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Celebrating Maritime Excellence: AOTOS Honors Industry Leaders at 54th Annual Awards Gala

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Celebrating Maritime Excellence: AOTOS Honors Industry Leaders at 54th Annual Awards Gala

Mark W. Barker, George Pasha IV, and Adam Vokac were recently recognized at the 54th annual Admiral of the Ocean Sea (AOTOS) Awards hosted by the United Seamen’s Service (USS). This prestigious event, held at the Sheraton New York Times Square Hotel, celebrated their outstanding contributions to the maritime industry.

The trio received the traditional silver statuette of Christopher Columbus, acknowledging their significant impact on the industry. The ceremony, attended by nearly 600 individuals, also highlighted the bravery of American seafarers who demonstrated exceptional courage at sea.

LTG Kenneth R. Wykle, USA (Ret.) and Chairman of the USS AOTOS Committee, expressed admiration for the honorees, stating, “We honor the achievements of these deserving individuals whose worthy contributions to the industry have left an indelible mark. All three of our recipients are accomplished, well-known leaders, and it is our privilege to recognize them with AOTOS Awards this year.”

In their acceptance speeches, the awardees expressed gratitude to family, friends, mentors, and the USS, addressing challenges and opportunities within the logistics and supply chain industry.

Mark W. Barker highlighted the significance of the Great Lakes supply chain, emphasizing its critical role in the North American economy. He expressed gratitude to the United Seamen’s Service for recognizing the efforts of mariners and providing global support to the mariner community.

George Pasha IV tackled the maritime worker shortage issue, emphasizing the need for investment in training and education. He called for lowering barriers for entry into the profession and supporting the transition of service members into commercial roles. Pasha expressed deep respect for seafarers and commended the United Seamen’s Service for their tireless efforts.

Adam Vokac emphasized the opportunity to build a better maritime industry, asserting the commitment of the Marine Engineers’ Beneficial Association (M.E.B.A) and its members to face challenges head-on. He underscored the dedication of American mariners and longshoremen during national crises, emphasizing their unique role in upholding resilience.

The event’s proceeds contribute to USS community services abroad for the U.S. Merchant Marine, seafarers of all nations, and U.S. government and military overseas. USS President Edward R. Morgan and Executive Director Roger T. Korner lead the organization, with Barbara Spector Yeninas Associates serving as AOTOS Event Coordinator.

The AOTOS Awards Gala not only recognizes excellence in the maritime sector but also serves as a platform to address crucial issues affecting the industry’s future.

maritime

US Department of Transportation Bolsters Defense and Economic Supply Chain through Maritime Programs

The U.S. Department of Transportation’s Maritime Administration (MARAD) Enhances Maritime and Tanker Security Programs, Reinforcing U.S. National Defense and Economic Resilience.

Today, the U.S. Department of Transportation’s Maritime Administration (MARAD) has declared the full enrollment of its Maritime Security Program (MSP) and Tanker Security Program (TSP). These essential initiatives offer the Department of Defense (DoD) access to a fleet of U.S.-flagged sustainment sealift vessels and product tankers, ensuring readiness during times of armed conflict or national emergency. Simultaneously, these programs fortify the U.S. supply chain and contribute to job creation.

“In peacetime, our U.S.-flagged commercial fleet plays a vital role in our supply chain. In times of war and crisis, it supports military missions worldwide,” emphasized U.S. Transportation Secretary Pete Buttigieg. “In the years to come, these vessels will be instrumental in delivering critical goods, strengthening both our economy and national security, and providing quality employment for American mariners.”

The MSP has chosen the LIBERTY POWER and TULANE vessels, both operating under Liberty Global Logistics, LLC in Lake Success, N.Y., and Fidelio Limited Partnership in Ponte Vedra Beach, Fla., respectively. The U.S.-flagged LIBERTY POWER, a twelve-year-old roll-on roll-off vessel (RO/RO), offers a militarily useful cargo capacity of 220,586 square feet, while the eleven-year-old TULANE, also an RO/RO vessel, provides 194,665 square feet of militarily useful cargo capacity. The TULANE is set to reflag under U.S. registry by the end of the year and will be renamed the ARC HONOR.

The final product tanker selected for TSP is the PYXIS EPSILON, under U.S. Marine Management, LLC in Norfolk, VA. This eight-year-old vessel, with a 325,000 barrel capacity, is scheduled to reflag under U.S. registry by the end of this year and will be renamed the SHENANDOAH TRADER.

Maritime Administrator Ann Phillips highlighted the significance of MSP and TSP, emphasizing their dual role in growing the U.S.-flagged commercial fleet, benefiting the U.S. economy, and sustaining the ability to deliver vital supplies for global military missions. MSP, established in 1996, has been a cornerstone of the U.S. maritime industry for over 27 years, while the recently created TSP supports a fleet of ten commercial product tankers operating internationally, capable of loading, transporting, and storing bulk petroleum refined products to support national economic security and DoD contingency requirements.

“These vessels play a pivotal role in enhancing global readiness and safeguarding our nation’s supply chains. Both MSP and TSP underscore our steadfast commitment to national security and economic stability, exemplifying the indispensable partnership between MARAD and USTRANSCOM,” noted Commander of U.S. Transportation Command, Gen. Jacqueline Van Ovost. Both programs address the shortage of both U.S.-flag ships and U.S. Coast Guard-credentialed Mariners with unlimited licenses, further strengthening national defense and economic resilience.

usmhp

USDOT Announces more than $12 Million in Funding for the U.S. Marine Highway Program

The U.S. Department of Transportation’s Maritime Administration (MARAD) today announced a Notice of Funding Opportunity making $12,423,000 available in Fiscal Year 2023 funds through the United States Marine Highway Program (USMHP), previously named America’s Marine Highway Program.

The USMHP seeks to increase the use of America’s navigable waterways, especially where water-based transport is the most efficient, effective, and sustainable option. The USMHP helps to create maritime jobs, strengthen the nation’s supply chains, reduce emissions, and lower maintenance costs.

The Department will evaluate projects using criteria including the effect on movement of goods, level of non-federal funding investment, use of domestic preference, consideration of equity, and environmental justice. The Department will also consider geographic diversity when selecting grant recipients, as well as how the project addresses challenges faced by rural areas.

Applications must be submitted through Grants.gov by 11:59 p.m. EST on April 28, 2023.

