Port Metro Vancouver began a public consultation regarding the Deltaport Terminal, Road and Rail Improvement Project. Starting in November and until January 6, 2012 the port authority will be providing opportunities for input from communities, stakeholders and the public through a number of multi-stakeholder meetings, open houses and an online feedback form.
The Deltaport Terminal, Road and Rail Improvement Project is a series of improvements to the existing Deltaport Terminal at Roberts Bank in Delta. As an upgrade to existing infrastructure, Port Metro Vancouver has identified the project as the most efficient and cost-effective way to increase container capacity at Deltaport – by 600,000 TEUs (twenty-foot equivalent unit containers) to 2.4 million TEUs.
The project is seen as having low potential for environmental effects as it would be achieved mostly within the existing terminal, road and rail footprint, with no marine works.
Container traffic through the Gateway is expected to double over the next 10 to 15 years and nearly triple by 2030. Preliminary container traffic projections demonstrate that existing container capacity on BC's West Coast will become constrained as early as 2015, requiring additional capacity.
The project includes the construction of an overpass on the existing Roberts Bank causeway to separate road and rail traffic, the reconfiguration of intermodal yard rail track and the addition of container handling equipment at Deltaport, the addition of rail track within the existing railway corridor and a portion adjacent agricultural land, and road improvements facilitate the movement and control of container trucks.
The estimated total project construction duration from award of contract through to commissioning of major equipment is approximately 2.5 years.
Information on the consultation is available on Port Metro Vancouver's website.
Wednesday, November 30, 2011
Canada westbound transpacific lines announce general rate increases
Container shipping lines in the Canada Westbound Transpacific Stabilization Agreement (CWTSA) announced rate increases to be implemented in the new year.
For refrigerated cargoes, effective January 15, 2012, rates will be raised on all refrigerated commodities by US$240 per 20' container (TEU), US$300 per 40' container (FEU from all Canadian origin ports and IPI points to all destinations.
For dry cargoes, effective February 1, 2012, the member lines will raise rates on all dry commodities by US$160 per 20' container (TEU), US$200 per 40' container (FEU from all Canadian origin ports and IPI points to all destinations.
CWTSA is a discussion forum of 8 major container shipping lines serving the trade from ports and inland points in Canada to destinations throughout Asia.
The CWTSA Member Lines are:
American President Lines (APL)
COSCO
Evergreen
Hapag Lloyd
Hyundai Merchant Marine
K-Line
Nippon Yusen Kaishen (NYK Line)
Orient Overseas Container Line (OOCL)
For refrigerated cargoes, effective January 15, 2012, rates will be raised on all refrigerated commodities by US$240 per 20' container (TEU), US$300 per 40' container (FEU from all Canadian origin ports and IPI points to all destinations.
For dry cargoes, effective February 1, 2012, the member lines will raise rates on all dry commodities by US$160 per 20' container (TEU), US$200 per 40' container (FEU from all Canadian origin ports and IPI points to all destinations.
CWTSA is a discussion forum of 8 major container shipping lines serving the trade from ports and inland points in Canada to destinations throughout Asia.
The CWTSA Member Lines are:
American President Lines (APL)
COSCO
Evergreen
Hapag Lloyd
Hyundai Merchant Marine
K-Line
Nippon Yusen Kaishen (NYK Line)
Orient Overseas Container Line (OOCL)
Tuesday, November 22, 2011
Cargo crime tends to increase during holiday periods
Holiday weekends are notorious for high volumes of cargo theft activity, especially at terminals and drop yards where loaded trailers are parked for long periods of time. This amplifies the need for logistics professionals to ensure their security protocols are up to date and in line with industry best practices.
Last year, FreightWatch reported that cargo crime increases by 28% over holiday periods and that Thanksgiving weekend recorded the most cargo theft activity of all holiday periods in the United States (Click Here to see report).
FreightWatch reminds shippers, manufacturers and transportation companies that they must remain aware of the increased security risks during the upcoming Thanksgiving weekend. Long holidays provide provide criminals with excellent opportunities to target, steal and transport goods to their storage locations before the product is even discovered missing.
Additionally, holidays can cause long delays for drivers attempting to deliver loads. These delays will increase the risk to drivers and loads in-transit by leaving them vulnerable for longer periods of time.
FreightWatch recommends that drivers remain vigilant.
