Rep. Kilmer visits Port of Grays Harbor - The Daily World

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U.S. Representative for Washington’s 6th District Derek Kilmer (D-WA) visited the Port of Grays Harbor last week to discuss opportunities to secure federal funding for projects at the Port.

The passage of the Infrastructure Investment and Jobs Act (IIJA) in early November could help spur future federal investment in the Port and improve the economic viability of Grays Harbor.

Funding for port investments primarily come through competitive programs managed by the U.S. Department of Transportation Maritime Administration (MARAD). The Port of Grays Harbor submitted a Port Infrastructure Development Program (PIDP) grant application for its East Terminal 4 Redevelopment and Expansion project in October, but was notified last week that they had not been selected to receive funding.

According to Kilmer, there has traditionally been a scarcity of federal funds available for port development.

“Historically there’s been more demand than funds available, but what’s important is that there’s now $2.25 billion in additional funding for ports,” he said.

This additional funding to PIDP grants is designated to improve facilities, operations, and intermodal connections to coastal seaports, rivers, and Great Lakes ports. The funds will support projects that meet the goals of the IIJA: decarbonization, improved movement of goods through America’s ports, and enhanced port resiliency in the face of climate change.

In their recent PIDP grant application, the Port sought $4.1 million in grant funds to be matched by $1.1 million in Port funds. The funds were intended to make the former 520 casting basin site adjacent to Terminal 4 functional by securing the flood gate, removing associated infrastructure, and filling the basin.

The Port purchased the 55-acre site, which was used to build the pontoons used on the 520 floating bridge across Lake Washington, at the end of 2018. The site has remained inactive for several years since the pontoon project was completed, but the East Terminal 4 Redevelopment and Expansion project would increase the Port’s terminal cargo space by 50% and put the idle industrial site back into productive use for the Grays Harbor community.

“They did a really good job at developing the site within the budget of the project, but reusing this site as it is built today is infeasible,” said Port Engineer Kris Koski on a ride around the facility.

Kilmer is hopeful that the new funds for ports provided by the Infrastructure Bill will lead to more opportunities for economic development in Grays Harbor County.

“We want to make sure that the port can take advantage of funding from the Infrastructure Bill. The federal government ought to be helping support the port and keep jobs here,” he said.

The IIJA will deliver $550 billion of new federal investment in America’s infrastructure over the next five years, with $17.1 billion dedicated specifically to seaports. Part of this funding includes a new port-specific program designed to reduce truck emissions at ports, which has $250 million in available funding.

Trade and port infrastructure is a key employer in Washington, and the state is a vital conduit for exporting goods elsewhere in the United States. Projects, such as marine port upgrades and improved rail crossings are likely to make the state a top contender for funding.

Senators Patty Murry (D-WA) and Maria Cantwell (D-WA) already announced $60 million in new federal awards for four transportation infrastructure projects in Western Washington. Among these was a $2.08 million federal grant to pay for pre-design work on the US 12 rail separation project in East Aberdeen.

The need for improved port infrastructure has been exacerbated by a surge in demand and the pressures of a COVID economy. Funding from the IIJA may help alleviate the current supply chain crisis.

“​​Modern, resilient, and sustainable port, airport, and freight infrastructure will support U.S. competitiveness by removing bottlenecks and expediting commerce and reduce the environmental impact on neighboring communities,” said a fact sheet from the White House on the Infrastructure Bill.

According to the Congressional Research Service, the United States Army Corps of Engineers has an estimated backlog of $109 billion in construction projects, as well as authorized but unfunded maintenance projects.

While it might take some time for these new federal funds to trickle down to Grays Harbor County, the historic availability of port-specific funds presents an opportunity for the Port of Grays Harbor to realize their projects.

“A lot of these projects where there’s been interest locally, the federal government can be a partner with those projects and help keep those jobs,” said Kilmer.

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$15M project aims to relieve congestion, ease supply chain delays at Port of Tacoma - Tacoma News Tribune

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$15M project aims to relieve congestion, ease supply chain delays at Port of Tacoma  Tacoma News Tribune

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US port delays: Outcome of holidays will determine if supply chain crisis extends into 2023, experts say - Fox Business

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Port of Long Beach executive director Mario Cordero notes the improvement is dependent on the coronavirus and its impact on the labor force. 

With the U.S. past the peak of consumer demand and the winter holidays nearly over, experts say the next couple of months will be critical to determine whether the supply chain crisis brought on by the pandemic will extend into 2023.  

Aaron Terrazas, director of economic research at Convoy Inc., a digital freight networking company, told FOX Business that the congestion at the ports has stabilized in recent weeks, but isn’t necessarily better. 

FILE: Stacked containers are shown as ships unload their cargo at the Port of Los Angeles in Los Angeles, California, U.S. November 22, 2021. (REUTERS/Mike Blake)

"It doesn’t really look like it has gotten substantially better in that the throughput, the number of boxes coming off of boats and onto trucks and warehouses, has basically stayed flat," Terrazas said. "But the number of ships waiting at anchor has declined, largely due to fewer inbound ships."  

Consumer-based imports peak, Terrazas said, between August and October. Historically, there is a lull between November and January and going into the Lunar New Year. Because of this, ports are usually able to catch up on the backlog of delays. 

WORKERS IN THE DRIVER'S SEAT AS JOB OPENINGS SURGE AMID LABOR SQUEEZE

"Lunar New Year and early February is going to be a real litmus test for how the rest of 2022 will play out if ports are able to make backlog in the seasonal lull in January and early February," Terrazas said. "Then I’d be more optimistic that 2022 could see some of these delays cleared. By contrast, if we don’t see progress made between now and mid-February, I think this extends into 2023 in that case." 

