Profiles of Top U.S. Agricultural Ports
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Made in LOUISIANA from Spacecraft to Submarines, Made in Louisiana Means Quality Manufacturing
Q3 & Q4 2011 Made in LOUISIANA From spacecraft to submarines, Made in Louisiana means quality manufacturing View the new GAMELOFT PICKS LA LA NAMED STATE OF and enhanced EQ for iPad FOR NEW STUDIO the Year (aGain) inside 12 letter from Secretary Moret 2011 Recap 4 Louisiana’s Economic Momentum Economic Update 6 round the world, “Made in Louisiana” means quality and The State Of Louisiana’s Economy innovation across a surprisingly broad array of products. From remotely operated, underwater vehicles that navigate new depths of the sea to spacecraft and satellite-enabled mobile Small Business Spotlight 10 communication devices, Louisiana companies are creating leading iSeatz Technology Powers 23 products of today and tomorrow. In this issue of EQ, we will provide Clients Around The World you with a sense of the scope of our engineered world. At the same time, we continue to maintain an impressive list of project wins that demonstrate why Louisiana continues to be more competitive in Behind The Scenes 12 the manufacturing world and in the global competition for quality LED FastStart™ Sways business investment. Major Manufacturer In this issue you also will learn how Louisiana’s customized workforce and training program, LED FastStart™, has impacted Momentum Louisiana 16 new and expanding facilities with its world-class recruitment, 15 Companies Say ‘Yes’ To Louisiana screening, training and leadership solutions. In addition, Louisiana’s 26 community and technical colleges are answering the manufacturing world’s need for process technicians through a model program. We Innovation Spotlight 24 also feature Louisiana’s port system – the largest in the world. -
Regulatory Issues in International Martime Transport
Organisation de Coopération et de Développement Economiques Organisation for Economic Co-operation and Development __________________________________________________________________________________________ Or. Eng. DIRECTORATE FOR SCIENCE, TECHNOLOGY AND INDUSTRY DIVISION OF TRANSPORT REGULATORY ISSUES IN INTERNATIONAL MARTIME TRANSPORT Contact: Mr. Wolfgang Hübner, Head of the Division of Transport, DSTI, Tel: (33 1) 45 24 91 32 ; Fax: (33 1) 45 24 93 86 ; Internet: [email protected] Or. Eng. Or. Document complet disponible sur OLIS dans son format d’origine Complete document available on OLIS in its original format 1 Summary This report focuses on regulations governing international liner and bulk shipping. Both modes are closely linked to international trade, deriving from it their growth. Also, as a service industry to trade international shipping, which is by far the main mode of international transport of goods, has facilitated international trade and has contributed to its expansion. Total seaborne trade volume was estimated by UNCTAD to have reached 5330 million metric tons in 2000. The report discusses the web of regulatory measures that surround these two segments of the shipping industry, and which have a considerable impact on its performance. As well as reviewing administrative regulations to judge whether they meet their intended objectives efficiently and effectively, the report examines all those aspects of economic regulations that restrict entry, exit, pricing and normal commercial practices, including different forms of business organisation. However, those regulatory elements that cover competition policy as applied to liner shipping will be dealt with in a separate study to be undertaken by the OECD Secretariat Many measures that apply to maritime transport services are not part of a regulatory framework but constitute commercial practices of market operators. -
Texas U.S. Ports of Entry