For technical assistance, MARAD will host a series of webinars during the USMHP grant application process. For webinar registration details or for additional information regarding the USMHP click here or contact the USMHP staff via email at mh@dot.gov, or by phone at 202–366–1123.

nuvera shipyard smart pond

Nuvera Expands Maritime Industry Engagement

Nuvera Fuel Cells, LLC announces the sale of two Nuvera® E-60 Fuel Cell Engines to Nexus Energy, a sustainable innovation company based in the Netherlands that is developing modular zero emission solutions for maritime and on-shore applications. Nexus Energy will use the 60 kW hydrogen fuel cell engines in the development of a common modular powerpack for maritime and on-shore use, for both stationary and heavy-duty applications.

Nuvera fuel cell engines help maritime vessel and equipment manufacturers to comply with tightening emissions regulations and mandates and remain economically competitive by providing high-performance zero-emission power solutions fueled by clean hydrogen. The International Maritime Organization is targeting a 50% cut in greenhouse gas emissions by 2050. Many governments and maritime industry players believe 100% is the appropriate goal.

ABOUT NUVERA FUEL CELLS, LLC

Nuvera Fuel Cells, LLC is a manufacturer of heavy-duty, zero-emission engines for mobility applications. With teams located in the U.S., Europe, and Asia, Nuvera provides clean, safe, and efficient products designed to meet the rigorous needs of industrial vehicles and other transportation markets.

Nuvera is a subsidiary of Hyster-Yale Group, Inc., which designs, engineers, manufactures, sells, and services a comprehensive line of lift trucks and aftermarket parts marketed globally primarily under the Hyster® and Yale® brand names. Hyster-Yale Group is a wholly owned subsidiary of Hyster-Yale Materials Handling, Inc. (NYSE:HY). Hyster-Yale Materials Handling, Inc. and its subsidiaries, headquartered in Cleveland, Ohio, employ approximately 8,100 people worldwide.

What is a Smart Port?

What is a Smart Port?

A Smart Port is a port that uses automation and innovative technologies including Artificial Intelligence (AI), Big Data, Internet of Things (IoT) and Blockchain to improve its performance.

Although the industry of ports and container shipping is often regarded as conservative and resistant to change, there are new technologies, systems and solutions emerging that will alter this perception in the coming years, leading the entire sector to a brighter, more connected future.

The need to evolve and become “smart” is even more paramount today with the changing demands of global trade: ships are getting biggergoods are moving faster; and geopolitical issues are creating new challenges for ports all around the world.

In Edition 106 of the PTI Journal we examined some of the the most important digital trends and developments across the industry.

The industry has already embraced many emerging technologies such as Digital Twinscargo flow optimization and visualization – giving customers end-to-end transparency of their cargo’s journey through the supply – and the emergence of 5G’s low latency and faster connectivity to improve port operations.

Digitalization

The digitalization of industrial processes is turning the way we produce goods and services upside-down as we look for higher efficiencies and better management of resources. This transformation is the so called Industry 4.0, and the Internet of Things (IoT) can be considered its cornerstone due to the clear need to capture information from all industrial assets.

Digital Twin technologies in use at the Port of Antwerp

The maritime sector is not an exception in this transformation and the change is starting to accelerate.

The Port of Esbjerg, for example, is leveraging a Digital Twin data visualization platform to identify, monitor, and analyse the emissions outputs of not just its own carbon consumption, but eventually all actors using the port’s facility. The digitalization and measuring of the port’s assets has allowed the port to make significant strides in reducing its carbon output within the port community.

But digitalization is still a largely untapped resource in ports: reports found in February 2021 that of the 4,900 ports around the world, a staggering 80% continue to rely on legacy and paper-based processes to manage maritime services.

Smart Digital Ports of the Future Conference

Smart Digital Ports of the Future Conference is the only annual international event on the market that brings together the largest number of global ports, terminals, and the entire supply chain to debate, share best practices, latest developments and to successfully propel the industry forward with digitalization.

Click here for all of the news, insight, and analysis from #SDP

Ports aiming to become smarter must complement their physical operations with digital processes, according to the Port of Rotterdam.

What is a Smart Port? – Joyce Bliek, Port of Rotterdam

In 2019 the Port of Rotterdam’s Director of Digital Business Solutions Joyce Bliek outlined what it means to be a digital port.

As technology develops, and the global supply chain becomes increasingly digital, there is a necessity for ports to become a “digital node” within that infrastructure.

In this respect, Bliek echoes the thoughts of Kalmar’s Director of Terminal Automation Jari Hämäläinen, who argues that the “exponential growth” of digital technology is placing pressure on the port sector to adapt. Those which fail to do so could be left behind.

The benefits of adopting a dual-approach that encompasses both the physical and the digital, as Bliek explains, are considerable, especially for the testing and optimization of physical infrastructure.

Building a quay wall for instance, without the support of digital twin technology and predictive analysis, could be very costly, whereas testing the structure’s functionality before it is constructed offers a much clearer insight as to what impact a major investment like this could have.

Money saved through digitalization can be used elsewhere to fund key maintenance and infrastructure projects, allowing the port to hone its focus on improving the efficiency of its operations.

supply

HOW TO PREPARE FOR THIS YEAR’S CHALLENGES AND OPPORTUNITIES

Twenty twenty-one was a difficult year in global logistics due to ongoing volatility. We worked alongside customers navigating the Suez Canal block, hurricanes and cyclones, port and terminal closures due to COVID-19 outbreaks, customs and trade changes, labor shortages and more.

I’ve been in the industry since 1997 and I have never seen this level of continual disruption across the entire supply chain for this length of time. However, with this year’s volatility, I was also given a front-row seat to a new level of hyper collaboration–including individuals going out of their way to help each other, more strategy sessions between shippers and forwarders, and continually leaning into historical data and current market insights find smarter solutions.

As we begin another potentially volatile year, I wanted to provide key strategies for global shippers to consider.

SEEK CREATIVE SOLUTIONS ACROSS THE ENTIRE SUPPLY CHAIN

At year-end, we typically see a jump in demand as shippers meet quarter-end quotas and prepare for the upcoming Lunar New Year, during which many factories in China shut down. However, in early 2022, shippers are also juggling potential delays from the Winter Olympics in Beijing throughout February. All of this is amid a strained supply chain market, which will take time to ease.

As you prepare for the year ahead, consider what different modes, trade lanes or inland transportation strategies you can implement in your supply chain. For example, while it may not be feasible to transport 100% of your freight via air, air freight continues to be the fastest way to replenish inventory, so prioritizing specific freight can help keep cargo moving. In fact, C.H. Robinson is running on average 15-17 air charters a week globally for customers looking to avoid the congested ocean ports, and we don’t expect that number to decrease in the near future.