Containers are seen at the port in San Pedro, California, U.S. (REUTERS/Bob Riha, Jr.)

Ports have become one of the many bottlenecks in global supply chains as ships have been filling up with boxes carrying everything from electronics to Christmas decorations. The backlogs have led to some empty shelves at stores during the busy holiday shopping season. The crunch at the nation’s ports has consisted of a backup of nearly 160 ships in the Los Angeles area alone. 

Jennifer Blackhurst, a professor of business analytics at the University of Iowa Tippie College of Business and a global supply chain expert, forecasts that congestion will shift to internal transportation systems once it’s cleared up at the ports. 

"If you talk to someone who works for UPS, sure the big rush was leading up to the holiday season, but it doesn’t really slow down for them," Blackhurst told FOX Business. "So, now they’re really going to be dealing with a crushing number of returns."

She added: "The bottleneck has shifted. Now that we can start to see hopefully, that the ports (will) not be as congested, then the bottleneck will perhaps become the transportation system within the United States which is now being further clogged up by all of these returns." 

But though the ports crisis may have eased with January on the horizon, the omicron variant of COVID-19 has once again stoked fears of even more disruptions in the economy in the weeks and possibly months to come. 

CHRISTMAS EVE TRAVEL REBOUNDS FROM 2020 COVID LOWS, NUMBER DOUBLES DESPITE OMICRON FEARS

"I’d say my biggest concern about omicron is that even if it doesn’t result in an elevated rate of hospitalization or mortality risk, it still has the potential to be incredibly disruptive to supply chains in the labor force," Terrazas said. 

To the extent that it’s more contagious, he added, workers will have to stay home, temporarily quarantine themselves, and take care of their families. 

"I am very worried about warehouses and distribution center operations and the risk that those facilities have with respect to staffing if this continues," he said. 

FILE PHOTO: Container ships wait off the coast of the congested Ports of Los Angeles and Long Beach in Long Beach, California, U.S., October 1, 2021. (REUTERS/ Alan Devall/File Photo)

Terrazas said the pandemic and subsequent supply chain crisis has heightened awareness of the degree to which the U.S. economy has become overly dependent on a handful of trade lanes and trade partners over the past two decades. 

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For the time being, however, many companies are merely scrambling to keep operations running and not necessarily thinking long term, Terrazas said. However, he hopes that once the dust settles, "there will be new business relations and new patterns and new sourcing patterns that kind of happened by accident that will prove more durable." 

Fox Business’ Andrew Mark Miller contributed to this report.  

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Eight Vintage Ports You Can Actually Buy and Drink Now | Wine Enthusiast - Wine Enthusiast Magazine Online

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Unctuous, rich and heady, Port is a hedonist’s delight. Bottles made from grapes grown in a single year, often from a “declared” vintage, are labeled Vintage Port and represent the top echelon of quality. They are some of the most long-lived, cellar-worthy expressions of fortified wines, with the staying power to last for decades. 

When first released, Vintage Ports are driven by flavors of plush blackberry, plum and other dark fruits alongside plenty of baking spice and chocolate accents. Dense, heavy tannins are typically front and center, which contribute to the aging potential. With age, the rich fruit flavors morph into more nutty, savory and spicy nuances, while the tannins mellow to yield a velvety, seamless palate. 

We combed through our extensive database of Ports reviewed over the past two decades to find the best bottles to drink now. Of course, availability is top of mind, and with the help of an online resource like wine-searcher.com, we assured the selections are still on store shelves. 

Here are eight aged Vintage Ports that are sitting pretty in their drinking windows:

Cockburn’s 2000 Vintage Port; $90. Incredibly juicy and fruit-filled, with mixed berries leading the charge, backed by cocoa, chocolate and dried spices… SEE SCORE AND FULL REVIEW

Dow’s 2000 Vintage Port; $109. This is an impressively concentrated wine, showing the hallmark Dow’s dry edge… SEE SCORE AND FULL REVIEW

Fonseca 2003 Vintage Port; $104. Fonseca Vintage Ports are always among the most attractive and long-lived. This 2003 conforms magnificently to that model… SEE SCORE AND FULL REVIEW

Niepoort 2007 Vintage Port; $100. An impressive, balanced wine from master winemaker Dirk van Niepoort. Chocolate and licorice flavors dominate the fruit… SEE SCORE AND FULL REVIEW

Quinta do Noval 2011 Vintage Port; $110. This is a powerful, concentrated wine, full of dense tannins, ripe fruit and a rich texture… SEE SCORE AND FULL REVIEW

Taylor Fladgate 1977 Vintage Port; $303. The most prominently floral wine in the vertical, but that delicacy is amply backed by plush chocolate and dried fruit flavors… SEE SCORE AND FULL REVIEW

Warre’s 2011 Vintage Port; $95. A dark, black-fruited wine, with the fruit hanging off the hard tannins. The wine is dark and concentrated… SEE SCORE AND FULL REVIEW

W & J. Graham’s 2007 Vintage Port; $109.A Port for aging, as you would expect from Graham’s. The wine is dry, firm, textured, solid and dense… SEE SCORE AND FULL REVIEW

We Recommend:

• 
  Riedel Vinum Port Glasses (Set of 2)
• 
  Howard Miller Sonoma Armoire Wine Cabinet

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Newsmaker of the year: New leadership, terminal at Port of Charleston - Charleston Post Courier

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After leading the Port of Charleston through its biggest expansion and to record cargo levels, Jim Newsome announced in 2021 he'll hand over the State Ports Authority's top job to longtime second-in-command Barbara Melvin, who likely will have to continue navigating a labor dispute at the port's newest terminal.

