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FIT Opening New Cargo Facility at Port Everglades

FIT Opening New Cargo Facility at Port Everglades

Florida International Terminal, LLC.  (FIT) is opening a new 32-acre containerized cargo terminal at Broward County’s Port Everglades with double the number of entry gates, and adding new scales, heavy equipment, technology and increased stacking capacity, according to a press release by Broward County. FIT is already one of the largest cargo terminal operators at Port Everglades and is relocating to make way for the largest capital improvement project in the Port’s history.

In the past fiscal year (October 1, 2017 through September 30, 2018), FIT experienced 17 percent growth with approximately 226,000 TEUs (20-foot equivalent units, the industry standard measurement for container volumes). Perishables cargo accounts for approximately 15 percent of FIT’s total containers volumes.

“FIT is a terrific example of how a company can be born at Port Everglades and grow into a regional leader that brings international business and jobs to Broward County,” said Port Everglades Deputy Port Director Glenn Wiltshire during an inaugural ceremony on October 22, 2018.

Improvements at FIT’s new terminal include:

1. Six lanes entering the terminal with scales and two outbound lanes

2. An appointment system will be implemented with a VIP lane for refrigerated cargo

3. New yard tractor fleet and upgraded container handling equipment

4. Resilient information technology systems with quick disaster recovery abilities

5. Addition of up to 350 new power plugs for refrigerated containers

“We have installed a lot of new technology to better monitor gate traffic and what is happening throughout the terminal,” said FIT Vice President & General Manager Klaus Stadthagen. “By improving efficiency we are helping our customers, the shipping lines, develop their business. Our success is dependent upon our customers’ success.”

In the next five years, Port Everglades is investing nearly $1 billion in infrastructure improvements to increase cargo volumes. Expansion projects include adding new cargo berths, installing new Super Post-Panamax container gantry cranes, increasing the lift capacity on existing cranes, and deepening and widening the Port’s navigation channels.

About FIT
Founded in association of two large Latin American port operators, SAAM and AGUNSA, FIT opened at Port Everglades in 2005 and handles cargo from a variety of shipping lines including Chiquita Fresh North America, CMA-CGM/APL, Hamburg-Sud, Hapag Lloyd, and SeaLand.

About Port Everglades
Port Everglades is located within the cities of Fort Lauderdale, Hollywood, and Dania Beach, Florida, and handles more than one million TEUs annually. The Port serves as a gateway to Latin America, the Caribbean and Europe. More information about Port Everglades is available at porteverglades.net or by calling toll-free in the United States 1-800-421-0188 or emailing PortEvergladesCargo@broward.org.

Source: https://www.maritimeprofessional.com/news/opening-cargo-facility-port-everglades-322887

Why We Love These 20 Ports

From deep channels to leading-edge terminals to superior inland links, there’s a whole lot to love about these 20 ports, but we’ve somehow managed to boil each nod of praise down to about 75 words.
Down the Atlantic coast, across the Gulf and up the Pacific shoreline, here’s what we find most irresistible, along with comments from port officials.

Port of New York & New Jersey

At the Port of New York & New Jersey, two $1 billion-plus projects—raising the Bayonne Bridge roadbed and deepening the channel to 50 feet—are clearing the way for further growth for the East Coast’s busiest port by improving terminal access for larger, more environmentally friendly vessels. “Preparing the port for long-term success remains a prominent mission,” says port authority spokesperson Lenis Rodriguez, who notes that container terminal activity is already at record levels.

Port of Baltimore

The Port of Baltimore handles more cars than any other U.S. port and leads in other roll-on/roll-off cargo as well.
“The Port of Baltimore’s success in autos is due in large part to our geographic advantage as the closest East Coast port to the Midwest, our four on-dock auto processors—which provide our customers different choices for their vehicles—and our industry-renowned quality program,” says James J. White, executive director of the Maryland Port Administration.

Port of Virginia

The Port of Virginia’s rail access continues to expand beyond its traditional Midwest markets, giving users greater access to new markets through its rail partners, Norfolk Southern and CSX.
“A recent evaluation of our conveyance system for getting cargo to our on-dock rail yards showed we could be more efficient, so we invested in equipment, training and technology,” says John F. Reinhart, Virginia Port Authority CEO and executive director, who cites enhanced speed of service.

1Port of Charleston

South Carolina has allocated the entire estimated construction cost—a bargain at $300 million—for deepening the Port of Charleston harbor to 50 feet five years ahead of initial schedule.
“Recognizing that harbor deepening is the state’s No. 1 economic priority, South Carolina’s General Assembly has been the only state to set aside the full estimated construction costs of its deepening project, including the state and federal share,” says South Carolina Ports spokeswoman Erin Dhand.

Port of Savannah

At the Port of Savannah, container vessel operations are centralized at a single dedicated facility, Garden City Terminal, the nation’s largest single-terminal operation. The annual container-port volume just topped 3 million 20-foot-equivalent units for the first time.
“With 9,700 feet of berth space, Savannah offers greater scheduling flexibility for ships, one-stop check-in for trucks, and direct-to-rail service via two on-terminal ICTFs [intermodal container transfer facilities],” says Curtis Foltz, executive director of the Georgia Ports Authority.

Port Everglades

A 43-acre, near-dock intermodal container transfer facility, built via public-private partnership, was opened in July at Broward County, Fla.’s Port Everglades by Florida East Coast Railway.
Steven Cernak, Port Everglades’ chief executive and port director, says the state-of-the-industry facility “gives Port Everglades a cost and time-to-market advantage over many South Atlantic gateways,” adding that, with Panama Canal expansion, “There is great expectation for additional growth in our business which will be facilitated by the ICTF.”

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Port Miami

Miami-Dade County, Fla.’s PortMiami in August opened a tunnel seamlessly linking the island cargo and cruise port to the Interstate highway system, averting downtown traffic. The $1 billion, public-private endeavor should help PortMiami fully benefit from its 50-foot “deep dredge” channel project, targeted for completion by the end of 2015.
“It’s going to be great for the city, great for the county, and it makes our port more competitive,” says Miami-Dade County Mayor Carlos Gimenez.

