DOCSLIB.ORG

2020 Container Forecast

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
2020 Container Forecast FINAL REPORT Long-Term Container Traffic Forecast, 2020-2060 Vancouver Fraser Port Authority #200203-04 October 2020 Contents SECTION CONTENT PAGE Executive Summary 3 1 Macro-Economic Trends and Container Port Demand to 2050 33 2 Competitive Developments at Ports & Terminals - Localised and Discretionary Markets 85 3 Trends in Container Shipping 133 4 North American Intermodalism & Cost Differentials 165 5 The Competitive Cost Structure for VFPA 196 2 6 Container Sector SWOT Analysis & Influencing Factors 219 7 Forecast Container Handling Volumes at VFPA Terminals 2020-2060 226 This report and the model are based upon the application of scientific principles and professional judgment to certain facts with resultant subjective interpretations. Professional judgments expressed herein are based on the currently available facts within the limits of the existing data, scope of work, budget and schedule. The report cannot, and makes no attempt to, anticipate all changes to those conditions and circumstances, which occur after its date of issue of the documentation provided. To the extent that more definitive conclusions are desired by the client than are warranted by the currently available facts, it is specifically our intent that the conclusions stated herein are intended as guidance and not necessarily as a firm course of action, except where explicitly stated as such. 3 Executive Summary The Long-Term Forecast Period is to 2050 - Robust but Flexible Approach Used To ensure better granularity, the container forecasts are generated on the basis of the shorter-term to 2030 and then adoption of specific scenarios for the period to 2050 - this reflects the need to better consider potential longer-term developments ▪ A series of container forecasts have been developed to 2050. Approach to the Forecasts Adopted ▪ A discontinuity is noted in the approach to forecasting. The model which has driven demand in the period since the mid-1990s has been based on globalisation. 2030+ ▪ More recently, the pace of economic development in East Asia has stimulated the To 2030 Scenario level of containerised exports, with this particularly focusing demand on Vancouver Based ▪ Given the long term perspective on demand that is the subject of this study, it is apparent that a simple (if modified) extrapolation of these trends will not provide an adequate picture of future demand levels. ▪ In order to accommodate possible developments a twin-track approach has been Open & developed: Globalisation Green - High ▪ To 2030 - continued globalization and Asian demand for both imports and exports 4 ▪ From 2030 to 2050 - specific and relevant scenarios are explored and applied, to Case better take into account potential much longer-term structural changes and potential Approach to Forecasts for VFPA Asian Status Quo - demand Base Case Share to Total North Share of Share to Share to Vancouver Vancouver America Pacific Pacific Pacific terminals & Prince volumes West Coast North West Gateway share Rupert Protectionist - Low Case Introduction to North America - Container Volumes by Key Regions of Interest Pacific Gateway remains a key component of the Pacific Northwest region and the wider North American container port market ▪ The Pacific Gateway region of Port of Vancouver and Prince Rupert compete with a Container Volumes by Region - Pacific Coast Split, 2000-2019 in ‘000 TEU range of different facilities in serving North American demand through various container trade routes, such as: 70,000 ▪ Transpacific routes to/from North East Asia – i.e. the Hong Kong-Japan range. 60,000 ▪ Transpacific routes to/from South East Asia – i.e. ASEAN range. 50,000 ▪ Other liner services connecting the Pacific West Coast with Europe and the Suez US Gulf 40,000 Canal routing from Asia to the East Coast of North America. East Coast ▪ The Pacific Northwest region to/from Europe via the Panama Canal, including the 30,000 Pacific South Panama Canal expansion which opened in 2016. 