Additionally, as demand and rates will likely continue to stay elevated, less-than-container load (LCL) shipping is a strategy to consider. Typically, space for LCL shipments is easier to find especially in a constrained capacity market, since you are only looking for some container space versus an entire empty container. We also continue to see large cost savings with expedited LCL services compared to today’s airfreight environment.

Keep in mind, LCL shipments are not going to bypass congestion at the ports, so inland strategies need to be considered. Currently, many ocean carriers are looking to move more interior point intermodal cargo versus focusing on port-to-port. We were able to help increase the flow of cargo inland for our customers by sending more 53-foot containers so cargo on the smaller 40-foot ocean containers can be efficiently consolidated in the larger ones and loaded onto trucks or trains to be taken to inland destinations more quickly. Overall, this increased our container capacity by 25% in Southern California.

Indeed, looking at only one portion of the supply chain or one mode can only get you so far. It’s important to consider all areas to keep your cargo moving.

UTILIZE DATA AND TECHNOLOGY

Although 2021 rendered a lot of unique situations—and 2022 may do the same—historical data can still help us find solutions. Finding common trends and themes in your cyclical data can give you an information advantage to make smarter decisions for your supply chain.

Additionally, the right technology tools can give you the visibility and predictability you need to adjust. For example, with the ongoing port congestion and delays, C.H. Robinson enhanced the vessel routing and tracking features within our transportation management system, Navisphere, to increase the efficiency and accuracy of port ETAs and automatically send updates if changes were discovered. This is important because ocean shipping is only one piece of the equation. Having visibility to changes in real-time gives our team and customers a chance to react and adjust other tactics down the road.

LOOK TO GLOBAL TRADE OPPORTUNITIES

It’s unclear whether we’ll see a reinstatement of certain Section 301 China duty exclusions. At press time, the House and Senate had yet to reach consensus on the legislative proposals. If passed, it would be effective through the end of this year.

While congestion and shortages continue across transportation modes, one area where you may find opportunities for savings is in your global trade strategy. Since each country’s trade policies are unique and can change, it’s important to have regular meetings with your trade advisor to break through the complexity of your total landed costs, including understanding your costs to import, identifying duty recovery possibilities and reducing your duty exposure via trade agreements.

For example, our team has helped shippers identify thousands to millions of dollars in tariff refunds alone. If you import into the U.S., you can easily check for potential savings and refunds with our online Tariff Search Tool—www.chrobinson.com/en-us/resources/insights-and-advisories/trade-tariff-insights/hts-search/—and, if you’re sourcing from other countries, our team can create a customized sourcing report sharing potential cost savings or avoidance opportunities.

OCEAN FREIGHT UPDATE: GLOBAL

Forecasting remains essential. For this new year, we strongly encourage forecasting six to eight weeks minimum as a best practice. Considerations for staying consistent include:

-Prioritization

-Variability in SKUs/parts

-Smoothing volumes week-to-week

It’s important to be flexible in all facets of a shipment life cycle including:

-Carriers

-Equipment

-Modes

-Routing

OCEAN FREIGHT UPDATE: NORTH AMERICA

-Port congestion continues to strand vessels and equipment. In Los Angeles/Long Beach (LALB) there are more than 90 vessels with an average 18-30-day dwell. Seattle and Tacoma are experiencing an average of 12 days to berth, while Savannah still has more than 20 vessels waiting at anchor.

-South East Asia transshipment hub ports are also impacted, causing heavy delays on non-direct services via Asia.

-Overall capacity is affected by ongoing port congestion in many trade lanes. Vessels are oftentimes delayed back to their origin, missing scheduled port calls to unload empty equipment, and pick up new laden exports to the United States.

-Schedule reliability and operational constraints are forecasted to continue.

OCEAN FREIGHT UPDATE: OCEANIA

-The supply chain in Oceania continues to be negatively impacted by the global supply chain disruption. Terminal congestion and suspension of pro forma berthing windows are having an impact on shipping schedules.

-Our teams are exploring diverse options in moving longstanding containers to help customers mitigate significant delays.

-The impact of port delays around the world is likely to keep freight costs high on all outbound trades.

FINAL THOUGHTS

While there is no one-size-fits-all approach, the above options provide shippers with strategies to help mitigate delays and identify potential savings as we begin another potentially unpredictable year.

Shippers have had to become increasingly nimble and informed over the past year, and now in 2022, it’s critical to remain agile, be open to alternative solutions and stay informed on the latest market insights. 

________________________________________________________________

Mike Short is president of global forwarding at C.H. Robinson. The Eden Prairie, Minnesota-based company solves logistics problems for companies across the globe and across industries, from the simple to the most complex. With nearly $20 billion in freight under management and 18 million shipments annually, C.H. Robinson is one of the world’s largest logistics platforms. Their global suite of services accelerates trade to seamlessly deliver the products and goods that drive the world’s economy. With the combination of our multimodal transportation management system and expertise, they parlay an information advantage to deliver smarter solutions for more than 119,000 customers and 78,000 contract carriers. Learn more at www.chrobinson.com. 

global supply chain inequality

Supply Chain Predictions for 2022

After the numerous supply chain issues of the last two years, businesses are hoping for an improved logistics landscape in 2022. While there is somewhat smoother sailing on the horizon, international trade waters will remain choppy in 2022 as logistics issues and government actions continue. Some pressure on the logistics portion of the supply chain may ease, but the cost of shipping will continue to increase. Moreover, new issues are expected to arise in 2022 resulting from government action that will continue to put pressure on the supply chain.

Logistics Issues Will Remain

Logistics-related supply chain pressures may ease during 2022 as a result of lessons learned. During 2020 and 2021, the pandemic upended the logistics industry. Supply chain pressures stretched ports to maximum capacity, and there was (and continues to be) a shortage of truckers. Companies sought to side-step the delays by paying extra to take another company’s spot-on containerships and take other creative actions. Some logistics-related issues likely will ease in 2022 due to companies learning from their experiences during the pandemic. Companies have learned to adapt to the ‘new normal’ and will continue to do so. Recognizing that “just-in-time” supply chains will not return to their prior efficiency, companies will continue to adapt in 2022 by warehousing essential inventory (when possible), diversifying supply chains, and selecting to manufacture closer to the consumer base.

Diversification and relocation will be incentivized in 2022 by high logistics costs and governments (as discussed later). Trucking companies and other logistics companies are experiencing higher costs, such as higher salaries resulting from the tight labor market. Similarly, prices for ocean shipments are expected to reach record highs under annual contracts.  Logistics costs are expected to remain high through 2022 and likely 2023. However, many expect that more supply capacity will come on stream and the demand-side pressures should ease this year.