Port Tampa Bay

The rebranding in early 2014 of the Port of Tampa as Port Tampa Bay came with developments including ordering of two new post-Panamax gantries and completion of a dedicated truck ramp to Interstate 4, better linking Florida’s largest, busiest port to the fast-growing Central Florida region. “The density of the distribution centers along the Tampa/Orlando I-4 corridor now rivals that of Atlanta, and this is our backyard,” says Paul Anderson, the port’s president and CEO.

Port of Mobile

More than $700 million in investments have spurred diverse growth at the Port of Mobile, with more projects under way, including an intermodal container transfer facility, a steel-coil-handling facility and APM Terminals Mobile container terminal expansion.
“Investments at the Port of Mobile in recent years have led to double-digit growth in its containerized, steel and metallurgical coal markets and provided our shippers cost-competitive transportation solutions,” says James K. Lyons, the Alabama State Port Authority’s CEO.

Port of New Orleans

The Port of New Orleans, a triple-threat on inland links, scored a coup in May with the announcement that Chiquita Brands International Inc. is moving shipping operations there from Gulfport, Miss.
“The Port of New Orleans is a diverse general cargo port, named the top logistics port in the nation due to 14,500 miles of inland navigable waterway connectivity, all six Class I railroads and easy Interstate access,” says Gary LaGrange, the port’s president and CEO.

Port of South Louisiana

The Western Hemisphere’s largest tonnage port, the Port of South Louisiana handles more than 50 percent of U.S. grain exports at terminals along a 54-mile stretch of the Mississippi River, including at the 700-foot-long, 65-foot-wide finger pier at the transloading hub at the Globalplex Intermodal Terminal.
The energy sector is fueling additional growth,” says Paul Aucoin, executive director of the Port of South Louisiana, “with energy companies investing some $70 billion within the port’s jurisdiction.

Port of Houston

The Port of Houston, already the No. 1 U.S. foreign tonnage port, is deepening channels to 45 feet at its Bayport and Barbours Cut container terminals by mid-2015, plus updating the 1970s-era Barbours Cut terminal.
“The $700 million project to modernize Barbours Cut will include new cranes [slated for early 2015 delivery], lights and dock improvements to continue to provide customers the most efficient cargo handling possible,” says Port of Houston Authority spokesman Bill Hensel.

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Port of Galveston

The Port of Galveston boasts a 45-foot-deep channel 30 minutes from the Gulf of Mexico, uncongested terminals, efficient labor, service by both western U.S. Class I railroads and adjacency to the Interstate highway system. It has added a new mobile harbor crane and has 100 acres available for additional cargo terminal development.
“The Port of Galveston is the complete port package,” says Capt. John G. Peterlin III, the port’s senior director of marketing and administration.

Port of Corpus Christi

The Eagle Ford shale play is spurring big global investment interest, in addition to record cargo volumes, at Port of Corpus Christi.
“The world is taking notice of our region’s ability to facilitate and support the creation of new industry,” says John LaRue, Port of Corpus Christi’s executive director. “Tens of billions of dollars are currently being invested by some of the world’s top entities, and there is significant interest for development from several other major investors.”

Port of Long Beach

The second-busiest U.S. container port, the Port of Long Beach is in year three of a 40-year, $4.6 billion lease with Orient Overseas Container Line and its terminal subsidiary—the longest such agreement for any U.S. port—for the Middle Harbor terminal, now undergoing construction.
“Our Middle Harbor project will be the world’s greenest terminal and our greatest example of how innovative technology and environmental sustainability deliver overwhelming advantages,” says Jon Slangerup, the port’s chief executive.

 

4Port of Los Angeles

No. 1 U.S. container port, the Port of Los Angeles, is completing significant rail link improvements with Berth 200 and TraPac Container Terminal projects highlighting a five-year, $1.2 billion capital program.
“Superior intermodal connectivity is a trademark of the Port of Los Angeles,” says its executive director, Gene Seroka. “We’ll continue to invest in our network well into the future to ensure our terminals, rail connections and supporting infrastructure are as efficient as possible for our customers.”

Port of Oakland

At the Port of Oakland, a multiyear, $1.2 billion project is transforming 360 acres of former U.S. Army base land into a world-class trade and logistics center, including a near-dock distribution center and terminal-adjacent intermodal rail yard.
“We’ll be able to transport more cargo efficiently to and from inland points in North America and our customers will find the services they need all in one centralized location,” says Chris Lytle, the Port of Oakland’s executive director.

Port of Stockton

California’s fourth-largest deepwater port, Port of Stockton is 75 miles inland from San Francisco, offering a 35-foot draft, secure 24/7 access and operations, 14 berths, 2,000 acres, distribution centers and true on-dock rail that handle bulk, containerized, steel, wind energy, roll-on/roll-off and project cargos.
“Our acreage-rich inland port has many advantages to make it the ideal location for a wide variety of cargos and real estate opportunities,” says Mark Tollini, Port of Stockton’s senior deputy director.

Port of Seattle 

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The Port of Seattle, which already has three container terminals capable of servicing mega-containerships with capacities of up to 10,000 twenty-foot-equivalent units, is upgrading a fourth facility, Terminal 5, to such standards.
“Making Seattle’s seaport big-ship ready is critical for sustaining jobs and supporting the businesses of Washington State and the Pacific Northwest,” says Linda Styrk, the Port of Seattle Seaport managing director. “Completing the work on T-5 will make all four of our terminals big-ship ready.”

Port Metro Vancouver

Canada’s largest, busiest port, Port Metro Vancouver is advancing a program to facilitate tripling container volume by 2030. Elements include Centerm container terminal expansion, Deltaport rail and road improvements, and three more Roberts Bank container berths.
“In the next few years, Port Metro Vancouver is contributing over $700 million on infrastructure improvements to a total of $9 billion in collaboration with government and key stakeholders,” says Cliff Stewart, the port’s vice president for infrastructure delivery.