20,000 Pacific North ▪ Total PNW regional container demand increased from 4.77 million TEU in 2000 to 10,000 9.09 million TEU for 2019 - this confirms average growth of 3.5% per annum for this - period, with growth of 3.8% per annum for the more recent 2009-2019 period. 5 2019 2018 2017 2016 2015 2014 2013 2012 2011 2010 2009 2008 2007 2006 2005 2004 2003 2002 2001 2000 North American Container Volume Growth by Coast, 2000-2019 in ‘000 TEU Container Volumes at Ports in US PNW/Pacific Gateway, 2000-2019 in ‘000 TEU 35,000 10,000 30,000 9,000 Pacific North 8,000 Others 25,000 Pacific 7,000 Prince Rupert 20,000 Coast 6,000 15,000 5,000 East Coast 4,000 10,000 Vancouver 3,000 5,000 2,000 US Gulf Sea-Tac - 1,000 - 2019 2018 2017 2016 2015 2014 2013 2012 2011 2010 2009 2008 2007 2006 2005 2004 2003 2002 2001 2000 2019 2018 2017 2016 2015 2014 2013 2012 2011 2010 2009 2008 2007 2006 2005 2004 2003 2002 2001 2000 Container Volume Growth has Occurred in all Regions - Atlantic South & US Gulf Shares Up US Pacific South is the largest sub-region in North America, but its share of total container port market reduced from 37.5% in 1990 to 33.0% for 2019 - Atlantic South/Atlantic North benefitting from All-Water routes via Suez and Panama Canals ▪ All sub-region areas in North America have seen positive annual growth over the Summary of Long-Term Container Trends by Region, 2000-2019 period between 2000 and 2019. The Atlantic South and Atlantic North saw some of the higher growth over this period. This has largely been due to the emergence of more Region Volumes - Million TEU % Share All-Water services from Asia in the first decade of the 2000s, subsequently supported by the expansion of the Panama Canal (which also benefitted US Gulf Ports). 2000 2019 2000 2019 East Coast 55% Atlantic South 5.3 11.3 17.5% 18.8% port share Pacific North 4.8 9.1 16.0% 15.2% increased in 50% 2015 in Atlantic North 7.2 15.2 23.7% 25.6% anticipation of West Coast the new 45% Panama Canal East Coast US Pacific 11.3 19.7 38.0% 33.0% opening 40% South US Gulf 1.6 4.5 5.0% 7.5% 6 35% 2014 2015 2016 2017 2018 2019 ▪ The Pacific North region has seen its growth increase by around 4.0% per annum over Annual Container Growth by North American Sub-Port Region, 2000-2019 in % the period, though this was largely due to the emergence of Prince Rupert from 2007 and Vancouver’s ability to continue to improve its throughput (and develop 7.0% infrastructure to support the growth). 6.0% ▪ The Pacific North decline of just 0.8% is due to the lower than average growth at the 5.0% Sea-Tac complex, not the Pacific Gateway ports in Canada. 4.0% Key Conclusions: 3.0% 2.0% ▪ Despite some cargo shift and varying growth between sub-regions, still a substantial amount of container cargo moving through each of the “4 corners” 1.0% in North America 0.0% ▪ Important that the Pacific North decrease in share does not detract from the role US Pacific South Pacific North US Gulf Coast Atlantic South Altantic North of the Pacific Gateway area - ports from all regions compete for some of the exact same discretionary hinterland markets in North America Review of North American Macro-Economic Position and Relationship with Port Demand There has been long-term growth in both Canada and the US - the GFC caused a decline and it is assumed that the impact of COVID-19 will see a short-term fall in GDP development - the long-term fundamentals of container traffic to trade goods remains ▪ Container trade volumes (and port demand) are directly related to the overall volumes North America - Overall GDP Development from 1990 (index-linked) of traded goods – especially in the manufactured sector. This is particularly the case for cargoes imported into North America. 200.0 190.0 ▪ In addition, in the case of Vancouver, the important containerised export sector is driven by the pace of demand for primary goods in Asia and the developing Far East 180.0 markets. 