Newsome, who was inducted in 2021 into the International Maritime Hall of Fame, said he will retire June 30, the end of the SPA's fiscal year. He'll remain with the maritime agency as an adviser for one year after his retirement.

“I’ve had a good run at this — it will be close to 13 years,” said Newsome, who joined the SPA in 2009 as president and CEO. “CEOs have a shelf life and I’ve got some other things I want to do. The port will be in fantastic hands going forward.”

Melvin, who joined the SPA in 1998 and led efforts to get funding for deepening Charleston Harbor, has been chief operating officer since 2019. She’ll be among a handful of women who've led major U.S. ports, running a maritime agency that directly employs about 850 people and generates $63.4 billion in annual economic impact statewide.

Much of her focus likely will be on getting the new Leatherman Terminal in North Charleston running at full capacity.

The terminal, which had been 20 years in the making, was the first new container terminal to open in the U.S. since 2009 and it offered much needed space for global supply chains stretched by consumers during a COVID-induced online buying binge. However, the terminal has seen little use since its opening due to a dispute with the International Longshoremen's Association over who will operate cranes at the facility — union labor or SPA employees.

Container ships have been reluctant to use the Leatherman Terminal in North Charleston because of a labor dispute between the State Ports Authority and the International Longshoremen's Association. File/Provided

That labor dispute, which has caused container ships to avoid the terminal, is being heard by the National Labor Relations Board, and it could be well past Newsome's retirement — and well into Melvin's tenure — before it's resolved.

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More than 100 meals served Christmas Day at Hospitality Center in Port Arthur - Port Arthur News - The Port Arthur News

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On Saturday (Dec. 25), the Hospitality Center in Port Arthur served 109 meals on Christmas Day.In addition, officials said toys and blankets were offered to children.

“We thank our staff and volunteers at the Center who work every day throughout the year to provide services to those in need,” a statement from Catholic Charities of Southeast Texas.

Volunteers work each day at the center.

The meal prep crew takes a break from serving more than 100 meals for a Christmas picture.

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Carnival cruise ship with 'small number' of Covid-19 cases books a new port after being denied entry to 2 - CNN

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(CNN) — A Carnival cruise ship that departed Miami has "a small number" of people aboard who have tested positive for Covid-19, and it has been denied entry to ports at two Caribbean islands, the cruise line said.

However, the Carnival Freedom ship was granted access to visit Amber Cove in the Dominican Republic, company spokesperson AnneMarie Mathews said in a prepared statement.

"Carnival Freedom is following all protocols and has a small number on board who are in isolation due to a positive Covid test," Mathews' statement reads.

"Our protocols anticipate this possibility, and we implement them as necessary to protect the health and safety of our guests and crew. This is a vaccinated cruise, and all guests were also tested before embarkation," the statement reads.

The Carnival Freedom departed Miami on December 18 and stopped in Curacao on Tuesday. Its planned stops at the Caribbean islands of Bonaire on Wednesday and Aruba on Thursday were canceled.

Those stops were replaced by Friday's stop in the Dominican Republic, and the ship will return to Miami as planned on Sunday, the cruise line said.

The ship's entry into Curacao was also delayed due to the Covid-19 cases detected onboard.

Dr. Izzy Gerstenbluth, the national epidemiologist for Curacao, told CNN that he was alerted by the ship prior to its docking that it had crew members who tested positive for Covid-19.

Gerstenbluth wanted to assess the situation once the ship docked, but he said he was delayed due to an emergency on the island. Once Gerstenbluth arrived on the cruise ship, he determined the cases were contained among the crew, he explained. Curacao allowed the ship's passengers to leave the ship, but the crew remained onboard, he said.

Ashley Peterson, a passenger aboard on the cruise, told CNN the cruise line refused to inform her why the ship was delayed entry into Curacao. Later that day, she learned from a news report the delay was triggered by Covid-19 infections, she said.

Peterson said it wasn't until the next day when the ship was denied entry into Bonaire that passengers were officially informed of the Covid-19 cases, and said she may have taken a flight back to North Carolina if she knew of the positive cases.

When asked by CNN, Carnival Cruise Line did not address specific claims by Peterson.

Carnival and many other cruise lines require passengers to be fully vaccinated against Covid-19, with some exceptions for children.

The cruise line is working closely with the US Centers for Disease Control and Prevention and local health authorities at the destination it visits, according to the statement.

"The rapid spread of the Omicron variant may shape how some destination authorities view even a small number of cases, even when they are being managed with our vigorous protocols," Mathews' statement reads. "Some destinations have limited medical resources and are focused on managing their own local response to the variant.

"Should it be necessary to cancel a port, we will do our best to find an alternative destination.

CNN's Sharif Paget contributed to this report.

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Port plans to demolish San Pedro’s empty Star-Kist cannery draws objections - The Daily Breeze

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• Inside the former Star-Kist plant on Terminal Island in San Pedro. (Photo Courtesy of Anthony Pirozzi)

• Exterior of the Star-Kist plant that once employed thousands in its tuna cannery in San Pedro. (Photo Courtesy of Anthony Pirozzi)

• Photo from inside the long-vacant Star-Kist plant on Terminal Island in San Pedro.

• Star-Kist cannery on Terminal Island in San Pedro. (Photo Courtesy of Anthony Pirozzi)

• Cannery workers pose in front of the French Sardine Cannery at Fish Harbor, Terminal Island circa 1939. French Sardine later became Star-Kist. (Los Angeles Maritime Museum Collection, Gift of Matt Matich).

Plans to demolish the long-empty Star-Kist cannery building on San Pedro’s Terminal Island are bringing objections from those who say a new use should be found for the 1952 structure that was a central part of the port town’s commercial fishing heyday as well as its rich seaside heritage.