Congress seeks to address logistics issues with the Ocean Shipping Reform Act of 2021, which overhauls federal regulations for the global shipping industry. This bill seeks to ensure a more competitive global ocean shipping industry, protect American businesses and consumers from price gouging, and establish reciprocal trade to promote U.S. exports as part of the Federal Maritime Commission’s (FMC) mission.  It also prohibits ocean carriers from declining opportunities for U.S. exports unreasonably and provides additional enforcement tools to the FMC to address injurious ocean carrier practices.

Any ease in logistics supply chain pressures will be countered if there is a COVID-19 outbreak in China.  China’s zero COVID policy has kept most of the country operating under normal conditions.  However, more infectious variants such as Omicron could be a factor, and China’s domestic vaccines reportedly offer less protection than vaccines used in the West. An outbreak and the consequent shutdowns could cripple many companies that rely on goods from China.

Government Action Likely Will Cause Friction

Additional trade friction can be expected in 2022 as a result of action by Congress and the Biden Administration. The Uyghur Forced Labor Prevention Act (Forced Labor Act) will cause ripples through the supply chain once implemented in June 2022. A similar result will occur if the Biden Administration decides to initiate an investigation into China’s industrial subsidies under Section 301.

The Forced Labor Act prohibits the import of goods made with forced labor and implements a rebuttable presumption that all goods produced in China’s Xinjiang Uyghur Autonomous Region (XUAR) are made with forced labor. Although the focus is on the XUAR, the presumption of forced labor will extend to entities that are not located in XUAR. Moreover, the import ban extends upstream to capture finished goods that use inputs from the XUAR, regardless of where the finished good is completed.  Companies will be required to prove with “clear and convincing” evidence that forced labor was not used at any point in their supply chain. U.S. Customs and Border Protection is expected to issue compliance guidance.

In order to make changes to the Section 301 Intellectual Property tariffs (beyond eliminating them), USTR will need to conduct a new investigation. The potential Section 301 action on industrial subsides in China would authorize the Biden Administration to place tariffs on additional products from China, but also lower (or remove) tariffs on other items. Signals suggest that certain factions of the Biden administration want to impose additional tariffs, but USTR Katherine Tai wants to continue the dialog with her Chinese counterparts. While a breakthrough is possible, China has historically used a dialog to prevent action against it rather than take meaningful action in response to U.S. and other Western government’s requests. Moreover, outside of China, it is not disputed that the Chinese Government provides significant subsidies to a number of industries – including green energy, semiconductors, and automobiles. An investigation will demonstrate as much, relying on Chinese government documents. If action is taken under Section 301, it is likely that the tariffs will be targeted to assist the Administration’s supply-chain and re-shoring goals.

These actions, however, will cause additional disruption on goods from China. China likely will take retaliatory actions in response, including tariff and non-tariff actions on U.S. imports into China. China could also take action on exports leaving China.  It is unclear how China will react, and retaliation may occur in China’s domestic market. The Government could encourage a boycott of certain U.S. companies via Chinese press and netizens. Similarly, the Government of China could take unfounded regulatory action against U.S. and other western countries, as it has done in the past. Even if China does not take retaliatory action, recent regulatory upheaval in China suggests that additional restrictions could come, if China’s leaders think an industry is becoming too powerful or influential.

Business Leaders Should Brace For Higher Costs And Consider Taking Action

Business leaders should brace for higher costs in the near-term, even if goods begin to flow more easily. Inflation will continue to push input prices up, and compliance will add administrative costs and burdens. Nevertheless, supply chain due diligence – although costly – should be conducted to ensure there is no forced labor at any point in a company’s supply chain, because the cost of non-compliance will be far greater, particularly for companies operating in or purchasing goods from China and importing merchandise to the United States. Even if a company is not operating in or purchasing goods from China, due diligence should be conducted to ensure no part or input includes forced labor.

Given the increase in shipping costs and other frictions, business leaders may consider relocating their supply chains. The Biden Administration and Congress are incentivizing business leaders to do just that with two pieces of legislation currently moving through Congress: the America Creating Opportunities for Manufacturing, Pre-Eminence in Technology, and Economic Strength (America COMPETES) Act in the House of Representatives, and the United States Innovation and Competition Act (USICA), in the Senate. The central component of these two bills is the funding for the Creating Helpful Incentives to Produce Semiconductors Act (CHIPS), which provides incentives for companies to build semiconductor production facilities in the United States. The bills also appropriate significant funds aimed at countering China’s influence domestically and abroad. These bills have bipartisan support and portions have been labeled as “must-pass” legislation. Included in these bills are proposals to expand the role for the federal government in “strategic sectors” – including semiconductors, drones, wireless broadband, and artificial intelligence – with increased funding, supervision, and regulation of various industries. Other components include tackling supply chain vulnerabilities to make more goods in America, turbocharging America’s scientific research and technological leadership, strengthening America’s economic and national security at home and abroad, and bolstering President Biden’s Buy American agenda. The Biden Administration also will use executive power to provide incentives to business seeking to relocate to the United States, and federal agencies have been directed to assist business in any way they can.

_______________________________________________________________

Lee Smith is the leader of law firm Baker Donelson’s International Trade and National Security practice. He advises clients on matters involving export controls, customs compliance, trade remedy investigations, trade policy, market access and free trade agreement interpretation. Smith can be reached at (202)326-5026 or leesmith@bakerdonelson.com.