170.0 160.0 ▪ The US economy declined sharply by around 3.8% between 2007 and 2009, due to 150.0 USA the GFC, although did rebound and continued to grow to 2019. The same general 140.0 Canada pattern was noted in Canada, but the decline was somewhat less severe, namely a 130.0 decline of 2.1%, as a result of strong commodity exports over the period. However, 120.0 since this drop both exports and imports have continued to improve. 110.0 ▪ The potential impact of COVID-19 is included in the 2020e figures, although these are, 100.0 2019 2018 2017 2016 2015 2014 2013 2012 2011 2010 2009 2008 2007 2006 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1995 1994 1993 1992 1991 7 of course, estimates prepared at the end of April 2020. 1990 2020e North America Trade Volume Development Since 1990 - Index-Linked 1990 1995 2000 2005 2010 2015 2016 2017 2018 2019 2020e Key Conclusions: US ▪ North American economies saw Exports 100 140 208 270 332 454 461 483 507 516 488 a decline due to the GFC and a similar fall is estimated for 2020 Imports 100 140 243 301 309 406 408 424 442 446 422 too Canada ▪ There was a continued growth in Exports 100 151 234 294 315 418 417 436 450 455 426 both exports and imports over the longer-term period for both Imports 100 135 202 235 260 338 340 342 354 364 341 Canada and the US - impacted by GFC in 2009 and now by COVID- 19 - albeit both relatively short- term Stability of Key Import & Export Commodities Moving via Pacific Gateway Ports Imports from Asia continue to be grouped in 6 main classifications, including household goods and for construction and vehicle industries - exports are also generally consistent, with forest products and grains (unsurprisingly) the leading items shipped to Asia ▪ The range of containerised commodities entering and leaving the Pacific gateway Containerised Imports by Commodity into Pacific Gateway Region, 2010 & 2019e region continues to be consistent: ▪ Imports - household goods, construction & materials and industrial, auto and 1000 vehicle parts are the leading volume commodities 800 ▪ Exports - lumber, woodpulp and speciality crops are the major volume goods 600 leaving Canada through this gateway.
Load more

Recommended publications
  • GREENTECH 2017! - ABC Recycling - Glencore There’S Less Than a Month Left to Green Marine’S Annual Conference, Greentech 2017
    MAY 2017 L’INFOLETTREGREEN DE MARINE L’ALLIANCE NEWSLETTER VERTE IN THIS ISSUE New participants: 3,2,1… GREENTECH 2017! - ABC Recycling - Glencore There’s less than a month left to Green Marine’s annual conference, GreenTech 2017. This year’s conference will - Port of Belledune be held at the Hyatt Regency Pier Sixty-Six in Fort Lauderdale, Florida, from May 30th to June 1st. Most of the New supporters: exhibition showroom booths have been sold, the sponsored events await delegates, and registration continues. - Clean Foundation Along with busily preparing for GreenTech 2017, the Green Marine team is compiling the environmental - Port Edward performance results of the program’s participants and putting the final touches to Green Marine Magazine. Both - Prince Rupert the results and the magazine will be unveiled at the conference. - Protected Seas Industry success stories: - Seaspan NEW MEMBERS - Port NOLA - Desgagnés - Port of Hueneme - CSL Group GREEN MARINE PROUDLY WELCOMES THREE NEW - Neptune Terminals Spotlight on partners & supporters PARTICIPANTS - Ocean Networks Canada - Hemmera The Belledune Port Authority was incorporated as a federal not-for-profit commercial port authority on Events March 29, 2000, pursuant to the Canada Marine Act. The Port of Belledune offers modern infrastructure and GreenTech 2017 equipment, including a barge terminal, a roll-on/roll-off terminal and a modular component fabrication facility. The #BragAboutIt Port of Belledune is a year-round, ice-free, deep-water port that offers efficient List of all Green Marine members stevedoring services. The port has ample outdoor terminal storage space and several indoor storage facilities – a definite competitive advantage for bulk, breakbulk and general cargo handling.