Noting that the building has become an “attractive nuisance,” the Port of Los Angeles wants to demolish the former plant to create “a parcel of land that is more marketable for future development,” along with removing safety hazards.

While there have been requests for proposals sent out, no future use has yet been identified by the port which is the property’s landlord.

“Demolition of this property would remove a dilapidated building near the Palos Verdes Fault zone,” the port’s negative declaration reads. “The buildings are challenging to secure and have been subject to multiple incidents of vandalism and breaking and entering.”

The project would involve demolition of the main building (Plant No. 4) and the northern and southern portions of the East Plant and a water-side dock. The 16.5-acre parcel sits on Terminal Island amid a heavily industrialized area.

The port’s environmental study determined that the site did not quality for historic status based standards for inclusion in the National Register of Historic Places, the California Register of Historic Resources and the Los Angeles Historic-Cultural Monument.

But for many San Pedrans with immigrant roots in the town and fishing industry, that’s a point they would argue.

“There’s a lot of history there,” said Port of L.A. Harbor Commissioner Anthony Pirozzi who toured the site on Dec. 18. “It runs deep.”

His grandfather worked at Star-Kist when he came to San Pedro from Italy.

Public comments, which had been extended by the port due to the interest, have now closed and the board is expected to take the matter up at a January meeting.

The building, Pirozzi suggested, could be used as a site that celebrates labor or the Japanese immigrant history. It also might be used in a job creation project.

“I start asking myself what can you do with the location that kind of captures that history as well as celebrates the working port around it?” he said. “Then you have to ask if people will go, it’s really off the beaten path and not easy to get to.”

But, Pirozzi added, the process will have to work itself out as the full board takes the matter up. He said he’s not committed to any particular use.

The area was once known as Fish Harbor and a permanent exhibit on the history of the tuna and canning industry is featured at the Los Angeles Maritime Museum at Sixth Street and Harbor Boulevard.

“The Star-Kist building is a historic structure that continues to represent a significant link to Los Angeles’ once might tuna industry,” said Anthony Misetich, whose great uncle, Martin J. Bodanovich, founded Star-Kist with two partners after coming to San Pedro around 1910.

Other family members followed to help work in the cannery. His grandfather, Luka Bogdanovich, was plant manager at the Star-Kist Plant.

“They came here with nothing in their pockets and carved out successful careers in San Pedro,” Misetich, a former honorary mayor of San Pedro, said in a recorded interview.

Misetich, who now lives in Texas, said the building represents a link to “Los Angeles’ once mighty tuna industry.”

Star-Kist closed its facilities on Terminal Island in 1984, Misetich said.

The facility was designed, he said in his formal remarks on the negative declaration, by John K. Minasian, an engineer who worked on Cape Canaveral and the Space Needle at the Seattle World’s Fair.

“It was the single largest example of tile-up construction built by industry on the West Coast,” he wrote, “and boasts an unusual level of architectural detailing on its Fish Harbor facing facade. It also was the workplace of tens of thousands of San Pedrans who made their living working at the facility. Star-Kist Plant No. 4 was literally the economic engine for San Pedro for decades.”

Stephanie Mardesich, whose grandfather Joseph M. Mardesich, Sr. was a founding partner of the French Sardine Company that was later renamed Star-Kist, has also filed objections to the plans. She recalls visiting the plant offices as a child.

“The Star-Kist edifice could function as a cannery for products other than fish shipped in from agrarian communities,” she said as a possible future use.

The port document states that lead and asbestos abatement will be required and that demolition would take about 60 days, including the removal of a 2,254-square-foot dock and approximately 20 wooden piles.

Plant No. 4 was previously determined to qualify for historic status but a 2018 evaluation determined it was ineligible.

Moreover, the building is in disrepair and presents a hazard, port officials said.

“No operations are proposed at this time,” the document states.

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Port, sherry, whisky - Christmas drinks are all about the wood - The Guardian

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Cleveland port authority gets $3 million grant from U.S. Transportation Department - cleveland.com

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WASHINGTON, D. C. - The Cleveland-Cuyahoga County Port Authority has been awarded a $3 million U.S. Department of Transportation grant to conduct a comprehensive planning study that will help address the port’s cargo handling, environmental and economic development needs and broader regional planning goals.

It was among 25 grants totaling more than $241 million that the Transportation Secretary Pete Buttigieg announced Thursday. The Maritime Administration’s (MARAD) Port Infrastructure Development Program (PIDP) will improve port facilities in 19 states and one territory, the transportation department said.

“U.S. maritime ports play a critical role in our supply chains,” said a statement from Pete Buttigieg. “These investments in our nation’s ports will help support American jobs, efficient and resilient operations, and faster delivery of goods to the American people.”

A statement from Port of Cleveland President and CEO Will Friedman thanked the staff at MARAD for considering Northeast Ohio’s regional infrastructure needs, and the area’s congressional delegation for supporting Ohio’s maritime industry.

“These funds will advance our critical infrastructure planning needs as we prepare for the cargoes of today and tomorrow,” Friedman’s statement said.

A statement from U.S. Sen. Sherrod Brown, an Ohio Democrat, said the grant “will play an important role in the continued economic resurgence of Northeast Ohio, not only by protecting existing commerce on the Great Lakes, but by encouraging job growth and future” economic development at the Port of Cleveland.

The PIDP is in its third year and has already awarded $492 million for 32 projects of regional and national economic significance within its first two years. The program supports efforts by ports and industry stakeholders to improve facility and freight infrastructure to meet the nation’s present and future transportation needs.

The projects that were awarded grants include coastal seaports, Great Lakes ports and inland river ports. The Fiscal Year (FY) 2021 PIDP includes priorities related to job creation, climate change, and environmental justice impacts.