Texas U.S. Ports of Entry www.BusinessInTexas.com TEXAS PORTS OF ENTRY Overview U.S. Ports of Entry Ports of Entry are officially designated areas at U.S. For current or further information on U.S. and Texas land borders, seaports, and airports which are ports, check the CBP website at approved by U.S. Customs and Border Protection www.cbp.gov/border-security/ports-entry or contact (CBP). There are 328 official ports of entry in the the CBP at: U.S. and 13 preclearance offices in Canada and the Caribbean. 1300 Pennsylvania Avenue, N.W. Washington, D.C. 20229 Port personnel are the face at the border for most Inquiries (877) 227-5511 cargo and visitors entering the United States. At International Callers (202)325-8000 Ports, CBP officers or Port employees accept entries of merchandise, clear passengers, collect duties, Texas Ports of Entry enforce the import and export laws and regulations of the U.S. federal government, and conduct Texas currently has 29 official U.S. ports of entry, immigration policy and programs. Ports also perform more than any other state, according to the CBP agriculture inspections to protect the nation from website. The map below provides details. potential carriers of animal and plant pests or diseases that could cause serious damage to the Information on the Texas ports of entry follows, in nation's crops, livestock, pets, and the environment. alphabetical order, in the next section. U.S. Ports of Entry In Texas 1 TEXAS PORTS OF ENTRY Texas Ports of Entry P ort of Entry: Addison Airport Port Information Port Code: 5584 Port Type: User Fee Airport Location Address: 4300 Westgrove Addison, TX 75001 General Phone: (469) 737-6913 General Fax: (469) 737-5246 Operational Hours: 8:30 AM-5:00 PM (Central) Weekdays (Monday-Friday) Brokers: View List Directions to Port Office DFW Airport: Take hwy 114 to Addison Airport Press Office Field Office Name: Houston Location Houston, TX Address: 2323 S. -
On May 15, 1967; And
RESOLUTION NO. 2854 A RESOLUTION of the Port Commission of the Port of Seattle Celebrating the 15th Anniversary of the Sister-Port Affiliation Between the Port of Kobe and the Port of Seattle WHEREAS, Resolution No. 2258 creating the Port of Kobe and Port of Seattle Sister Port Affiliation was adopted by the Port Commission of the Port of Seattle and signed by President Merle D. Adlum of the Port of Seattle Commission on May 15, 1967; and WHEREAS, the friendly and mutually rewarding relationship between the Port of Kobe and the Port of Seattle has continued to deepen and become increasingly meaningful; and WHEREAS, the exchange of marketing and trade information, the sharing of modem transportation and distribution technologies, and the hospitality shown visiting trade delegations have facilitated the continued development of interna- tional commerce between the City of Kobe and the City of Seattle; and WHEREAS, as evidenced by the celebration of the 25th anniversary of the sister city relationship between the City of Kobe, Japan and the City of Seattle, Washington, U.S.A., there is an enduring friendship between the peoples of Kobe and Seattle; and WHEREAS, a delegation representing the Port of Seattle is visiting Kobe in May, 1982 to honor the 15th anniversary of their Sister Port relationship; NOW, THEREFORE, be it resolved that the undersigned express their considerable pleasure and pride in noting the cordial friendship and the rewarding commercial relationship that has developed between the Port of Seattle and the Port of Kobe as a result of the action taken 15 years ago initiating the Sister Port Affiliation. -
Jasper Ocean Terminal Project Update
December 2020 December 2020 Environmental Impact Statement Project Update Introduction The U.S. Army Corps of Engineers Charleston District is preparing an Environmental Impact Statement to assess the potential impacts associated with the construction and operation of a new marine container terminal on the Savannah River by the Jasper Ocean Terminal Joint Venture, a partnership between the Georgia Ports Authority IN THIS ISSUE and the South Carolina Ports Authority. The JOT marine container terminal would be constructed on an approximately 1,500-acre site (an existing Dredged Material Containment Area) on the north bank of the Savannah River in Jasper County, South Carolina across the Savannah River from Elba Island in Chatham County, Georgia. Introduction ..................................1 The JOT would be a state-of-the-art marine container terminal to transfer containerized JOT Project Map .......................... 2 cargo between container ships, over-the-road trucks, and intermodal rail cars. The proposed JOT is required for the GPA and the SCPA to meet the current forecasted demand for additional containerized cargo for the Port of Savannah and the Port of Work Accomplished to Date Charleston through the Design Year 2055. for EIS ............................................ 3 Elements of the proposed JOT project would include: What’s New with JOT? ............... 3 Terminal Site Road & Rail Access Corridor Current Related Activities in • 12,500-foot long pile supported wharf • 4-lane divided highway to connect and a 210-foot wide -
