"We’re going to clean this up,” Gene Seroka, Los Angeles executive director, told a dinner meeting of the Harbor Transportation Club Tuesday. “Yes, we have issues. We’re shooting ourselves in the foot, but we also have potential,” said Mario Cordero, Long Beach executive director.
The Pacific Merchant Shipping Association (PMSA) reported Wednesday that the average container dwell time in November in Los Angeles-Long Beach was 3.5 days, compared with about 2.5 days last spring. Some 13 percent of the containers had dwell times of five days or longer, compared with about 5 percent last spring. “Terminals rely on containers getting picked up in a timely manner in order to handle more containers efficiently,” said Jessica Alvarenga, PMSA’s manager of government affairs. She said it is “absolutely critical” that container dwell times be reduced to the normal level of less than three days.
SUMMARY: Freight railroads in the United States are the best in the world and are a crucial national economic resource. Every year, railroads save consumers billions of dollars while reducing energy consumption and pollution, lowering greenhouse gas emissions, cutting highway gridlock, and reducing the high costs to taxpayers of highway construction and maintenance. They also have a tremendous broader economic impact: in 2017 alone, America’s major freight railroads supported 1.1 million jobs, nearly $219 billion in output, and $71 billion in wages across the U.S. economy. In addition, millions of Americans work for firms that are much more competitive in a tough global economy thanks to the affordability and productivity of America’s freight railroads.
Average Container ship size for “calls” in North America in the 1st Quarter of 2017 was 1551 TEUs.
Behemoths of more than 10,000 TEU are increasingly common in ports worldwide.
The amount of cargo discharged at terminals around the world is on the rise as more high-capacity ships enter the global market, further increasing pressure on the processes and infrastructure of container terminal operators.
We believe our port will likely be able to handle ships up to 6,000 TEUs. That is in the “goldilocks” size for productivity. Megaships are less efficient when at docks, but more efficient in transit.
The mega-ship OOCL Hong Kong arrives in the Port of Rotterdam. Photo credit: Shutterstock.com
Quayside productivity is weaker on mega-ships, compared with midsize vessels, according to analysis of aggregated 2017 performance data from a selection of the world’s largest container ports.