Last year, FreightWatch reported that cargo crime increases by 28% over holiday periods and that Thanksgiving weekend recorded the most cargo theft activity of all holiday periods in the United States (Click Here to see report).
FreightWatch reminds shippers, manufacturers and transportation companies that they must remain aware of the increased security risks during the upcoming Thanksgiving weekend. Long holidays provide provide criminals with excellent opportunities to target, steal and transport goods to their storage locations before the product is even discovered missing.
Additionally, holidays can cause long delays for drivers attempting to deliver loads. These delays will increase the risk to drivers and loads in-transit by leaving them vulnerable for longer periods of time.
FreightWatch recommends that drivers remain vigilant.
Monday, August 1, 2011
Many small businesses find exporting too complicated
According to a report by the Canadian Federation Of Independent Business (CFIB) the number one obstacle in cross-border trade for smaller companies in Canada and the United States relates to the complexity of the process and its related paperwork.
A CFIA report titled "Border Barriers: SMEs' experience with cross-border trade" finds that the common thread in the problems faced by small business is the varying requirements of government agencies.
The report's authors interviewed 12 small business owners: eight Canadian and four American.
The data shows the common thread in the problems faced by small business is the varying requirements of government agencies and complicated rules and regulations. "And, although the requirements of any one entity may not be unreasonable, it is the combined effects that impede SME participation in cross-border trade," said CFIB vice president, national affairs, Corinne Pohlmann.
"Simple measures, such as providing information in plain language, making information sources readily accessible and easy to find, providing contact information (email/telephone) to respond to questions and creating a one-stop web portal with trade and border information specific to SMEs, will help address some of these issues," said Pohlmann.
A CFIA report titled "Border Barriers: SMEs' experience with cross-border trade" finds that the common thread in the problems faced by small business is the varying requirements of government agencies.
The report's authors interviewed 12 small business owners: eight Canadian and four American.
The data shows the common thread in the problems faced by small business is the varying requirements of government agencies and complicated rules and regulations. "And, although the requirements of any one entity may not be unreasonable, it is the combined effects that impede SME participation in cross-border trade," said CFIB vice president, national affairs, Corinne Pohlmann.
"Simple measures, such as providing information in plain language, making information sources readily accessible and easy to find, providing contact information (email/telephone) to respond to questions and creating a one-stop web portal with trade and border information specific to SMEs, will help address some of these issues," said Pohlmann.
Wednesday, July 20, 2011
Trade facilitation should be part of multilateral trade negotiations says business group
The International Maritime Organization (IMO) adopted mandatory measures to reduce emissions of greenhouse gases from international shipping at a meeting las week at IMO Headquarters in London. The measures are the first ever mandatory global greenhouse gas reduction regime for an international industry sector.
The newly adopted Energy Efficiency Design Index (EEDI) sets technical standards for improving the energy efficiency of certain categories of new ships which will, in turn, lead to less CO2 emissions, an approximate reduction of 25-30% by 2030.
The EEDI will become mandatory in 2015, and will require a minimum energy efficiency level for different ship types and sizes. The EEDI will be applied to the largest segments of the world merchant fleet, and is expected to cover as much as 70% of emissions from new ships.
A ships' CO2 emissions are directly proportional to its fuel consumption, with, on average, 3.1 tonnes of CO2 being released from each tonne of fuel burnt. The EEDI will require, in the first phase (2015-2019) an efficiency improvement of 10% and will be tightened every five years, to keep pace with technological development and reduction measures. Through its decision today, the IMO has set reduction rates until the period 2025 to 2030 when a 30% reduction in energy consumption is mandated for most ship types calculated from a baseline representing the average efficiency for ships built between 1999 and 2009.
The newly adopted Energy Efficiency Design Index (EEDI) sets technical standards for improving the energy efficiency of certain categories of new ships which will, in turn, lead to less CO2 emissions, an approximate reduction of 25-30% by 2030.
The EEDI will become mandatory in 2015, and will require a minimum energy efficiency level for different ship types and sizes. The EEDI will be applied to the largest segments of the world merchant fleet, and is expected to cover as much as 70% of emissions from new ships.