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Ohio missionaries kidnapped in Haiti are freed

Cleveland gets $5 million to abate lead paint as part of broader fight against lead contamination

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Ohio airports, including Cleveland Hopkins, will fly high on money from infrastructure deal

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Senators want President Biden to prioritize Great Lakes infrastructure spending

Cleveland Rape Crisis Center gets $1 million federal grant to help juvenile sex trafficking victims

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Royal Caribbean Returns To Port Of Baltimore After COVID-19 Hiatus - CBS Baltimore

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BALTIMORE (WJZ) — The Maryland Port Administration welcomed Royal Caribbean back to the Port of Baltimore on Thursday.

The cruise line’s ship Enchantment of the Seas is departing Thursday from Baltimore for an eight-night cruise to the Bahamas, marking the first Royal Caribbean cruise to set sail from Charm City since the COVID-19 pandemic halted voyages.

READ MORE: Aberdeen Man, 28, Killed In Hit-And-Run Crash

William Doyle, the MPA’s executive director, presented the ship’s captain with an official Port of Baltimore ship’s wheel during a ceremony at the port’s cruise terminal celebrating the occasion.

“This is huge for the local economy,” Doyle said. “When we have a cruise ship that comes into the Port of Baltimore, you’re looking at about $1 million in business to the local community.”

Doyle said the location of Baltimore’s cruise terminal—off Interstate 95, 15 minutes from BWI Thurgood Marshall Airport—is one of the many reasons people enjoy sailing out of Baltimore.

READ MORE: Maryland Surpasses 1,500 COVID-19 Hospitalizations, Triggering Pandemic Plans

He touted the points of interest located nearby, including the Inner Harbor, Federal Hill, Fell’s Point, Fort McHenry, all of which offer an array of amenities for tourists, shoppers, and diners alike.

The Enchantment of the Seas succeeds Baltimore’s former Royal Caribbean ship, the Grandeur of the Seas. The cruise line has operated out of Baltimore since 2004 and launched year-round trips in 2010.

Out of Baltimore, the cruise line offers trips of varying lengths to Bermuda, the Bahamas, Canada, the Caribbean and New England. Voyages can be as short as five nights or as long as 12 nights.

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“The return of Royal Caribbean to the Port of Baltimore is a great way to celebrate the holiday season,” Doyle said.

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Sudan's Red Sea port struggles to recover from blockade and turmoil - WTVB News

YOUR TURN: Updating port infrastructure is mission-critical - Cape Cod Times

Sudan's Red Sea port struggles to recover from blockade and turmoil - Reuters

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A man stands opposite the modern port at the harbour in Port Sudan at Red Sea State February 24, 2014. REUTERS/Mohamed Nureldin Abdallah

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• Tribal group blocked port in dispute with government
• Several major shipping firms paused bookings
• Some see Port Sudan losing out to Egyptian rival
• Foreign investment in trade gateway may wither

KHARTOUM/LONDON, Dec 23 (Reuters) - A blockade of Sudan's main Red Sea port by a local tribal group and threats of more disruptions have hurt efforts to lift the country out of economic crisis and could push trade flows to another regional route, officials and shipping executives say.

Several shipping firms were forced to pause bookings via Port Sudan, the African nation's main international trade gateway that generates vital revenue for the cash-strapped state that is trying to recover from three years of political turmoil.

The port, the main route for 90% of Sudan's international trade and the terminal for a regional oil pipeline, could lose business to overland trade via Ain Sokhna, a Red Sea port in neighbouring Egypt to the north, Sudan's former trade minister Ali Jiddo and other industry sources told Reuters.

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Another former minister said foreign investor interest in upgrading the port - which Sudan has long sought to turn into a hub to serve neighbouring landlocked nations - could wither.

"Anything can happen so people will stay away from Port Sudan for a while," a managing director for a local logistics company told Reuters, saying the blockade and other disruptions showed the government was not in full control.

The Beja Council, a group representing some eastern Sudanese tribes that have long complained of neglect by the central government, blocked the port for more than six weeks until Nov. 1 and has threatened further action. Meanwhile, Sudan has been convulsed by national protests and an Oct. 25 military coup.

The group demanded a new cabinet and renegotiation of a sweeping 2020 deal that aimed to end conflicts across Sudan.

The group's actions reversed efforts to improve efficiency at the port. A U.N. report this month said the blockade had left 950 containers stuck at the port, while a port official said the facility had lost 45 million euros ($51 million) in revenue.

Meanwhile, the capital and other areas of Sudan have faced shortages of fuel, wheat and other food imports.

Sudan's military initially did little to intervene to end the blockade by the Beja Council, saying it was a legitimate protest against poor conditions in Sudan's east - although demonstrators on the streets of Khartoum have often face teargas and sometimes live rounds. The military denies opening fire.

PAYING THE PRICE

Opponents of Sudan's generals say the failure to act more swiftly - the blockade only came to an end after the Oct. 25 coup - may have served the military's aims by creating a sense of crisis.

The military, which denies any collusion, said last Thursday it was offering a concession related to the Beja Council's demands, preventing a second blockade of the port.

Whoever is to blame for the port disruptions, businesses say they are paying the price.

"The private sector is the one who pays for these political conflicts," said a medicine importer, who said delays pushed up fees and sometimes meant products arrived after their expiry.

A Sudanese shipping agent, who like several others contacted by Reuters asked not to be identified because of political sensitivities, said delays had meant the export window had been missed for key export earners such as sesame seeds, peanuts, cotton and gum arabic.

Two major shipping lines resumed new bookings on Tuesday to import and export container shipments via Port Sudan but prices were 50% higher than before the blockade, the agent said.