Trade Therapy

If Tim Smith knew in 2004 what he knows now, he would have first sold his line of microcurrent neuromodulation devices in Europe. The handheld devices, about the size of a computer mouse, are a new twist on an old principle that relays electrical impulses to relive pain and encourage healing.* In Europe the devices are classified as a consumer device—as opposed to a medical device—and are available without a prescription.

“My revenue ramp-up would have been much faster compared to the U.S. market, where a doctor’s order is required,” says Smith, the founder and CEO of Avazzia, based in Dallas. Smith is 70 and speaks like a man who knows his values and is confident in them. He says marketing to doctors requires U.S. Food and Drug Administration (FDA) approval and an intense one-on-one effort to demonstrate to physicians that a new therapy offers good patient outcomes. This is one of many lessons he has learned in the past 10 years selling his product globally. Even for an experienced former Texas Instrument (TI) senior executive who had profit-and-loss responsibility for overseas manufacturing plants, there is always something new to learn about successful exporting. In an upcoming trip to Asia, he will work for the second time to open the Chinese market.

“The first time I tried a few years ago I hooked up with a distributor group who I later realized expected under-the-table payments,” he recounts. “I don’t pay bribes. It’s against my ethics and it’s a violation of the U.S. Foreign Corruption Act,” he says. He has had recent success in India, where the U.S. Commerce Department’s Gold Key Matching Service program offered him several pre-vetted possible distributor contacts.

“One of the gentlemen and I hit it off right away. And because he had been screened in advance, I knew his values and mine were a good business match. I can’t say enough good things about the Gold Key program.” (See sidebar.) The company recently made its first product shipment to India.

Smith says that something he learned well at TI was that when you run into a problem, go to the locals for their suggestions. This is a lesson he has relied on in Malaysia.

“In Malaysia, 30 percent of the population are not native, such as Chinese or Indian, but they control 80 percent of the wealth. So you work a lot with this non-native population,” he says. “But not always. To get our products in Malaysian hospitals, I learned it is imperative to work with a Bumiputera, or a native-born contact. Bumiputera, a Sanskrit word, translates to ‘prince (or son) of the soil.’ So it’s very important to understand these kind of distinctions depending upon the market you target.”

For Smith, successful business is about good relationships, especially globally. This has enabled him to create vital partnerships throughout the world, including with research foundations and medical schools in Malaysia and Romania. He said it is absolutely vital not to act like an American know-it-all when cultivating new markets but to be sincerely respectful. Smith follows this strategy implicitly, to the point where he is often asked if he is a minister.

“I think that indicates there is something about my demeanor that implies honesty and character,” he speculates. But invariably, he says, there will be misunderstandings in overseas-market relationships.

“You have to really watch people,” Smith cautions. “You can tell when you’ve screwed up and done something culturally insensitive by the look on their face. The key is to apologize immediately, then figure out what mistake you made so you don’t do it again.”

As an example, he cited two instances in the Philippines when he was with TI. He learned very quickly that to point at someone with a raised finger, as is done in America to indicate you need them, is very offensive in the Philippines. Instead, the custom is to point toward the ground. Smith also told of an American engineer who worked for him who was on a trip to a TI plant in the Philippines. The exec kept referring to an English slang word for transistor adhesive but was also a local slang word for a body part.

“He figured it out when every time he said the word, the female employees either snickered or looked appalled,” Smith says.

“In Asian markets especially, the best answer you can give is ‘I don’t know,’ rather than make something up,” he advises. “Because then when you give an answer you do know, you will be believed and it helps establish trust.” He does not speak a second language, noting that English is the language of business worldwide.

PAIN IS ONLY  SKIN-DEEP Avazzia has 15 electric stimulation products that place electric currents though the skin to relieve pain.
PAIN IS ONLY SKIN-DEEP Avazzia has 15 electric stimulation products that place electric currents though the skin to relieve pain.

Smith’s line of 15 electric stimulation products gives a modern update to an old idea. Its history can be traced back to ancient Egyptians who used electric eels for revival and on through to the late 1800s, when the newly invented electrical current was used to make all sorts of wild, unsubstantiated medical claims. But for the past two decades the standard has been Transcutaneous Electrical Nerve Stimulation (TENS). Smith explains that his devices also place electric currents though the skin, but that is where the similarity with TENS ends.

“Most TENS units are designed to overwhelm the nerve with too much current, causing it to shut down to reduce pain. Avazzia devices deliver small amounts of current at a higher voltage and promote peptide production to help relieve pain chemically,” he explains. “The neuropeptide response we get equals a morphine dump into the affected area, without the side effects that come with narcotic pain medicines.”

Avazzia works on what are known as C-fibers in the muscles as opposed to A- and B-fibers impacted by TENS, according to the company’s website. And because it delivers a small amount of current, it can be powered with two AA batteries as opposed to plugging into house current or 9-volt and other larger batteries.

Although ongoing medical partnerships overseas support the notion that Avazzia devices promote healing, the company cannot make that claim in the United States. But Smith says he supports FDA standards for medical-device approval.

“Our global customers appreciate the fact that we have FDA approval for pain relief. FDA approval is highly regarded in the rest of the world,” Smith says. He hopes to conduct U.S. clinical studies on healing, although stateside studies are very expensive.

But Avazzia does obtain other standard endorsements that are recognized around the globe. “In India we give the devices to the medical schools and they produce very credible medical studies accepted in most of the world,” Smith says. He adds that in India, hospital pain wards have up to 4,000 patients and the department heads are not happy with the available pain-management options.

“They don’t have the money to use narcotic pain meds, and over-the-counter meds like acetaminophen can have long term effects on the liver,” he notes.