A ships' CO2 emissions are directly proportional to its fuel consumption, with, on average, 3.1 tonnes of CO2 being released from each tonne of fuel burnt. The EEDI will require, in the first phase (2015-2019) an efficiency improvement of 10% and will be tightened every five years, to keep pace with technological development and reduction measures. Through its decision today, the IMO has set reduction rates until the period 2025 to 2030 when a 30% reduction in energy consumption is mandated for most ship types calculated from a baseline representing the average efficiency for ships built between 1999 and 2009.
Tuesday, July 19, 2011
IMO adopts mandatory energy efficiency measures for international ocean shipping
The International Maritime Organization (IMO) adopted mandatory measures to reduce emissions of greenhouse gases from international shipping at a meeting las week at IMO Headquarters in London. The measures are the first ever mandatory global greenhouse gas reduction regime for an international industry sector.
The newly adopted Energy Efficiency Design Index (EEDI) sets technical standards for improving the energy efficiency of certain categories of new ships which will, in turn, lead to less CO2 emissions, an approximate reduction of 25-30% by 2030.
The EEDI will become mandatory in 2015, and will require a minimum energy efficiency level for different ship types and sizes. The EEDI will be applied to the largest segments of the world merchant fleet, and is expected to cover as much as 70% of emissions from new ships.
A ships' CO2 emissions are directly proportional to its fuel consumption, with, on average, 3.1 tonnes of CO2 being released from each tonne of fuel burnt. The EEDI will require, in the first phase (2015-2019) an efficiency improvement of 10% and will be tightened every five years, to keep pace with technological development and reduction measures. Through its decision today, the IMO has set reduction rates until the period 2025 to 2030 when a 30% reduction in energy consumption is mandated for most ship types calculated from a baseline representing the average efficiency for ships built between 1999 and 2009.
The newly adopted Energy Efficiency Design Index (EEDI) sets technical standards for improving the energy efficiency of certain categories of new ships which will, in turn, lead to less CO2 emissions, an approximate reduction of 25-30% by 2030.
The EEDI will become mandatory in 2015, and will require a minimum energy efficiency level for different ship types and sizes. The EEDI will be applied to the largest segments of the world merchant fleet, and is expected to cover as much as 70% of emissions from new ships.
A ships' CO2 emissions are directly proportional to its fuel consumption, with, on average, 3.1 tonnes of CO2 being released from each tonne of fuel burnt. The EEDI will require, in the first phase (2015-2019) an efficiency improvement of 10% and will be tightened every five years, to keep pace with technological development and reduction measures. Through its decision today, the IMO has set reduction rates until the period 2025 to 2030 when a 30% reduction in energy consumption is mandated for most ship types calculated from a baseline representing the average efficiency for ships built between 1999 and 2009.
Wednesday, June 15, 2011
Container shipping lines have put almost all ships back in service
According to Alphaliner the idle container ship fleet has reached its lowest levels since August 2008 and it now approaches regular pre-crisis levels.
At the beginning of this month, the Paris-based data gathering company recorded only 63 ships - for 80,000 TEU - as idle. This figure is expected to reduce by a further 20,000 TEU in the coming weeks.
Is is reported that the number of ships of above 1,000 TEU in long-term lay up has shrunk to less than 15 units, including a handful of mothballed US-flagged ships.
High demand for container ships in the first half of this year reduced the idle fleet but the outlook remains uncertain: Low utilisation levels on a number of key routes and insufficient freight rates could force carriers to scale back deployed capacity later in the year.
Alphaliner says there have been moves by a few carriers to cut down capacity in the last two months but the vast majority of carriers continued to bring new capacity into the market. Out of 32 main carriers surveyed by Alphaliner, 27 carriers added capacity over the last twelve months while only five carriers reduced their operated capacity.
At the beginning of this month, the Paris-based data gathering company recorded only 63 ships - for 80,000 TEU - as idle. This figure is expected to reduce by a further 20,000 TEU in the coming weeks.
Is is reported that the number of ships of above 1,000 TEU in long-term lay up has shrunk to less than 15 units, including a handful of mothballed US-flagged ships.
High demand for container ships in the first half of this year reduced the idle fleet but the outlook remains uncertain: Low utilisation levels on a number of key routes and insufficient freight rates could force carriers to scale back deployed capacity later in the year.
Alphaliner says there have been moves by a few carriers to cut down capacity in the last two months but the vast majority of carriers continued to bring new capacity into the market. Out of 32 main carriers surveyed by Alphaliner, 27 carriers added capacity over the last twelve months while only five carriers reduced their operated capacity.
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