The managing director of the logistics firm said freight costs for Chinese firms that had not halted activity had doubled.

Faced with disruptions in Port Sudan and higher costs, officials at Egypt's Red Sea port of Ain Sokhna said they had seen a rise in Sudan-related trade, without giving figures. Several executives said businesses were considering a more permanent shift to cope with the uncertainty of shipping via Port Sudan.

Plans for Sudan's economic recovery had included developing Port Sudan as a regional logistics hub for landlocked neighhours. Sudan's former infrastructure minister Hashim Ibnouf said the port had in the past attracted interest from investors in the United Arab Emirates, Egypt and France.

Philippines-headquartered International Container Terminal Services (ICTSI) (ICT.PS) signed a 20-year concession in January 2019 to manage a portion of Port Sudan. But the deal with the port authority was cancelled later that year after President Omar Bashir, who had ruled for three decades, was toppled.

ICTSI head of corporate Christian Gonzalez said his company "would be willing to come back to the table" once it received some 200 million euros owed as the remainder of its upfront fee.

A port official said the port had received a new investment offer and said he thought trade flows through Port Sudan would return to normal in 2022.

($1 = 0.8841 euros)

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Reporting by Nafisa Eltahir and Khalid Abdelaziz in Khartoum, Jonathan Saul in London; Additional reporting by Yusri Mohamed in Ismailia and Aidan Lewis in Cairo; Writing by Nafisa Eltahir; Editing by Aidan Lewis and Edmund Blair

Our Standards: The Thomson Reuters Trust Principles.

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Extending ports' operating hours won't be enough to fix supply chain disruptions | TheHill - The Hill

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The colossal shipping jam at Southern California’s ports is delivering one thing in abundance: surprise anxiety for American families, many worried whether Santa will pull through in time — and without breaking the bank.

But for experts in supply-chain management, what’s happening is no surprise. Instead, it’s the unmasking of a long-hidden problem, thanks to disruptions wrought by the pandemic.

Addressing the fundamental causes will require much more than extending hours at the ports, a development heralded last month by the White House. To keep these shipping slowdowns from recurring, worsening and menacing economic growth, the U.S. needs comprehensive strategies to update overall port infrastructure, encourage automation and strengthen communication.

First, the nation must reckon with the port system’s severe capacity issues. The country’s two largest ports — the ports of Los Angeles and Long Beach, which handle 40 percent of imports and 30 percent of exports — rank only as the ninth-largest port operation in the world when counted as a combined entity. This is a glaring mismatch with the United States’s standing as the largest economy, the largest importer and the second-largest exporter.

Notably, seven of the 10 biggest ports are in China. The No. 1-ranked Port of Shanghai handles about three times the volume that moves through Los Angeles and Long Beach.

U.S. ports aren’t especially economical, either. In the World Bank’s new Container Port Performance Index, no U.S. port cracks the top 50 for efficiency. The Los Angeles and Long Beach ports land at 328 and 333, respectively, in the ranking of 351 container ports worldwide. Even the Port of Lome in Togo, one of the poorest countries, does better.

To understand how those rankings translate into time lost, consider this: It takes an average of 46 seconds to move a container on large vessel calls at the ports of Rotterdam, Antwerp and Hamburg. At the Port of Singapore and the Chinese ports of Yantian, Ningbo and Shanghai, the average is just 27 seconds. But at Los Angeles and Long Beach? A full 76 seconds. None of these figures includes the time to send cargo through customs or to collect it for shipping inland.

This isn’t to condemn the entire U.S. supply system. For years, domestic supply chains have negotiated our port system with amazing efficiency. Logistics costs have been around 8 percent of GDP. The number in China is around 14 percent; in Japan, 5 percent; and in Germany, 7 percent. In the U.S., a combination of thoughtful planning, supply-chain coordination, new technologies and routing and scheduling optimization make possible the standout performance.

Thanks to hardworking and highly efficient supply-chain managers, American holiday shopping carts always have been packed, even with the current bottleneck at port operations. This year again, retailers prepared and planned ahead, as early as the summer. Chartered vessels have been hired; ports on the East and Gulf coasts are added to shipping routes; and, of course, air transportation volume has increased. To counter rising prices, retailers such as Walmart have compromised with suppliers to manage costs. So far, consumers have had a favorable holiday shopping season.

However, there is a limit to how much our private sector can cope with outdated infrastructure in handling increased demand and unprecedented disruptions. We cannot delay the expansion and construction of our ports anymore. Specifically, they need railway connections, greater channel width, bigger cranes and higher bridges, both to accommodate large vessels and to encourage competition with one another.

The infrastructure shortfalls reach from coast to coast. In Seattle, the port’s crane is low and can’t off-load large vessels. Shipping channels in the New Jersey-New York area are narrow and limited by overhead bridges. Some ports lack railway connections. Ports such as Miami’s have benefited from smooth port-to-rail links, which should be expanded everywhere.

While all U.S. ports need better capacity, West Coast ports should be a priority because they’re the fastest conduit from East Asia. Cargo from Asian ports takes about three weeks in over-water time to arrive there, a full week or two faster than the travel time to the East Coast. And some giant ships just cannot pass through the Panama Canal to reach the East Coast.

Automation needs attention as well, but bigger budgets alone won’t do the trick. Collective-bargaining agreements slow automation in order to guarantee jobs. Conflicts between the ports and unions must be worked out, and politicians must work harder to reestablish trust and build partnerships with organized labor.

Finally, the ports’ intersections with the rest of the supply chain need better coordination. For example, the volume of inbound and outbound containers should be balanced constantly; railways and trucking companies should share loads efficiently to maximize the flow rate; and communications between shippers and carriers should be enhanced. In particular, shippers need better technology to track cargo containers. Stronger investment in artificial intelligence, the internet of things and blockchain technologies is key to this progress.