Smith was motivated to invent his devices when he saw a neighbor suffering from neuropathy foot pain due to diabetes. He had recently left TI after 21 years and was looking for his next project. When his friend began reporting much better pain relief, his development tinkering led him to found Avazzia in 2004. He quickly added former TI senior executives with experience in developing and selling “small gadgets you carry around in your hand” and who are trained in the TI tradition to think strategically with every process. He also hires veterans and likes to have some interns around for their energy.

“I look for people with honesty and integrity who are really knowledgeable in their field. I also want self-starters and people who understand it is important to have fun at work,” Smith says.

Rickey Puckett, Avazzia’s comptroller and accountant, is a good example. A 22-year Air Force veteran, he also handles shipping for the company. Puckett says he considers shipping to be a function of his duties to control expenses. The company recently switched nearly exclusively to FedEx for an estimated savings of $10,000 annually. He stresses that there are still some countries where they will continue to use UPS, depending upon the in-country delivery network that performs best. Avazzia’s handheld products are relatively easy to ship and are packed to withstand a drop from shoulder-height to the floor. Puckett reports that Customs is the company’s biggest challenge. Some of its clients use freight forwarders such as ClearFreight to both batch orders for a better shipping price and to expedite and reduce Custom issues.

“They email me the Customs forms, I fill them out and then a third-party picks them up for the freight forwarder,” Puckett explains. “In South America, for example, we’ve learned it’s really critical to have someone there to walk the shipment through Customs. There is something about products with wires that are labeled medical devices that creates difficulties in some countries.” By contrast, he says, India and Canada are relatively simple destinations for shipment.

With about a third of the world’s population suffering from chronic pain at any given time, Smith’s vision is to place one of his Avazzia units in every household in the world.

“The U.S. has 5 percent of the population of the world, but we use 80 percent of narcotic pain meds in the world,” says Smith. He cites the side effects of narcotic pain relievers—including addiction or overdose—then notes that for the rest of the world his device is a lower-cost, more-effective solution for pain management.

Avazzia manufactures its product line, which includes applications for cosmetic and veterinary use, in Dallas. On the company website, the devices sell for between $400 and $3,590, depending upon the application. A few accessories are made in Taiwan. Smith feels there are unique sales benefits to manufacturing stateside, where consumer safety standards are perceived to be among the best in the world. He also says that the global clinical community is used to seeing many medical research and study papers out of Dallas, which is home to some of the most respected medical institutions in the world. This includes MD Anderson, where the first artificial heart was developed, and Baylor Medical Institute, which has a network of more than 3,000 board-certified physicians. At any given time, BMI has 500 ongoing active research investigations for drug, device and vaccine studies.

“People around the world know that Texas is different from the rest of the United States and that is mostly good,” Smith says wryly. He adds that the people of Canada, where he also easily exports his product under NAFTA, are a lot like Texans.

“They are former cowboys who are now drilling oil.”

Currently, Avazzia exports account for 10 percent of sales. His goal is to grow that to 25 percent in Asia and 25 percent in Europe. He says the company is working on a web-based plan in Europe. “Right now the Internet outsells what Walmart sells every day and is growing faster. There is a huge opportunity in that trend,” he explains. He also says that he does not think European companies can develop a competing product that could be marketed at the same selling price. “European countries have expensive social programs that are paid for by taxes at various business and retail levels. This drives up prices on European goods. European consumers have demonstrated they will choose a lower-cost import product.” He says this is a good opportunity for Avazzia in the European market.

Smith is a big believer in his people, talking with pride about how engineering interns he mentored at TI went on to work on the Lunar Lander project and move up to vice presidents for TI. While he recounts this experience, he does not mention that he also worked on successful components projects for the Lunar Lander and Apple computers earlier in his career.

To ensure the company’s viability when he may not want to or cannot serve as CEO, he makes sure his senior team is all trained to wear multiple hats.

“When I’m out of town, the company still runs,” he says proudly.

Adventures In Exporting

It was somewhere over Greenland, somewhere between the screams and cries and quick hits of stashed booze that Annelise Loevlie found her China distributor. At the time, she had no idea that she and her airline seatmate, Weir Er Qiu—friends call him Wei—would one day be in business together; she had no expectation of living that long.

Loevlie, CEO of Colorado-based Icelantic Skis, was completing the last leg of a trade show triangle that had seen her go from Salt Lake City to Munich before heading back to Denver on a nonstop flight to attend the Snowsports Industry America (SIA) show. Founded by childhood friends in 2006, Icelantic has always seen overseas sales—and European acceptance—as critical to their success. While the innovative nature and handmade craftsmanship of their product usually took care of acceptance, maintaining sales proved challenging—especially when it came to finding reliable distributors.

QUEEN OF THE MOUNTAIN Asked to Icelantic for her education and experience in international trade, Annelise Loevlie has since assumed the mattle of CEO while founder Ben Anderson assigned himself the role of chief branding officer.
QUEEN OF THE MOUNTAIN Asked to Icelantic for her education and experience in international trade, Annelise Loevlie has since assumed the mattle of CEO while founder Ben Anderson assigned himself the role of chief branding officer.

In the early days, the process was hit and miss, the biggest miss being when Loevlie signed up Austrian distributors without ever meeting them in person. The distributors had said, and written, all the right things, so right that Icelantic sent them a huge shipment of skis. Six months later, the distributors were nowhere to be found.

“Luckily, we had gotten prepayment, but they just went MIA,” Loevlie says. “Long story short, we didn’t do our ground check. It turned out they had made a lot of promises and burned a lot of bridges. What I learned from that is that it’s easy for someone to sell you passion but you can’t overlook professionalism.”

During the flight, Loevlie could not overlook how cool Wei remained when the plane was hit by violent turbulence causing it to drop hundreds of feet in a matter of seconds. That unleashed a torrent of wails and terror that, along with the turbulence, would last for hours. Loevlie attempted to maintain her cool with intermittent visits to a small bottle of wine she’d kept hidden in a seat pocket and focusing on, of all things, the screen image on Wei’s phone.