jersey ports

BEST CARGO YEAR EVER AT SOUTH JERSEY PORTS

The South Jersey Port Corporation closed out 2021 with an all-time record-breaking cargo volume of 4,636,097 tons, a 54% increase over 2020, breaking the previous record by 6%.
“That’s the best in the history of the South Jersey Ports and we’re expecting 2022 to be a very strong year that may top 2021,” reported Andy Saporito, Executive Director and CEO of South Jersey Port Corporation at the monthly meeting of the Board of Directors. “This milestone is a testament to the skilled workers and partners who keep goods moving through the supply chain while our team seeks solutions to improve efficiency, attract business and build for the future. The ongoing collaboration with SJPC’s labor force and industry partners lifted the port to this extraordinary record during the challenging time of the Covid-19 pandemic,” said Saporito.
The dramatic increases in tonnage came from nearly all the SJPC’s prime cargo sectors: steel, plywood, recycled metals, cocoa beans, cement, and gypsum. The lone laggard, sand exports, is expected to increase as the national infrastructure plan is implemented. Rebounding steel imports led the way with 2,399,076 tons, a 141% increase over 2020. The majority of this increase occurred at the Paulsboro Marine Terminal which moved 1,760,018 tons of steel slabs. Plywood import tonnage increased by 98% totaling 220,812 tons demonstrating the Camden terminals as a premiere plywood portal on the East Coast. Cocoa beans totaled 76,108 tons, a 36% increase verses 2020 totals. Exports of recycled metals increased by 10% and cement increased by 8%.
The number of ship days was 960 days compared to 549 ship days in 2020, a 75% increase. “Ship days is the number of days a ship is loading or unloading at its terminal” explained Kevin Duffy, Assistant Executive Director / Chief Operating Officer. “We’ve worked hard to ensure we continue to operate safely and efficiently to move the increased cargo and have space to meet our customers’ needs”.
Brendan Dugan, Assistant Executive Director / Director of Business Development, expects the cargo activity at South Jersey Ports to remain strong for the foreseeable future due to the national infrastructure plan and New Jersey’s leadership role in the $109 billion offshore wind industry. EEW Group, which is building a $300 million manufacturing plant at the Paulsboro Marine Terminal to provide the massive steel monopiles for the offshore wind farms along the entire eastern seaboard, will ultimately require 150,000 tons of imported steel annually to meet their customers’ demand.  To build on this momentum, SJPC is conducting a study of the Port of Salem, which is a smaller port just down river from Paulsboro that could become an important supply port for the local offshore wind support services industry.
“The challenge is to build the infrastructure to grow the port while operating more efficiently to meet current demands,” said Dugan.  South Jersey Ports received a $6 million grant to upgrade the rail infrastructure at one of their Camden terminals and a $9 million grant for wharf infrastructure improvements at the Salem Terminal. “We identified an old building that we might refurbish to put another 40,000 square feet of storage space online and meet long-term customer demands.”
“We continue to focus on upgrading technology and automation to optimize the fluid movement of cargo through our terminals and to ensure our customers’ storage and inventory needs are met”, added COO Kevin Duffy.
The South Jersey Port Corporation was created in 1968 to operate marine shipping terminals in the South Jersey Port District, consisting of seven counties: Burlington, Camden, Gloucester, Salem, Cumberland, Mercer, and Cape May. The South Jersey Ports is a national leader in bulk and breakbulk cargo, shipping and receiving to and from Africa, Asia, Latin America and Europe. Their four international seaport facilities in South Jersey handle more than four million tons of bulk, breakbulk and containerized cargoes annually.
south ports detention reshoring

TRADE WINDS AHEAD: U.S. PORTS FACE THE CHALLENGES OF TODAY AND TOMORROW

Port managers have tried, mightily, to cope with the pandemic’s shockwaves. They have been simultaneously caught up in an avalanche of challenges: trade wars, the pandemic, port congestion and labor and shipping container shortages. Providing as they do the key infrastructure to international trade and the global economy, shipping and ports are estimated to handle more than 80% of global goods trade by volume and over 70% by value. 

International maritime trade volumes were estimated to have fallen by 4.1% in 2020, but all of the expert projections suggest that they’ll not recover at any time before the end of this year. During the pandemic, ports have had to adjust to the reality of lower volumes, worker shortages, the implementation of occupational health and safety measures for dockers and shore personnel, and the adoption of teleworking and remote operations for office workers.

The shock of the COVID-19 pandemic has left no port unaffected while exacerbating certain existing challenges. Ports have been heavily impacted by developments in the shipping sector, where some shipping lines have gone into “survival mode,” affecting container and cargo markets, with knock-on effects that may be felt for years to come. The volatility may push some ports to reassess their business models.

Although the pandemic has strengthened the case for further investment in digitalization and innovation, ports are under intense pressure to reduce costs and be more attractive to the supply chains that use their infrastructure. For example, a survey commissioned by the International Association of Ports and Harbors found that 69% of surveyed ports indicated that the majority of their investment plans had been delayed or amended.

Port officials across the country are not wallowing in the gloom and doom. They don’t have time to. No, they are looking ahead to a 2022 filled with strategies to cure (or at least address) what ails them . . . and lies ahead.

Wanted: Congestion Relief 

At Morgan Stanley’s ninth annual Laguna Conference, a virtual gathering in mid-September of transportation and logistics industry leaders, Expeditors International of Washington’s management was quoted stating that they had never before seen capacity “so scarce in both air and ocean at the same time.”

Looking to the future, Expeditors expects the environment to “remain unsettled as long as constrained capacity and other disruptions, such as port congestion, the uneven lifting of pandemic-restrictions and rising fuel costs continue to impact the movement of freight.” 

A month after that conference, a backlog of ships remained idle off the Southern California coast waiting for their turn to dock, a visual that beachgoers had taken in for the past several months before. And federal regulators at press time were investigating whether the cause of a massive, beach-clearing oil slick was caused by a container ship anchor ripping into a pipeline. 

On Oct. 12, 58 container ships were at anchor or adrift off the shoreline, according to the Marine Exchange of Southern California. The following day, President Joe Biden announced a deal to keep the ports of Long Beach and Los Angeles open 24/7 to alleviate the severe bottlenecks. 

Providing more time for trucks to pick up and return shipping containers to improve freight movement and reduce delays through the port complex is the main strategy of the Biden plan, although exact details were still being worked out at press time. As Biden and Port of Los Angeles Executive Director Gene Seroka both mentioned, systemic change of such magnitude will necessitate many supply chain stakeholders to work in tandem.

“The significance of today’s announcement is the commitment from industry leaders responsible for moving goods on behalf of American consumers and businesses to open up the capacity needed to deliver,” wrote Seroka in an email, as reported by the online news site Long Beach Post. “It’s a call to action for others to follow.”

That call is certainly not being ignored by Seroka’s partner in maritime, Port of Long Beach Executive Director Mario Cordero, who wrote in a statement of his own, “Before this unprecedented cargo surge began, we believed 24/7 operations were the future. After all, consumers can shop online at any time, whether it’s at 4 p.m. or 4 a.m., and 24/7 is already the standard at our partner ports in Asia. The supply chain truly never stops now.”

Indeed, a month before Biden blew into town, Total Terminals International container terminal on Pier T in Long Beach launched a pilot program that makes it easier for trucks to access the facility during the overnight hours.

