeKi
[3] https://ift.tt/3voJgWQ
[4] Still is defined as 0 to 1 knots, and manoeuvring between 1 and 6 knots. The waiting time between 0 and 6 knots is aggregated with a maximum distance to destination of 125 nm.
[5] It is not uncommon for vessels to drift while waiting (if there is sufficient sea room) instead of taking up anchoring at a position where there may be a fee for anchorage. When a vessel is drifting it can do so without the engine running and only be using the auxiliary engine to produce power for onboard purposes. At times it might be running the main engine - for example if drifting too far away - but that would be instead of the auxiliary engine and again to make sure there is power onboard. Hence under these circumstances much of the power created from the engine would also have been created while lying at anchor. This means that the added GHG might be negligible as much of the power created would also have been created (in the auxiliary engine) if lying at anchor.
[6] IMO (2020) Just In Time Arrival Guide - Barriers and Potential Solutions, BIMCO (2020). Optimisation and GHG reduction are key in new BIMCO just in time arrival clause, BIMCO (2013) Virtual arrival clause for voyage charter parties 2013
[7] IMO (2020) Just In Time Arrival Guide - Barriers and Potential Solutions
[8] Lind M., Becha H., Simha A., Larsen S. E., Ben-Amram E., Gnass M. (2021) Port call optimisation: Two sides of the same coin, Smart Maritime Network, 25/2-2021 (https://ift.tt/3qylx4T)
[9] https://www.youtube.com/watch?v=ioUpqZUNSlg
[10] Lind M., Ward R., Watson R. T., Haraldson S., Zerem A., Paulsen S. (2021), Decision support for port visits, in M. Lind, M. Michaelides, R. Ward, R. T. Watson (Ed.), Maritime informatics. Heidelberg: Springer.
[11] https://ift.tt/3w490XV
[12] Lind M., Ward R., Bergmann M., Haraldson S., Zerem A. (2019) Digitalizing the port call process, UNCTAD Transport and Trade Facilitation Series No. 13, UNCTAD
[13] Lind M., Ward R., Watson R. T., Haraldson S., Zerem A., Paulsen S. (2021), Decision support for port visits, in M. Lind, M. Michaelides, R. Ward, R. T. Watson (Ed.), Maritime informatics. Heidelberg: Springer.
[14] Lind M., Lehmacher W., Jensen L., Notteboom T., Rydbergh T., White R., Becha H., Rodriguez L., Sand P. (2021) Resolving the ship backlog puzzle in the Suez Canal: predicting ship transits in capacity-constrained areas, The Smart Maritime Network, 22/4-2021)
The opinions expressed herein are the author's and not necessarily those of The Maritime Executive.
"port" - Google News
June 30, 2021 at 05:18AM
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How Time Slot Management Could Help Resolve Port Congestion - The Maritime Executive
"port" - Google News
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Figure 2: Average waiting times (days) in 4 weeks periods for 451 container ships that made 2400 port calls to Port of Oakland (1222 calls) and Port of Long Beach (1178 calls) during the period 1st of January 2020 to 13th of June 2021.[4]
Figure 4: Actual distance travelled between Long Beach and Oakland (for 145 ships on 322 voyages from Long Beach to Oakland between 1st January 2020 and 13 June 2021)
Figure 5: Number of container ships being stationary outside ports globally and outside China and U.S. West Coast ports between 1 October 2020 and 23 June 2021
Figure 6: Developments in China and in the US west coast on the number of vessels “steaming” (speed > 6 knots), “manoevring” (speed between 1 and 6 knots), “anchored & still” (speed <1 knot and outside port area), “moored” (speed <1 knot and within port area), “at yard” (speed <1 knot within yard area).
Figure 8: Alternatives for just-in-time shipping conducted with optimal energy efficiency