“It was this weird Chinese cat all glammed out in bling,” she says. “I decided it was a spiritual deity or something, I connected with it and decided we’d be okay. So I just sat on my hands and continued sweating.”

But Wei, Loevlie says, remained “peaceful,” sitting in the middle seat, watching an action movie, pretending not to notice Loevlie’s perspiration on one side or the prayers of the elderly woman on the other. At the time, Loevlie thought Wei might be one of the last people she’d ever see in her life. Gratefully, he wasn’t.

As fate would have it, Wei would be one of the first people she’d see at SIA.

“When he approached my booth, we both knew,” Loevlie says. “We smiled and laughed and hugged.”

Soon, they were talking business. Wei said he’d been following Icelantic for years and that pursuing an agreement to distribute the skis in China was the main reason he’d come to SIA. Loevlie was impressed with his knowledge of the company as well as the possibilities in China, where an emerging middle class has increased the demand for such Western leisure activities as skiing. But she had also seen how he reacted under pressure, had taken note of his confidence and assuredness. It turned out some of her most critical groundwork had been done in the air.

“We battled a storm together at 33,000 feet before signing the contract. We both liked that fact.”

BUSINESS TANDEM Icelantic’s innovative skis are manufactured in a factory run by Denver-based snowboard manufacturer Never Summer Industries.
BUSINESS TANDEM Icelantic’s innovative skis are manufactured in a factory run by Denver-based snowboard manufacturer Never Summer Industries.

The partnership has proved successful and the fact that Wei pursued Icelantic represented a sea change for the small company that, in its infancy, had to cold call distributors to try to convince them to carry their product and its revolutionary design.

Company founder Ben Anderson knew he wanted to design and sell skis from the time he was 14. Loevlie grew up with Anderson and had become close with him when she was selling him candy out of her school locker in the seventh grade.

“I had become a major sugar pusher and he was one of my best customers,” says Loevlie, who was born into an entrepreneurial family, her parents having founded concrete manufacturer Shotcrete Technologies.

All Anderson had ever talked about was starting his own ski company, so it came as little surprise to Loevlie when her friend called her and said he’d dropped out of college and was starting Icelantic. Loevlie, who was studying at the University of Vermont, agreed to come and work with him and other childhood friends once she graduated.

Anderson’s innovative design went contrary to the then-popular wisdom that said speed and stability derived from a ski’s length. He had found that he could make his skis faster and more stable by creating a shorter, wider design, one that valued surface area above all.

While Anderson played the part of mad scientist, it fell to Loevlie to sell Icelantic internationally. The first place the company had to go was Europe, not only home to the biggest manufacturers, but where she knew acceptance would go a long way to selling their skis in all other parts of the world. Though she’d studied business at Vermont, formal education was far less valuable a teacher for her new venture than the years she had spent traveling with her mom and dad as they grew Shotcrete.

2Loevlie grew up as a “gypsy child, always traveling for business,” and had watched as her mother Mary Jane attempted to sell skeptics on Shotcrete’s innovative spray concrete. Loevlie was selling more than a new ski—she was selling a lifestyle; one that valued quality and creativity, since each of its skis were not only handmade but displayed original artwork.

As groundbreaking and well-made as the skis were, Loevlie knew from her time traveling with her parents that people go into business with other people, not products. She knew she would be tested by a male-dominated, European-based industry that was skeptical of American products to begin with—and this different-looking one specifically. There was always a test, she says. Her Russian contacts may test to see if she could hold her vodka, while Swiss counterparts may test her mettle by whipping out a magnifying glass to go over every inch of the ski.

“No smiling, no laughing,” says Loevlie, who is usually doing one or the other, often both. “Being an American company selling skis in Europe, quality and service were always the first hurdle. But, in the end, it didn’t matter as much where it was from as it did how well it was made. To do that, I had to show them. I skied a lot, which is another thing they wanted to know. I had to show them I could ski, that I understood the product and the culture.”

She showed them and Icelantic overseas sales soared. Ironically, the company that now sells in nearly 20 countries has a smaller percentage of overseas sales than when it was in its infancy. That’s only because sales in the U.S. have grown, helped by Icelantic’s acceptance overseas. Sales are strongest in Russia and Japan where, Loevlie says, “Made in America” has proven a key selling point.

“They’re really into American products,” she says. “We’ve found that all over the place. The fact that it’s made here really says something about quality.”

Icelantic skis are manufactured in a factory run by Never Summer Industries, a like-minded, Denver-based snowboard manufacturer that believes in overseeing every step of the creation process, from its local supply chain to construction.

Once made, skis are put on a pallet and moved to the company’s third-party warehouse run by the Colorado Distribution Group. In the beginning, production was always an issue. Sharing production time with Never Summer meant Icelantic was sometimes unable to fill full orders all at once and would have to ship orders in intervals. But Never Summer’s move into a new, larger factory this summer has enabled Icelantic to be much more responsive to its customers’ needs.

“The production schedule was always a big hurdle for us,” says Jon Mueller, Icelantic operations manager, who notes there is always at least one Icelantic employee in the factory to monitor quality control. “The Never Summer move has made things much more efficient for us. We’re producing a lot more product on-time and are able to ship full orders where, in the past, we may have had to wait and ship a couple times. Now we can send an entire order out with one shipment.”

3To protect their handmade product, skis are not only bubble- and shrink-wrapped, but loaded into custom-made crates designed to mitigate damage. Icelantic moves all product domestically and into Canada via UPS. Orders to Europe are shipped from the East Coast, usually New York, on an ocean barge. Mueller said that the company will use different freight shippers depending on costs and, most importantly, “who can guarantee the skis get over on time.”

Asian orders are either shipped out of Los Angeles or Seattle or, depending on the size of the shipment and the time that is needed, moved by air freight with the added costs billed to the distributor. Mueller says that acting locally with suppliers, manufacturers and warehouses has proved critical to Icelantic thinking globally.