“Our waterfront workforce is moving cargo as quickly as possible as we continue to collaborate with stakeholders from throughout the goods movement industry to develop solutions for our capacity challenges,” says Long Beach Harbor Commission President Steven Neal. “This cargo surge is anticipated to last well into 2022, so we need to start thinking of new ways to meet the expected growth in goods movement and rising consumer demand.”

Labor Pain Relief, Too, Please

An insatiable demand for new products is part of the blame for port congestion, which is complicated by “the overarching challenge on the labor front,” J.B. Hunt officials reported during the Laguna Conference. “There are times when certain ports or terminals close for periods of time, creating significant whipsaws in the supply chain. The sooner that cargo can get into warehouses or on the shelf, the sooner capacity is freed up, and that is a major component of what is going on in the system.”

Officials from competitor Werner Enterprises echoed that “on the supply side, the driver issue is expected to remain a problem for a while (potentially exacerbated by vaccine mandates–management estimates less than half of the broader driver population is vaccinated) and the equipment problem looks to actually be getting worse.” 

However, there is some silver lining to all the gloom and doom. An especially strong holiday shopping season to end topsy-turvy 2021 may lessen the sting of expected underperformance into at least early 2022, the Werner team reported. 

Union Pacific officials, who are also dealing with slow unloading of containers due to port and driver labor issues, noted that “while there are structural issues in that system, there is also capacity to staff up and get trucks in place. The West Coast ports are also looking to put things into place (automation, union deals, etc.) to get the network moving smoother.”

Investment in new technology seems to be the answer to everything along the supply chain these days, and the port’s portion is no exception. San Francisco tech company Vector claims its electronic bill of lading solution can get drivers in and out of facilities more quickly, to the tune of 43 minutes of drive time. 

How huge is that? Mega-huge. According to David Correll, co-director of the Massachusetts Institute of Technology Freight Lab, if drivers get just 12 minutes back toward driving, the “truck driver issue” could be solved.

Rebuild, Remodel, Rehabilitate, Rebound 

Biden pivoted during his 24/7 announcement to promote his landmark infrastructure bill, which includes $17 billion for port infrastructure, or the “biggest investment in our ports in our history.”

However, with Republicans balking at the bill’s $4.5 trillion cost (at this writing) and infighting among Democrats over whether to trim or not to trim the price tag to make it more palatable, the legislation remains tied up in Congress (ditto).

It’s a shame, to hear Seroka tell it. He claims West Coast ports have experienced more than a decade of underinvestment by the federal government and that had better change to address the influx/lack of movement of cargo. 

Of course, ports around the country are not waiting on the government to make major infrastructure improvements. For a deeper dive on many of these, see the story elsewhere in this issue by Mary Scott Nabers, president and CEO of Strategic Partnerships Inc. But for improvements with an eye toward sustainability, we look to the Utah Inland Port Authority (UIPA), whose board of directors recently approved the creation of a funding mechanism for six new projects that will reduce current air emissions and improve rail access for in-state businesses. 

A new transloading/cross-dock facility adjacent to the Union Pacific Intermodal Railyard will offer international and domestic cargo stakeholders a cost-effective and efficient inland alternative option by leveraging existing infrastructure and Union Pacific’s services and proximity to the rail ramp in Salt Lake City, according to the UIPA. An investment-grade business case analysis commissioned by the UIPA identified at minimum the three California port gateways—Los Angeles, Long Beach and Oakland—for the transloading facility to compete with for international cargo volumes.

The transload facility will be constructed with eco-friendly building materials and include sustainable construction technology, increased water and energy efficiency, reduced waste and emissions and improved indoor environmental quality, according to the UIPA.

The port authority is also seeking to acquire an easement across a privately-owned landfill to open up rail access north of Interstate 80, an existing rail spur and test track that connects to a short line, and the blessing of Salt Lake County officials to provide additional freight connectivity by building out 7200 West from State Route 201 to 700 North.

The UIPA is working with partners to develop a renewable fueling station for private and/or public use that will serve hydrogen, electric and liquid and compressed natural gas vehicles, and with the Department of Homeland Security to reassign agents to Utah for a customs bonded facility with rail access, loading docks for bonded warehousing and storage capacity.

“All these projects are designed to address gaps currently in Utah’s logistic system, which is the primary role of the port authority,” said Jack Hedge, UIPA executive director. “Providing this underlying infrastructure supports the entire ecosystem of the jurisdictional area–from a logistics standpoint, to the environment, to the community–everyone benefits.”

Let’s Be Careful Out There

The Jacksonville Port Authority (JAXPORT) also has coming improvements aimed at maintaining the Florida facility’s ranking as the 10th busiest container port in the U.S. by TEUs and among the nation’s top vehicle-handling ports. But JAXPORT also has security on its mind, as demonstrated by a new program that brings together tenants, vessel operators, rail and intermodal stakeholders, key vendors, and local public sector organizations.

To address a national priority initiative of the U.S. Coast Guard Sector Jacksonville Captain of the Port, JAXPORT has partnered with the nonprofit Maritime Transportation System Information Sharing and Analysis Center to form a new cybersecurity information sharing cooperative called the Northeast Florida Maritime Information Exchange (NEFL-MIX). 

“Cybersecurity is a critical part of supply chain security,” says JAXPORT CEO Eric Green. “We are thrilled to launch this important initiative to protect our maritime community from cyber threats and ensure that our port-related businesses can continue to do the important work they do to keep cargo moving and people working throughout Northeast Florida.”

JAXPORT’s involvement does not surprise Christy Coffey, vice president of Operations with for the Maritime Transportation System Information Sharing and Analysis Center. “They have been influential in the design of our Information Exchange program and an active contributor to our [center] since inception,” she says, “so it’s rewarding to see the NEFL-MIX become reality. This busy port has included a diverse group of stakeholders in their cybersecurity information exchange. We know that under JAXPORT’s thoughtful leadership, the NEFL-MIX will positively impact both cybersecurity preparedness and response.”

ports

POWER ’EM UP: LADIES AND GERMS, AMERICA’S TOP 50 POWER PORTS

Trade in and out of the United States would not be possible without sea and river port infrastructure spread across the length and breadth of the country. Using the latest available figures from the Bureau of Transportation Statistics, we present the top 50 American power ports based on total tonnage of trade processed in 2019. 


1. Houston, TX

Total tons: 284.9 million 

Located within easy reach of the Gulf of Mexico, the Port of Houston is one of the world’s largest ports, ranking sixth globally for total container TEUs. It is a huge complex made up of public and private facilities that stretches over 50 miles.  