The Rail Freight Challenge for Emerging Economies How to Regain Modal Share
The Rail Freight Challenge for Emerging Economies How to Regain Modal Share Bernard Aritua INTERNATIONAL DEVELOPMENT IN FOCUS INTERNATIONAL INTERNATIONAL DEVELOPMENT IN FOCUS The Rail Freight Challenge for Emerging Economies How to Regain Modal Share Bernard Aritua © 2019 International Bank for Reconstruction and Development / The World Bank 1818 H Street NW, Washington, DC 20433 Telephone: 202-473-1000; Internet: www.worldbank.org Some rights reserved 1 2 3 4 22 21 20 19 Books in this series are published to communicate the results of Bank research, analysis, and operational experience with the least possible delay. The extent of language editing varies from book to book. This work is a product of the staff of The World Bank with external contributions. The findings, interpre- tations, and conclusions expressed in this work do not necessarily reflect the views of The World Bank, its Board of Executive Directors, or the governments they represent. The World Bank does not guarantee the accuracy of the data included in this work. The boundaries, colors, denominations, and other information shown on any map in this work do not imply any judgment on the part of The World Bank concerning the legal status of any territory or the endorsement or acceptance of such boundaries. Nothing herein shall constitute or be considered to be a limitation upon or waiver of the privileges and immunities of The World Bank, all of which are specifically reserved. Rights and Permissions This work is available under the Creative Commons Attribution 3.0 IGO license (CC BY 3.0 IGO) http:// creativecommons.org/licenses/by/3.0/igo. -
Freight and Intermodal Transportation
C H A P T E R 5 FREIGHT AND INTERMODAL TRANSPORTATION FREIGHT AND INTERMOD AL TRANSPORTATION A region’s industry and employment characteristics play a large role in the freight composition. Glynn County is largely a service-driven economy. The private sector employs about 76 percent of residents, with manufacturing employing approximately six percent and services employing about 65 percent of Glynn County residents. Federal, state and local government employs about 24 percent of County residents1. As such, the County primarily consumes goods rather than produces them. Existing Freight Conditions In order to create a freight movement profile for Glynn County the Federal Highway Administration Freight Analysis Framework data was compiled to develop an approximate estimate of freight movements. A total of about 816,000 tons were inbound in 2012 valued at approximately $3.0 billion (primarily motorized vehicles from eastern Asia to Los Angeles and nonmetallic minerals from Europe to the Philadelphia, PA area), while outbound totaled approximately 954,000 tons valued at $2.3 billion (primarily motorized vehicles and newsprint/paper to Europe). There were approximately 142 million tons moving regional with an approximate value of over $63 billion. Trucks carried 95 percent of the total 141.9 million tons of freight flowing through the area, while rail carried five percent of the share. Water and intermodal modes carry less than one percent each. The dominance of truck is due to the mode’s flexibility in terms of being able to handle varying shipment sizes and ability to achieve door-to-door delivery virtually anywhere without making any additional mode transfers. -
Freight Services the Alaska Railroad (ARRC) Provides Seam- ARM Barge Move from Whittier to Anchorage Or Less Freight Operation Between Shipping Points in Fairbanks