“It streamlines a lot of this process and has made it very convenient for us,” he says. “It not only supports our ethic of supporting local brands but it makes real sense for us as a business.”

That business is still very young, like the kids who dreamed it up, and still has many markets ahead of it. It has done so well identifying and selling in its present ports that Icelantic was recently honored with the Presidential “E” award for export excellence, the nation’s highest award for companies contributing to the growth of U.S. exports. The award was especially meaningful to Loevlie since she accepted it while standing next to fellow honoree and CEO of Shotcrete, Mary Jane Loevlie.

“Some of the best advice I ever got from my mom is that you will never know until you try,” Loevlie says.

Though, as she says, Icelantic is still in its “toddler years,” the company has grown not only in sales but reputation. Loevlie now sits on SIA’s board of directors. When she was selected to run the company last year by Anderson, who decided to focus on the company’s image and products as its chief branding officer, he said he “couldn’t think of a better person to take Icelantic to the next level.”

Today, a growing client list and her duties as CEO means Loevlie does not travel as much as she once did. That’s good and bad, she says. While she doesn’t miss the turbulence, she grew to really love the challenge and adventure of forging new relationships with business partners. Still, she’s gotten much better, sharper about those relationships, what she wants and who she is looking for in them.

“I’ve kind of evolved over the years,” she says. “Not super-consciously, but I find that while I’ll always want to see that someone I’m in business with has all their ducks in a row, I still have to like that person. I don’t want to be in business with a square-jawed numbers person.”

The lesson she learned over Greenland taught her it was okay to trust her gut—“I’m a bit of a hippie and Wei is Chinese so we both believe in fate, that relationship was meant to be”—albeit a fate that is thoroughly vetted. She’s developed her own way of looking at business and people and finds it’s still a rather high-flying experience for her, even if most of it is done from her office.

“Since I’m captain of the ship, I’ve found that deep breathing and a lot of medication helps keep us on a good course,” she says, cracking herself up. “Actually, what’s most important is that you define what you want and where you want to go and then be really conscientious about being sustainable, whether it’s everything that goes into the product you’re making or, just as important, the people you do business with.”

White House Engagement Urged in Port Dispute

Los Angeles, CA – Led by the National Retail Federation, a diverse coalition including retailers, manufacturers and farmers and other supply chain stakeholders has addressed a letter to the White House urging the government’s immediate involvement in the on-going contract negotiations between the Pacific Maritime Association (PMA) and the International Longshore and Warehouse Union (ILWU).

Port terminal management represented by the PMA and the leadership of the ILWU have held talks since May, but have yet to approve a final agreement on a contract that expired in July, which covers dockworkers at 29 U.S. West Coast ports from Seattle to San Diego.

While the two parties have said they would remain at the negotiating table until a new deal is struck, recent labor activities – most recently at the Port of Seattle and Port of Tacoma – “have led to a noticeable uptick in rhetoric and tensions that is causing the nation’s importers and exporters anxiety and alarm,” the letter said.

“The sudden change in tone is alarming and suggests that a full shutdown of every West Coast port may be imminent,” it read. “The impact this would have on jobs, down-stream consumers, and the business operations of exporters, importers, retailers, transportation providers, manufacturers, and other stakeholders would be catastrophic.”

The coalition detailed what it asserts would be the impact of a port shutdown, including damaging the viability of the West Coast ports and the economic consequences of disrupting the supply chain.

The group called on the Obama Administration “to become engaged in the contract negotiations before a disruption can occur,” and recommended the use of a federal mediator to forestall any threat of a management-directed lockout or labor-initiated strike.

“We believe immediate action is necessary and the federal government’s use of all of its available options would be helpful in heading off a shutdown and keeping the parties at the negotiating table,” the letter said.

The NRF and the National Association of Manufacturers (NAM) issued an economic analysis in June that found a port shutdown would cost the U.S. economy approximately $2 billion a day.

The NRF-NAM analysis estimated that a 5-day stoppage at ports on the U.S. West Coast would reduce U.S. GDP by $1.9 billion a day. This would increase exponentially with a 20-day stoppage resulting in a loss of $2.5 billion a day.

The last prolonged port shutdown of the ports was the 10-day lockout in 2002 which took months to recover from and cost the U.S. economy close to an estimated $1 billion a day.

11/07/2014

America’s Best Cities For Global Trade

Supply-chain space is in demand, and that’s no surprise given the momentum of America’s exporters. Consider: As of 2013, U.S. exports reached an annual all-time high for the fourth consecutive year; in 2012, 29 states set new records for exports; 16 states achieved record exports in 2013.

And as exports grow, so do exporters. The site-selection process naturally follows, as these companies look for strategic locations from which to grow their global reach. We want to help.

Our third annual “Best Cities for Global Trade” report offers 10 needs-oriented and relevant categories and looks at 10 cities in each that you should consider. It is not meant to be definitive. You’ll notice New York City is nowhere to be found, yet who on this side of sanity would argue the Big Apple is not one of the top cities in the world for business? Its omission is not meant as a snub, we simply didn’t feel it was so strong in any single category that it should be included at the expense of a lesser-recognized city working hard to boost its economy.

Think of this as a collection of helpful tips. We think you should consider these cities when looking, for instance, for a great business environment, a well-educated or skilled workforce, a globally minded city or assistance with your site-selection process.

Read, enjoy, then pick up the phone and see what these 100 cities can offer your company.

Click each category below for further details!