    [Show full text]
  • Port of Prince Rupert Delivers Another Record Year
    Port of Prince Rupert Delivers Another Record Year rupertport.com The Prince Rupert Port Authority (PRPA) announced today another record year in volume. A grand total of 29.9 million tonnes of cargo moved through the Port of Prince Rupert in 2019 – 12% more than the 26.7 million tonnes handled the previous year and the highest total volume to date for the Port. Supporting the overall positive trend was strong Follow the BCMEA performance at DP World’s Fairview Container Terminal with over 1.2 million TEUs at an increase on social media of 17% over 2018, the addition of propane volume through AltaGas’ Ridley Island Propane Export Terminal, and growth in coal handled at Ridley Terminal where cargo levels were up 18% over the previous year. (continued) We’re looking for your good news stories to share! Please submit to Grace Sullivan: [email protected] 500 – 349 Railway Street, Vancouver, British Columbia V6A 1A4 604.688.1155 www.bcmea.com January 16, 2020 The BCMEA Bulletin January 16, 2020 Port of Prince Rupert Delivers Another Record Year (continued) Northland Cruise Terminal also saw a year-over-year increase in passenger volumes of 35%, totalling over 12,400 visitors to Prince Rupert through cruise travel. “The Port of Prince Rupert’s consistent record-breaking annual volumes confirms the Port’s growing role in Canadian trade,” said Shaun Stevenson, President and CEO of the Prince Rupert Port Authority. “The Port of Prince Rupert has a reputation for offering strategic advantages to shippers. The 2019 volumes illustrate the growing market demand for the Prince Rupert gateway and further validates our plans for growth and expansion over the next several years.” PRPA’s latest economic impact study released in 2019 revealed that port-related growth has resulted in the Port of Prince Rupert handling approximately $50 billion in trade value annually and supports an estimated 3,600 direct supply-chain jobs in northern BC, $310 million in annual wages, and $125.5 million in annual government revenue.
    [Show full text]
  • Alternatives Analysis
    Alternatives Analysis BHP Proposed Grays Harbor Potash Export Facility Hoquiam, Washington 40600-HS-RPT-55047 Revision 2 17 June 2019 Submitted by WSP USA 33301 Ninth Avenue South, Suite 300 Federal Way, Washington 98003-2600 WA17.0202.00 ALTERNATIVES ANALYSIS BHP PROPOSED GRAYS HARBOR POTASH EXPORT FACILITY TABLE OF CONTENTS SECTION PAGE 1.0 INTRODUCTION .................................................................................................. 1 1.1 Proposed Facility Overview ............................................................................. 2 2.0 ALTERNATIVES ANALYSIS PROCESS ............................................................ 4 2.1 Section 404(b)(1) Background ......................................................................... 4 2.2 Analysis Process .............................................................................................. 4 3.0 PHASE 1 – NEED, PURPOSE, AND GEOGRAPHIC AREA............................... 6 3.1 Step 1: Project Need ......................................................................................... 6 3.2 Step 2: Basic Project Purpose and Water Dependency ................................. 7 3.2.1 Purpose ................................................................................................................. 7 3.2.2 Water Dependency ............................................................................................... 7 3.3 Step 3: Overall Project Purpose and Geographic Area Selection ................. 8 4.0 PHASE 2 - ALTERNATIVES IDENTIFICATION
    [Show full text]
  • To: Mayor and Council City of Delta COUNCIL REPORT Regular
    City of Delta COUNCIL REPORT F.06 Regular Meeting To: Mayor and Council File No. : 1160-01 From : Engineering Department Date: August 01, 2018 World Conference on Cities and Ports Delegation Report The following report has been reviewed and endorsed by the Acting City Manager. • RECOMMENDATION: THAT this report be received for information. • PURPOSE: The purpose of this report is to provide information on Delta's delegation to the 16th World Conference on Cities and Ports in Quebec City. • BACKGROUND: At the invitation of the Vancouver Fraser Port Authority, the City of Delta sent a delegation to the 16th World Conference on Cities and Ports in Quebec City June 11-14, 2018, organized by AIVP and Port Quebec. AIVP is a France-based international non­ profit association that was established in 1988 with the main objective of improving dialogue between cities, ports, and their partners. The conference brought together policy makers, business professionals, and academics from around the world to explore the challenges facing port cities and solutions to those challenges adopted by successful port cities with a focus on sustainability. Delta's delegation included Mayor Lois E. Jackson; Steven Lan, Acting City Manager; and Paul Scholfield, Fire Chief and had been pre-approved by Council at the May 14 Regular Meeting. The Port of Vancouver delegation was led by Robin Silvester, President and CEO and Eugene Kwan, Vice Chair, Port of Vancouver Board of Directors. • DISCUSSION: Conference Summary The focus of Delta's delegation to the conference was to engage in dialogue about the port-city interface in other jurisdictions, review best practices from other parts of the world, and develop ideas for potential improvements in Delta.