2. South Louisiana, LA

Total tons: 233 million

Spanning 54 miles along the Mississippi River, the Port of South Louisiana is located in America’s leading grain exporting district. Port companies’ activities support more than 30,000 jobs, which represents 63% of all jobs in the River Region.

3. New York, NY and NJ

Total tons: 136.6 million 

The Port of New York and New Jersey is the busiest container port on the East Coast of the United States. Such is the strategic importance of its location, around a third of all US GDP is produced within 250 miles of the site. 

4. Corpus Christi, TX

Total tons: 111.2 million

In operation since 1926, the Port of Corpus Christi has become known as the Energy Port of the Americas, serving as the country’s second largest exporter of crude oil. It boasts a 36-mile, 47-foot-deep channel and is strategically located next to some of Texas’s largest highways. 

5. Beaumont, TX

Total tons: 101.1 million

Another Texan port, Beaumont is a well-developed facility that handles a range of cargoes, including bulk grain, aggregate, liquid petroleum, forest products, military equipment cargo, metals, and more. Its annual economic activity exceeds $24.5 billion. 

6. New Orleans, LA

Total tons: 92.2 million

The Port of New Orleans is a multimodal gateway that combines rail, river and road and is located on the Mississippi River near the Gulf of Mexico. It is also the sixth largest cruise port in the United States.

7. Long Beach, CA

Total tons: 80.7 million 

Sprawling across 3,520 acres of land and 4,600 acres of water, California’s Port of Long Beach handles more than 8 million TEUs every year, cargo which is worth in excess of $200 billion and delivered by more than 2,000 vessels.

8. Baton Rouge, LA

Total tons: 73.4 million

The Port of Greater Baton Rouge lies at the convergence of the Mississippi River and the Gulf Intracoastal Waterway, providing easy access to the U.S. heartland via 15,000 miles of inland water transportation. 

9. Los Angeles, CA

Total tons: 63 million

The busiest seaport in the Western Hemisphere, the Port of Los Angeles handles a hugely diverse range of commodities, from avocados to zinc and a whole lot in between. It is situated 25 miles south of downtown LA and spans 7,500 acres along 43 miles of waterfront.

10. Virginia, VA

Total tons: 61.7 million

Based in Norfolk, the Port of Virginia processes more than 4 million containers annually, including those brought over by ultra-large container vessels arriving from the other side of the Atlantic. It is the only East Coast port with congressional authorization for 55-foot-deep channels.

11. Lake Charles, LA

Total tons: 58 million

The Port of Lake Charles brands itself as a dynamic deep-water seaport at the center of the Gulf Coast. In recent years, more than $108 billion of industrial projects have been completed, announced or commenced in and around the complex. 

12. Mobile, AL

Total tons: 56.9 million

Mobile is the only deep-water port in Alabama. Located along the Mobile River, it has direct access to around 1,500 miles of inland and intercoastal waterways that serve the Great Lakes, Ohio and Tennessee river valleys and the Gulf of Mexico.

13. Plaquemines, LA

Total tons: 52.8 million

Nestled in the mouth of the Mississippi River, the Plaquemines Port Harbor & Terminal provides water-based access to some 33 U.S. states, serving key industrial sectors such as oil and gas, grain, coal and chemicals, among others.

14. Baltimore, MD

Total tons: 44.2 million

The Port of Baltimore offers the deepest harbor in Maryland’s Chesapeake Bay and is within an overnight drive of a third of the nation’s population. It has benefited greatly from the 2016 expansion of the Panama Canal, granting it access to a wider pool of large vessels. 

15. Savannah, GA

Total tons: 41.9 million

The Port of Savannah is within convenient reach of Atlanta, Birmingham, Charlotte, Memphis and Orlando. With 10,000 feet of contiguous berth space, it is one of the fastest growing container ports in the country.  

16. Texas City, TX

Total tons: 41.3 million

Although not the largest port in Texas, the Port of Texas City is a vital trading hub for crude oil imports and the export of gasoline, diesel, jet fuel, chemicals and petroleum coke. It has been in operation for more than a century.

17. Huntington Tristate

Total tons: 36.8 million

The Port of Huntingdon Tristate is America’s most influential inland port. Centered on the Ohio River, it is also the largest river port in Virginia. 

18. Cincinnati-Northern Kentucky, KY

Total tons: 36.6 million

The Ports of Cincinnati & Northern Kentucky is an inland port complex that covers 226.5 miles of commercially navigable waterways on the Ohio River and Licking River. It is made up of more than 70 active terminals. 

19. Port Arthur, TX

Total tons: 33.9 million

Another jewel in the Texan crown, Port Arthur is based 19 miles from the Gulf of Mexico on the Sabine Neches Waterway. The site completed a significant expansion in 2000 that transformed it into an international facility for cargo shipping. 

20. Duluth-Superior, MN and WI

Total tons: 33.7 million

The twin Ports of Duluth, Minnesota and Superior, Wisconsin, are located at the western part of Lake Superior and represent the farthest inland freshwater seaport in North America. They are home to 20 privately owned bulk cargo docks and an award-wining cargo terminal. 

21. St Louis, MO and WI

Total tons: 31.3 million

Spanning 6,000 acres, the Port of Metropolitan St Louis lies along 15 miles of Mississippi River frontage and has capacity to handle 150 barges a day. It is the second-largest inland port system in the United States. 

22. Tampa, FL

Total tons: 30 million

A well-known cruise terminal, Port Tampa Bay is Florida’s largest cargo tonnage port spanning a 5,000-acre footprint. It can handle ships carrying up to 9,000 TEUs and is flanked by a million square feet of warehouse space and 40-acre container yard. 

23. Freeport, TX

Total tons: 29.8 million

Port Freeport is undergoing a significant harbor channel improvement project to the tune of $295 million that Congress authorized in 2014. The upgrade, which is due for completion in 2025, will offer navigational improvements to calling vessels by deepening and widening the waterway. 

24. Richmond, CA

Total tons: 28.5 million

With roots in petroleum and liquid bulk cargos, the Port of Richmond has become Northern California’s most diversified cargo handler thanks to its expansion into dry bulk, break-bulk and containerized cargo handling. Having also increased its automobile processing facilities, Richmond today ranks No .1 among San Francisco Bay ports in vehicle tonnage.

25. Pascagoula, MS

Total tons: 25.8 million

The Port of Pascagoula is a deep-water port on the southeastern coast of Mississippi. It is split into two major sections–the east and west harbors–which are both home to several public and private cargo terminals. 