BUSINESS ENVIRONMENT
Amarillo, Texas
Baton Rouge, Louisiana
Decatur/Macon, Illinois
Devens, Massachusetts
Elk Grove, Illinois
Hesperia, California
La Junta, Colorado
San Bernardino, California
Village of Huntley, Illinois
Virginia Beach, Virginia

EMERGING CITIES
Birmingham, Alabama
Boston, Massachusetts
Detroit, Michigan
Fayetteville, Arkansas
Grand Rapids, Michigan
Norfolk, Virginia
Raleigh, North Carolina
Salt Lake City, Utah
St. Paul, Minnesota
Sugar Land, Texas

EMPLOYEE FRIENDLY
Bozeman, Montana
Flagstaff, Arizona
Knoxville, Tennessee
Little Rock, Arksansas
Odessa, Texas
Sacramento, California
San Diego, California
Tulsa, Oklahoma
Windsor, Connecticut
Youngstown, Ohio

EXPORT ASSISTANCE
Beaverton, Oregon
Brownsville, Texas
Fort Lauderdale, Florida
Frankfort, Kentucky
Newark, New Jersey
Oklahoma City, Oklahoma
San Antonio, Texas
Topeka, Kansas
Tucson, Arizona
Washington, D.C.

GLOBAL VIBE
Atlanta, Georgia
Cambridge, Massachusetts
Charlotte, North Carolina
Chicago, Illinois
Cleveland, Ohio
El Paso, Texas
Irvine, California
Oakland, California
Tacoma, Washington
Tampa, Florida

INNOVATIVE
Austin, Texas
Corpus Christi, Texas
Houston, Texas
Las Vegas, Nevada
Madison, Wisconsin
Minneapolis, Minnesota
Portland, Oregon
Reno, Nevada
San Jose, California
Seattle, Washington

LOGISTICS INFRASTRUCTURE
Jacksonville, Florida
Los Angeles, California
Louisville, Kentucky
Memphis, Tennessee
Miami, Florida
New Orleans, Louisiana
Orangeburg, South Carolina
Peoria, Illinois
Savannah, Georgia
St. Louis, Missouri

PROXIMITY TO UNIVERSITIES
Ann Arbor, Michigan
Baltimore, Maryland
Columbus, Ohio
Dayton, Ohio
Fort Worth, Texas
Indianapolis, Indiana
Marietta, Georgia
Philadelphia, Pennsylvania
Phoenix, Arizona
Worcester, Massachusetts

SITE SELECTION ASSISTANCE
Akron, Ohio
Boise, Idaho
Cheyenne, Wyoming
Columbus, Georgia
Denver, Colorado
Dublin, Ohio
Omaha, Nebraska
Riverside, California
Waxahachie, Texas
Westerville, Ohio

SKILLED WORKFORCE
Albuquerque, New Mexico
Erie, Colorado
Kansas City, Missouri
Lubbock, Texas
Mobile, Alabama
Orlando, Florida
Port Arthur, Texas
San Francisco, California
Warwick, Rhode Island
Wichita, Kansas

POLA, Shanghai Cooperate on ‘Shore Power’ Use

Los Angeles, CA – The Port of Los Angeles and the Port of Shanghai have signed a formal agreement to exchange information, technical expertise and best practices to expand use of shore power at the Port of Shanghai.

Chris Cannon, Director of Environmental Management for the Port of Los Angeles, signed the EcoPartnership Statement of Intent in Beijing with Director-General Jianping Sun of the Shanghai Municipal Transportation Commission (SMTC).

The Commission, which oversees the Port of Shanghai, said the EcoPartnership builds on the collaborative work of the two ports to advance sustainable practices throughout the maritime industry, including creation of the Pacific Ports Clean Air Collaborative in 2006.

The US-China EcoPartnership Program advances the goals of the Ten-Year Framework for Cooperation on Energy and the Environment established in 2008. The Los Angeles-Shanghai agreement is one of six new EcoPartnerships signed today, adding to 24 partnerships previously created under the Framework to foster collaboration on electricity, water, air, transportation, wetlands, nature reserves and protected areas, and energy efficiency.

Specifically, the Port of Los Angeles will share knowledge with the Port of Shanghai on topics that include regulations, rules, standards, policies, electricity rates and incentive programs to promote shore power. Los Angeles’ technical expertise and more than a decade of experience will help Shanghai build on its pilot program at selected large container terminals or cruise terminals in Shanghai.

The parties will begin by developing a plan within the next 30 days to implement the three-year initiative.

“Ensuring consistent equipment and practices will accelerate emission reductions at both ports. Uniform standards and compatible infrastructure that allow ocean carriers to maximize their investment in clean ships could lead to green shipping routes that increase trade at both ports,” according to a statement issued by the Port of Los Angeles.

Shore power – also called “Alternative Maritime Power,” or AMP – allows ships at berth to turn off auxiliary engines and run on clean energy to power vital onboard systems. Ports must have the necessary infrastructure and ships must be equipped to connect to shore-side power sources.

Plugging into shore-side electricity reduces engine emissions of diesel particulate matter (DPM), nitrogen oxides (NOx) and sulfur oxides (SOx) by up to 95 percent per vessel call, the port said.

07/17/2014

No Work Disruptions at West Coast Ports, Say PMA, ILWU

Los Angeles, CA – Despite the failure to hammer out a contract by today’s 5:00 p.m. PST deadline, the Pacific Maritime Association (PMA)  and the International Longshore and Warehouse Union (ILWU) have announced that there will be no disruption of cargo handling activity at 29 ports from Tacoma to San Diego.

Both the PMA and the ILWU issued a joint statement saying that, “While there will be no contract extension, cargo will keep moving and normal operations will continue at the ports until an agreement can be reached.”

The PMA represents terminal operators and ocean carriers with the ILWU representing the 20,000 longshoremen that work the docks at what are some of the busiest container ports in the country.

Both sides, the statement said, “understand the strategic importance of the ports to the local, regional and US economies, and are mindful of the need to finalize a new coast-wide contract as soon as possible to ensure continuing confidence in the West Coast ports and avoid any disruption to the jobs and commerce they support.”

It’s not unusual for PMA-ILWU negotiations at West Coast ports to extend beyond the contract expiration date. The current round of negotiations could stretch through to the end of this month.