Freight Services The Alaska Railroad (ARRC) provides seam- ARM barge move from Whittier to Anchorage or less freight operation between shipping points in Fairbanks. Barges also move railcar shipments the Lower 48 to many destinations in Alaska. Port to/from Alaska via Prince Rupert, interchanging facilities in Seattle, Whittier, Seward and Anchor- with Canadian National Railway (CN). The CN age provide crucial links between marine and land barge was discontinued in early spring 2021. transportation modes. Rail yards in Seward, Whit- tier, Anchorage and Fairbanks offer centralized • Trailers/Containers on Flat Cars — TOFC/ distribution hubs for other transportation modes. COFC moves north and south between Seward, Whittier, Anchorage and Fairbanks. Freight Revenue & Expense • Coal — Coal from Usibelli Coal Mine in Healy Freight is the Alaska Railroad’s bread-and- moves to the Fairbanks area for local markets. butter, typically generating more than half of operating revenues (excluding capital grants). In • Gravel — Seasonally (April – October) aggregate 2019, a more typical year, the railroad hauled 3.49 products move from the Matanuska-Susitna million tons of freight, generating 56% of operating Valley to Anchorage. revenues. In 2020, the COVID-19 pandemic dev- • Miscellaneous/In-state Local — Other freight astated ARRC’s passenger business and lowered includes specialty movements of very large or freight demand. As a result, ARRC hauled 2.8 mil- lion tons of freight, generating three-fourths (76%) oddly-shaped equipment and materials, as well of operating revenues. as in-state shipments of cement, scrap metal, Major lines of freight business include: military equipment and pipe. • Petroleum — Most petroleum products have While freight-hauling is a major revenue source, it also involves capital- and maintenance- moved from Anchorage to a fuel distribution intensive expense. -
Incorporating Lower Mississippi River Port Assets Into Emergency Preparedness and Response Initiatives
University of New Orleans ScholarWorks@UNO UNOTI Publications UNO Transportation Institute 2-2012 Incorporating Lower Mississippi River Port Assets into Emergency Preparedness and Response Initiatives James R. Amdal Merritt C. Becker, Jr. University of New Orleans Transportation Institute, [email protected] Jay Jayawardana Merritt C. Becker, Jr. University of New Orleans Transportation Institute Stanley L. Swigart Merritt C. Becker, Jr. University of New Orleans Transportation Institute Follow this and additional works at: https://scholarworks.uno.edu/unoti_pubs Part of the Policy Design, Analysis, and Evaluation Commons, and the Transportation Commons Recommended Citation Amdal, James R.; Jayawardana, Jay; and Swigart, Stanley L., "Incorporating Lower Mississippi River Port Assets into Emergency Preparedness and Response Initiatives" (2012). UNOTI Publications. Paper 1. https://scholarworks.uno.edu/unoti_pubs/1 This Report is brought to you for free and open access by the UNO Transportation Institute at ScholarWorks@UNO. It has been accepted for inclusion in UNOTI Publications by an authorized administrator of ScholarWorks@UNO. For more information, please contact [email protected]. Gulf Coast Research Center for Evacuation and Transportation Resiliency LSU / UNO University Transportation Center Incorporating Lower Mississippi River Port Assets into Emergency Preparedness and Response Initiatives Final Report: February 2012 James R. Amdal, Senior Fellow / Research Associate Dr. Jay Jayawardana (retired) Stanley L. Swigart, Research Associate Merritt C. Becker, Jr. UNO Transportation Institute Performing Organization Gulf Coast Research Center for Evacuation and Transportation Resiliency Merritt C. Becker Jr. University of New Orleans Transportation Institute New Orleans, LA Sponsoring Agency United States Department of Transportation Research and Innovative Technology Administration Incorporating Lower Mississippi River Port Assets into Emergency Preparedness and Response Initiatives GCCETR-11-07 by James R. -
Portlog Summer2015.Pdf
Economic Impact of the Port of South Louisiana Planning for the Future LSR’s State of the Art Facility CONTENTS PORT STAFF EXECUTIVE DIRECTOR Paul Aucoin DEPUTY DIRECTOR Roy Quezaire CHIEF OPERATING OFFICER Dale Hymel, Jr. DIRECTOR OF Cindy Martin ADMINISTRATION AIRPORT DIRECTOR Vincent Caire DIRECTOR OF BUSINESS Linda Prudhomme DEVELOPMENT EXECUTIVE COUNSEL Melissa Folse DIRECTOR OF FINANCE Grant Faucheux DIRECTOR OF Mitch Smith OPERATIONS DIRECTOR OF Tamara Kennedy HUMAN RESOURCES SPECIAL PROJECTS OFFICER Joel T. Chaisson DIRECTOR OF Lee “Buddy” Amedee TRADE DEVELOPMENT PORT OF SOUTH LOUISIANA 171 Belle Terre Blvd., P.O. Box 909 LaPlace, LA 70069-0909 www.portsl.com Phone: (985) 652-9278 | Fax: (504) 568-6270 GLOBALPLEX INTERMODAL TERMINAL Phone: (985) 652-9278 ASSOCIATED TERMINALS Phone: (985) 233-8500 The Port of South Louisiana is a member of the Ports Association of Louisiana. To become an associate member of PAL and