26. Valdez, AK

Total tons: 25.2 million

Our first entry from Alaska, the Port of Valdez is America’s farthest north ice-free port. It serves as the southern terminus of the trans-Alaska oil pipeline and handles more than 1.5 million barrels of crude oil a day. 

27. Charleston, SC

Total tons: 24.6 million

The Port of Charleston is part of South Carolina Ports, which serves as a vital transit hub for many essential industries in the region, including automotive manufacturing, consumers goods, frozen exports, grain and tire manufacturing. South Carolina Ports generates tax revenue in excess of $1.1 billion every year.

28. Port Everglades, FL

Total tons: 24 million

Billed as Florida’s “powerhouse port,” Port Everglades is located in the heart of Greater Fort Lauderdale and the City of Hollywood. Each year, around $34 billion of economic activity is generated through the port.

29. Seattle, WA

Total tons: 23 million

The Port of Seattle was founded in 1911 and stands today as one of the largest container terminals on the West Coast. It has also grown to the largest “Left Coast” cruise port in terms of passenger numbers, with more than 200 annual departures to Alaska. 

30. Pittsburgh, PA

Total tons: 21.8 million

Encompassing 200 miles of commercially navigable waterways in southwestern Pennsylvania, the Port of Pittsburgh is made up of 203 terminals. It is a hugely important transit hub for coal, which makes up around 70% of all cargo passing through in terms of weight. 

31. Tacoma, WA

Total tons: 21.5 million

The Port of Tacoma generates $3 billion of economic activity annually and supports more than 40,000 jobs. As partners in the Northwest Seaport Alliance Tacoma and the Port of Seattle (No. 29) are together the fourth-largest container gateway in the country.

32. Portland, OR

Total tons: 19.4 million

Let’s just keep it in the Pacific Northwest, shall we? As Oregon’s largest port, the Port of Portland is a bustling hub comprising three airports, four marine terminals and five business parks. Grain, minerals, forest products and automobiles and the most common types of cargo passing in and out.

33. Oakland, CA

Total tons: 19.3 million

This Northern California port is located on the Oakland seafront and is equipped with an array of commercial buildings and industrial parks, as well as an airport. The port spans 1,300 acres and was founded in 1927.

34. Paulsboro, NJ

Total tons: 18.4 million

Situated on the Delaware River, the Port of Paulsboro is around 80 miles from the Atlantic Ocean and is known for its transfer of key commodities such as crude oil, petroleum products and asphalt. 

35. Jacksonville, FL

Total tons: 17.7 million

JAXPORT is Florida’s largest container port and one of the nation’s most prominent vehicle handling sites. It offers services to 140 ports in more than 70 countries and has many ties with trucking firms and rail links, including 40 daily trains via Class 1 railroads CSX and NS. 

36. Kalama, WA

Total tons: 17 million

Just 30 minutes north of Portland, the Port of Kalama is home to more than 30 companies and 1,000 people. It prides itself on being a business-friendly haven, with no state corporate or personal income taxes levied. 

37. Two Harbors, MN

Total tons: 16.9 million

Two Harbors is a port city in Minnesota. Although its port is relatively small, it transfers nearly 17 million tons of cargo on an annual basis. 

38. Marcus Hook, PA

Total tons: 16.7 million

The Port of Marcus Hook is located on the northwest bank of the Delaware River, where its main activities are receiving and refining crude oil, and the shipping of petroleum products.  

39. Philadelphia, PA

Total tons: 16.3 million

The Port of Philadelphia claims to be the fastest growing port in the United States. It handles trade worth $30.5 billion a year and stands as the largest refrigerated port in the country, helping it to generate more than 54,000 jobs.

40. Boston, MA

Total tons: 16 million

The Port of Boston is a major seaport located in Boston Harbor and adjacent to the City of Boston. It is the largest port in Massachusetts and has facilities dedicated to bulk cargo, petroleum, and LNG shipment and storage.

41. Honolulu, HI

Total tons: 14.3 million

In Hawaii, Honolulu Harbor serves as the state’s principle seaport and handles containers, dry and liquid bulk and breakbulk cargo. It also handles passenger and fishing vessels, with a foreign trade zone established at the Fort Armstrong Terminal.

42. Detroit, MI

Total tons: 13.3 million

The Port of Detroit is situated along the west bank of the Detroit River and is the largest seaport in the state of Michigan. Its 29 terminals process high-grade steel products, coal, iron ore, cement, aggregate and other road building commodities. 

43. Indiana Harbor, IN

Total tons: 12.2 million

The Port of Indiana-Burns Harbor is based in the largest steel-producing region in North America and is home to 30 businesses, half of which are connected to the industry. The site spans almost 600 acres of land.

44. Mid-America Port Commission

Total tons: 12 million

The Mid-America Port Commission is the largest port district on the Upper Mississippi and Illinois Rivers, serving 26 counties across three states. It transcends two major rivers and is flanked by three Class 1 railroads and four regional airports. 

45. Cleveland, OH

Total tons: 11.9 million

Billed as the premier port of the Great Lakes, the Port of Cleveland supports 20,000 jobs and $3.5 billion in annual economic activity in the region. Half of U.S. households and manufacturing plants are within an eight-hour drive. 

46. Vancouver, WA

Total tons: 11 million

The Port of Vancouver USA was established in 1912 and serves as a vital gateway for connecting Asia and South America to the U.S. midcontinent and Canada. The Washington state port has more than 50 industrial tenants, including companies specializing in wheat, mineral and liquid bulks, vehicles, and other cargos.  

47. Galveston, TX

Total tons: 11 million

Another entry from Texas, the Port of Galveston offers cruise, cargo and commercial facilities. It is one of the older Texan ports, beginning as a trading post in 1825 and since growing to more than 850 acres in size. 

48. San Juan, PR

Total tons: 10.4 million

Serving the capital of U.S. territory Puerto Rico, the Port of San Juan is comprised of 16 piers, of which half are used for passenger ships and half for cargo vessels. Its cargo facilities allow for more than 500,000 square feet of space for unloading and loading of goods. 

49. Chicago, IL

Total tons: 10 million

Commercial activities in Chicago date back to 18th century fur trading, with the modern history of the Port of Chicago beginning in 1921, when the state legislature approved the development of a deep-water port. Today, it operates as a key Great Lakes multimodal transit facility. 

50. Longview, WA

Total tons: 9.7 million

The Port of Longview has been operating since 1921, and today is home to eight marine terminals and industrial facilities spanning 835 acres along the banks of the Columbia River. Fertilizers, grain, heavy-lift cargo, logs, lumber, minerals, paper, pulp and steel are some of the main cargo categories passing through here.