Who should pay up? Given the huge scope of the need, government at the federal and local levels should lead and coordinate large-scale investments. It should encourage experimentation, too — perhaps a brand-new port built without union constraints on automation. The U.S. could take a cue from the new Shanghai port, constructed on a manmade island replete with new technology and extreme efficiency.

A profound problem needs profound solutions. When we nail them down, we’ll safeguard not just holiday shopping but also our country’s economic vitality, keeping our ports from turning into a permanent battleground.

Yu Amy Xia is an associate professor of business analytics at the Raymond A. Mason School of Business and a faculty affiliate of William & Mary's Global Research Institute. Her research interests include contract design, risk management and new technology in supply-chain management.

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Georgia port uses pop-up concept to alleviate supply chain issues - CBS News

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The Port of Savannah in Georgia — one of the nation's busiest — is using a new pop-up container yard concept that could be applied nationwide to unclog shipping ports where goods have been stacking up for months.

Back in October, cargo ships spent 12 days waiting to unload in the Port of Savannah — three times as long as in 2019. To help, the port established what amounts to four in-land pop-up ports, one hundreds of miles away near the North Carolina border. Now, the number of cargo containers waiting is closer to seven.

"We think these things can be replicated across the nation," said Griff Lynch, the executive director of the Georgia Ports Authority. "...I see some of them becoming permanent yards where it's actually going to help our business."

The pop-ups, which were set up in idle rail yards, are now bringing cargo closer to its final destination, while freeing up space at the dock.

The port has been working around the clock — 24 hours a day — loading and unloading giant ships. And it's having an impact. In October, there were 31 vessels waiting offshore to be unloaded. That number has been cut to just six.

"It's that kind of problem solving that I think is going to help us deal with these short term issues, even while we're making big investments for the long run," Transportation Secretary Pete Buttigieg said.

Buttigieg said the Biden administration is now looking to see if similar pop-up sites make sense nationwide. But supply chain delays mean some goods did not make it before the holidays.

When asked if they had solved the problem, Buttigieg said: "We welcome ideas, but look at what we've been able to do cutting some of these container-dwell times in half. If you go to the store you're going to see a lot of options there."

Kinks in the supply chain are still limiting furniture designer Ruel Joyner's options. Inventory at his store, 24e Style, and in his warehouse are about half its normal size. One of his sofas is made in Dallas, Texas, but one of its parts comes from China and is back-ordered.

"We normally get this done in 24 to 30 days," Joyner said. "Right now we're probably looking at a six month lead time."

When asked if the supply chain was costing him money, Joyner said, "absolutely," displaying the costly consequence of a supply chain struggling to get back on track.

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Kris Van Cleave

Kris Van Cleave is a congressional correspondent for CBS News based in Washington, D.C.

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▶ Watch Video: Georgia uses pop-up ports to ease backlog

The Port of Savannah in Georgia — one of the nation’s busiest — is using a new pop-up container yard concept that could be applied nationwide to unclog shipping ports where goods have been stacking up for months.

Back in October, cargo ships spent 12 days waiting to unload in the Port of Savannah — three times as long as in 2019. To help, the port established what amounts to four in-land pop-up ports, one hundreds of miles away near the North Carolina border. Now, the number of cargo containers waiting is closer to seven.

“We think these things can be replicated across the nation,” said Griff Lynch, the executive director of the Georgia Ports Authority. “…I see some of them becoming permanent yards where it’s actually going to help our business.”

The pop-ups, which were set up in idle rail yards, are now bringing cargo closer to its final destination, while freeing up space at the dock.

The port has been working around the clock — 24 hours a day — loading and unloading giant ships. And it’s having an impact. In October, there were 31 vessels waiting offshore to be unloaded. That number has been cut to just six.

“It’s that kind of problem solving that I think is going to help us deal with these short term issues, even while we’re making big investments for the long run,” Transportation Secretary Pete Buttigieg said.

Buttigieg said the Biden administration is now looking to see if similar pop-up sites make sense nationwide. But supply chain delays mean some goods did not make it before the holidays.

When asked if they had solved the problem, Buttigieg said: “We welcome ideas, but look at what we’ve been able to do cutting some of these container-dwell times in half. If you go to the store you’re going to see a lot of options there.”

Kinks in the supply chain are still limiting furniture designer Ruel Joyner’s options. Inventory at his store, 24e Style, and in his warehouse are about half its normal size. One of his sofas is made in Dallas, Texas, but one of its parts comes from China and is back-ordered.

“We normally get this done in 24 to 30 days,” Joyner said. “Right now we’re probably looking at a six month lead time.”

When asked if the supply chain was costing him money, Joyner said, “absolutely,” displaying the costly consequence of a supply chain struggling to get back on track.

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Georgia port to get more than $14M in federal aid for expansion - Henry Herald

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Georgia port to get more than $14M in federal aid for expansion  Henry Herald

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Port of Rotterdam Considers Shore Power Expansion - Ship & Bunker

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Rotterdam is seeking to expand the range of ships that can use shore power services at its terminals. File Image / Pixabay

The authorities at Rotterdam are considering expanding the shore power service available at the Dutch port.

Studies  have commenced at the terminals of Hutchinson Ports ECT Rotterdam, APMT2, Vopak and Cruiseport Rotterdam looking into the possibility of rolling out shore power provision, the Port of Rotterdam said in a statement on its website on Tuesday. The EU is partly subsidising the research.

"The studies are in conformity with the policy of the Port Authority to work with businesses and the municipality on the energy transition of the port, in which shore-based power plays a key role," Allard Castelein, CEO of the Port of Rotterdam, said in the statement.