to help further the maritime industry in Louisiana, please visit PAL’s web site at www.portsoflouisiana.org or call the PAL office at (225) 334-9040. PUBLISHED BY RENAISSANCE PUBLISHING LLC 2 DIRECTOR’S LOG 14 COMPANY PROFILE Louisiana Machinery Company supplies EDITOR Melanie Warner Spencer 3 OVERVIEW engines to vessels traversing the Gulf of Mexico and Mississippi River ART DIRECTOR Antoine Passelac 4 AROUND THE PORT SALES MANAGER Aimee Arceneaux Rudd 16 COMPANY PROFILE Godchaux-Henderson House project slated to give Bollinger Delivers the CGC Richard Dixon, Louisiana a sugar museum the 13th Fast Response Cutter To The USCG To advertise call Aimee at (504) 830-7240 6 WHAT’S NEW or email [email protected]. -
Using the Port of Jacksonville to Lower Your Cost to Market
® MAKING THE CASE FOR Using the Port of Jacksonville to Lower Your Cost to Market Situated within a day’s drive of 70+ million consumers, America’s logistics center is a place where shippers of all sizes and across all industries come to lower their cost to market and grow their enterprises. PEERLESS CONTENT CREATION JACKSONVILLE PORT AUTHORITY MAKING THE CASE USING THE PORT OF JACKSONVILLE TO LOWER YOUR COST TO MARKET It’s a Fact: Jacksonville is the Logistics Center of America RIVE INTO JACKSONVILLE, FLA., and you’ll probably notice a roadside sign that Dstates, “America’s Logistics Center.” Aptly named, this Florida city is positioned at the nation’s center when it comes to moving shipments from Point A to Point B. “This isn’t just propaganda; it’s a fact,” says Scott Lane, CIO at Jacksonville-based Beaver Street Fisheries, a wholesaler of seafood and meat that sells to mass discounters, grocers, distributors, food service companies, and restaurant chains. “Look at where Jacksonville is on the map, and we’re sitting here between two Class I railroads, three major highway systems, and a port that carries over 1.3 million TEUs of cargo annually.” Peel back JAXPORT’s layers a little further and you’ll find a robust logistics infrastructure that spans all modes of transportation, ocean carriers of all sizes, and third-party logistics (3PL) companies. “When you factor in the many 3PLs that are based here in Jacksonville,” says Lane, “our logistics footprint is clearly expansive.” Wanted: The Right Logistics Hub Many factors are taking a toll on shippers’ bottom lines: international tariffs, global competition, rising freight rates, fluctuating transportation capacity, and the need to fulfill customers’ orders at lightning speed. -
Cargo-Handling Equipment on Board and in Port
Unit 16 CARGO-HANDLING EQUIPMENT ON BOARD AND IN PORT Basic terms cargo-handling equipment front/side loader cargo gear van carrier handling facilities transtainer lifting gear container crane / portainer conveyor belt transit shed elevator warehouse pumping equipment cranes: derrick dockside crane, fork lift truck quay crane, mobile crane container crane straddle carrier gantry crane, tractor deck crane tug-master (ship’s) cargo gear The form of cargo-handling equipment employed is basically determined by the nature of the actual cargo and the type of packing used. The subject of handling facilities raises the important question of mechanization. BULK CARGO HANDLING EQUIPMENT So far as dry bulk cargoes are concerned, handling facilities may be in the form of power-propelled conveyor belts, usually fed at the landward end by a hopper (a very large container on legs) or grabs, which may be magnetic for handling ores, fixed to a high capacity travel1ing crane or travel1ing gantries. These gantries move not only parallel to the quay, but also run back for considerable distances, and so cover a large stacking area, and are able to plumb the ship's hold. These two types of equipment are suitable for handling coal and ores. In the case of bulk sugar or when the grab is also used, the sugar would be discharged into a hopper, feeding by gravity a railway wagon or road vehicle below. Elevators (US) or silos are normally associated with grain. They may be operated by pneumatic suction which sucks the grain out of the ship's hold. SHIP UNLOADERS FRONT LOADER BELT CONVEYOR HOPPER HOPPER SILO / ELEVATOR GRAB TYPE UNLOADERS LOADING BOOM LIQUID CARGO HANDLING EQUIPMENT The movement of liquid bulk cargo , crude oil and derivatives, from the tanker is undertaken by means of pipelines connected to the shore-based storage tanks.