“The negotiators will keep negotiating, the workers will keep working,” said Craig Merrilees, spokesman for the ILWU last week. In 2002, a breakdown in negotiations resulted in a 10-day lockout at West Coast ports that resulted in an 11-day port shutdown that analysts said cost the US economy $1 billion a day and disrupted supply chains for six months.

7/01/2014

Secrecy of ILWU, PMA Contract Talks Blasted

Los Angeles, CA – The Pacific Maritime Association (PMA) and the International Longshore & Warehouse Union (ILWU) should “part the curtain of secrecy surrounding their contract negotiations,” according to Los Angeles Chamber of Commerce President and CEO Gary Toebben.

The deadline for reaching agreement on a new labor contract governing America’s 29 West Coast ports passed at 5 p.m. PST this afternoon “and the scant amount of insight or information on the future status of a new contract worries many,” he said.

Toebben made his comments in an editorial for the Los Angeles Daily News published on the paper’s website  just a few hours before the contract deadline expired.

The last public statement on the progress of the talks was made on June 4 when the negotiations were described as “positive” by the leadership of both the PMA and the ILWU.

“About 12.5 percent of the US GDP currently flows through the ports, and 9.2 million jobs across America — including 3.7 million in California alone — depend on the efficient flow of goods on and off the docks,” he wrote.

“Industries spanning agriculture to manufacturing, from autos to electronics, and across all sectors of retail are currently scampering to implement contingency plans given that neither a new contract nor a contract extension has been announced, he said.”

Both the PMA, which represents the terminal operators and shipping companies, and the ILWU, which represents the 20,000 dock workers at the ports in California, Oregon and Washington, he said “are staying tight-lipped about the talks that have been ongoing for two months.”

It has been widely reported, Toebben added, “that rising health care costs are a major sticking point, given that the longshoremen, retirees and their families enjoy one of the most envied health care plans available in America today, with unlimited coverage at little or no cost.”

Also, he said, “it’s also understood that West Coast ports have been leaking market share for the past decade or more, as competing ports on America’s East and Gulf coasts have been lowering costs, improving performance and building infrastructure to attract greater shipping volumes. Global manufacturing patterns too are shifting, putting more origination points closer to East and Gulf coast destinations.”

Decrying the loss of cargo marketshare, Toebben said, “Suddenly, the West Coast is not the monopoly it used to be — and current lack of an agreement or extension only hastens shippers’ efforts to further diversify their transportation networks. In Southern California, the information ‘blackout’ by PMA and ILWU only fuels the worries of employees, families, politicians, communities and businesses small and large, who together wonder if we’ll see a repeat of 2002’s billion-dollar-per-day coast-wide shut down.”

Information, he charges, “is limited, but the questions aren’t – how close are the parties to reaching a new contract?; what issues have already been fully resolved, and which still remain?; will an extension be formalized to assuage concerns while talks continue?; will the union engage in work slowdowns if an extension can’t be signed?; and, can the ports continue to operate efficiently, with everyday issues and grievances resolved amicably, without an extension?

“Given the critical importance of the ports in today’s local and regional economies, and for the sake of the millions of people who depend on the uninterrupted flow of goods in and out of America,” Toebben concluded. “Such transparency is essential, especially given what is at stake now — and for years to come.”

07/01/2014

 

Deadline Nears for West Coast Dock Contract

San Francisco, CA – Negotiations between the Pacific Maritime Association (PMA) and the International Longshoremen and Warehouse Union (ILWU) continue as the clock ticks down to midnight, June 30 – the deadline when the current contract between West Coast dock workers and ocean terminal operators expires.

The month-long negotiations cover a contract that would frame the work of more than 14,000 dock workers at 79 ocean terminals at 29 US West Coast load centers, including the major container ports of Los Angeles, Long Beach, Oakland, Portland, Seattle and Tacoma.

If no contract has been agreed to by the July 1 deadline, both the PMA, which represents the terminal operators, and the ILWU could agree to extend the existing agreement into July, but there is no guarantee as past contract negotiations between the two groups have historically been contentious.

In 2002, negotiations got so ugly that President George W. Bush had to invoke the Taft-Hartley Act to end an 11-day shutdown of US West Coast ports, citing the port’s’ operations as ”vital to our economy and to our military.”

A study by the University of California at Berkeley that year estimated that total cost of shutting down the West Coast ports was about $2 billion a day in lost business and tax revenue from sales and wages. The strike also created a backlog of cargo that took weeks to alleviate.

The 2002 shutdown forced ocean carriers to divert cargo to ports in British Columbia and along the US Gulf and East Coasts, and compel manufacturers, importers and exporters across the country to re-configure critical supply chain and production schedules.

Traditionally the ILWU-PMA contract covers three years. But after the 2002 lockout, a six-year contract was instituted as a way of ensuring labor stability for a longer time.

The six-year duration was renewed again in 2008 as the economy was struggling and stability was again a priority. In the current negotiations, the three-year term is again back on the table.

Industry Concerns Deepen

A number of national, private-sector industry groups have communicated their growing concern that the negotiations come to a successful conclusion prior to the contract’s expiration date.

The West Coast ports are critical not only to our members, but to any business, manufacturer, farmer or anyone that relies on imports and exports for their business,” stated Jon Gold, who oversees transportation issues for the giant National Retail Federation.

Bruce Carlton, president of the National Industrial Transportation League (NITL), said during a recent press conference that  unhindered operations at US West Coast ports are “a big deal for everybody. So much of what we buy and sell in this country moves through those ports.”

The Agriculture Transportation Coalition in Washington, DC, released an “open letter” to ILWU President Robert McEllrath, and James McKenna, PMA president & CEO.

“There is nothing that we produce in agriculture and forest products in the United States, that cannot be sourced somewhere else in the world,” the letter stated. “If we cannot deliver dependably and affordably, our foreign customers will simply shift their sourcing to other countries.”

06/19/2014