"The studies are important because shore-based power for sea-going shipping is a complex matter.

"This is partly due to the huge electricity consumption and the fact that many sea-going vessels do not have the proper connections for using shore-based power.

"Shipping companies want to have certainty that their vessels can make use of shore-based power, also in other ports, before they invest in the adaptations this requires."

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Supply Chain Latest: Philippine Tycoon Steers Ports Through Covid - Bloomberg

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Almost two years after the coronavirus triggered dire forecasts for global trade, one of the world’s largest port operators is looking to expand despite a challenging environment that its billionaire owner calls a “war against an invisible enemy.”

“There have been a lot of difficulties with the pandemic, but in spite of all those, we’re having probably our best year,” Enrique Razon, president and longtime chairman of Manila-based International Container Terminal Services Inc., said in an interview. “Whatever opportunities come up in Africa, we’ll seriously look at it, the Middle East and other markets. We’re definitely in expansion mode in markets that fit our strategy and profile.”

Razon’s company, ranked by Lloyd’s List as the eighth-biggest container port operator, runs 34 terminals in 20 countries including Australia, Mexico and Poland. Shares of the Philippines-listed company have jumped more than 50% this year, on pace for their biggest annual advance in more than a decade.

Revenue from port operations totaled $1.37 billion in the first nine months of the year, a 24% increase from the same period a year earlier, as container volume rose 11% to 8.3 million 20-foot equivalent units.

While ports in the U.S. and Europe are gaining attention for the record volumes they’re handling this year, the business has been tougher to navigate in developing markets, like ICTSI’s terminals in Iraq and Madagascar.

Rich vs Poor

Shipping lines have shifted container capacity away from such economies to make more money on busier routes to the developed world — moves that some observers worry will widen the gap between the world’s rich and poor.

Razon said performance has indeed been patchy depending on the location, but the company’s overall average growth should remain solid heading into 2022.

“In our port portfolio, we’re looking at probably just beyond 5-6% — that sort of growth,” he said. “In some places we’re going to shrink 15%, some ports will grow 25%, some will be flat. But the overall average, we’re not expecting anything beyond single digits.”

The pandemic has both accelerated online shopping and underscored the importance of the services needed to move products globally.

Read More: How the Pandemic Saved the World’s Retailers

“You can’t deliver any product over the phone — you still have to move it, warehouses are needed, ports are needed, ships are needed,” Razon said. “I don’t see anything that’s changing that in the foreseeable future.”

Razon said it might take two or three more years to work though the pandemic and the shipping disruptions it’s caused. In the meantime, there’s a risk that governments might overcorrect trying to slow inflation and tip their economies into recessions. “That would certainly solve the trade backlog,” he said. “The virus seems to outsmart mankind at every turn.”

—Brendan Murray in London

Charted Territory

Slowing Exports

The growth of South Korea’s shipments abroad is slowing as 2021 winds down

Source: Korea trade ministry, customs office

South Korea’s export gains look set to slow this month, as supply bottlenecks disrupt shipping during a key holiday season and a spike in global Covid cases puts a damper on reopening plans overseas. Exports rose 20% in the first 20 days of December from a year earlier, according to data from the customs office released Tuesday. 

Today’s Must Reads

• Harbor town | Across the street from America’s busiest port in Los Angeles sits the blue-collar neighborhood of Wilmington, where residents say the supply-chain chaos is disrupting daily life — and comes with fewer economic benefits to the community. 
• Olive branch | President Joe Biden closed another chapter on his predecessor’s trade disputes with the European Union by declining to appeal an adverse World Trade Organization ruling over American tariffs on Spanish olives. Separately, the WTO said the volume of global merchandise trade fell by 0.8% in the third quarter, ending a 12-month run of solid expansion.
• Failing grades | More than a third of Australia’s largest listed companies have poor modern slavery disclosures, indicating they don’t understand the risks in their supply chains, according to a new report. 
• Shoe repair | Nike’s business in China plummeted last quarter, but growth in the U.S. help buoy its overall results. The world’s largest athletic brand was dealing with production delays mainly from a Covid-19 outbreak in Vietnam that shuttered factories.
• Russia dispute | The WTO agreed to review a EU dispute complaint that alleged Russia illegally discriminated against 290 billion euros ($328 billion) worth of European goods.
• French connection | MSC, the world’s No. 2 container shipping line, offered to buy the African transport and logistics business of Bollore SA for 5.7 billion euros including debt.
• Small fry | McDonald’s in Japan will only offer french fries in small sizes starting Friday after flooding at a Vancouver port and the coronavirus pandemic have cut off supplies of one of its key offerings.

On the Bloomberg Terminal

• Holiday break | The North American spot-trucking market tightened significantly last week, a move Bloomberg Intelligence attributed to drivers parking rigs before Christmas and increased precautions over the recent surge in Covid-19 cases. 
• CEO search | The next catalyst for shares of Canadian National will be the announcement of a new CEO following the surprise retirement of J.J. Ruest, according to Bloomberg Intelligence.
• Use the AHOY function to track global commodities trade flows.
• Click HERE for automated stories about supply chains.
• See BNEF for BloombergNEF’s analysis of clean energy, advanced transport, digital industry, innovative materials, and commodities.
• Click VRUS on the terminal for news and data on the coronavirus and here for maps and charts.

Like Supply Lines?

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For even more: Follow @economics on Twitter and subscribe to Bloomberg.com for unlimited access to trusted, data-driven journalism and gain expert analysis from exclusive subscriber-only newsletters.

How are we doing? We want to hear what you think about this newsletter. Let our trade tsar know.

— With assistance by Ian C Sayson, and Albertina Torsoli

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