    [Show full text]
  • Relationships Between Container Terminals and Dry Ports
    Relationships between Maritime Container Terminals and Dry Ports and their impact on Inter-port competition Master Thesis within: Business Administration – ILSCM Thesis credits: 30 Author: Robert Castrillón Dussán. Supervisor: Leif-Magnus Jensen Jönköping May 14, 2012 INTENTIONALLY BLANK i Acknowledgement _________________________________________________________________________ I would like to thank my supervisor Professor Leif-Magnus Jensen for his support and guidelines. I also want to thank Per Skoglund for his advice and interesting thoughts. Additionally, I want to express my appreciation and gratefulness to all the respondents from the container terminal and dry port industries. Special thanks to the interviewees and respondents of Gothenburg and Jönköping area for their time and valuable contribution to this study. May 2012, Jönköping Robert Castrillón D. ii INTENTIONALLY BLANK iii Master Thesis in Business Administration - ILSCM Programme Title: Relationships between Maritime Container Terminals and Dry Ports and their impact on Inter-port competition Author: Robert Castrillón Dussán Tutor: Assistant Professor Leif-Magnus Jensen Date: 2012-05-14 Subject terms: Container terminals, dry ports, relationship assessment, customer /supplier interaction, inter-port competition, inland integration of port services _________________________________________________________________________ Abstract Globalization of the world’s economy, containerization, intermodalism and specialization have reshaped transport systems and the industries that are considered crucial for the international distribution of goods such as the port industry. Simultaneously, economies of location, economies of scope, economies of scale, optimization of production factors, and clustering of industries have triggered port regionalization and inland integration of port services especially those provided by container terminals. In this integration dry ports have emerged as a vital intermodal platform for the effective and efficient distribution of containerized cargo.
    [Show full text]
  • Port of Vancouver Supply Chain System
    PORT OF VANCOUVER SUPPLY CHAIN SYSTEM James Ireland Bachelor of Commerce, University of British Columbia, 1977 PROJECT SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENTS FOR THE DEGREE OF MASTER OF BUSINESS ADMINISTRATION In the Faculty of Business Administration Executive MBA O James Ireland 2005 SIMON FRASER UNIVERSITY Summer 2005 All rights reserved. This work may not be reproduced in whole or in part, by photocopy or other means, without permission of the author. APPROVAL Name: James Ireland Degree: Master of Business Administration Title of Project: Port of Vancouver Supply Chain System Supervisory Committee: Senior Supervisor Michael Parent, Associate Professor Second Reader Carolyne F. Smart, Associate Professor Date Approved: SIMON FRASER $$&2Q? UN~VERSWY~ibra ry DECLARATION OF PARTIAL COPYRIGHT LICENCE The author, whose copyright is declared on the title page of this work, has granted to Simon Fraser University the right to lend this thesis, project or extended essay to users of the Simon Fraser University Library, and to make partial or single copies only for such users or in response to a request from the library of any other university, or other educational institution, on its own behalf or for one of its users. The author has further granted permission to Simon Fraser University to keep or make a digital copy for use in its circulating collection, and, without changing the content, to translate the thesislproject or extended essays, if technically possible, to any medium or format for the purpose of preservation of the digital work. The author has further agreed that permission for multiple copying of this work for scholarly purposes may be granted by either the author or the Dean of Graduate Studies.
    [Show full text]
  • Annual Report 2012-Soaring to New Heights.Pdf
    Administration portuaire de Québec Direction générale / Communications et relations publiques 150, rue Dalhousie, C.P. 80, Succursale Haute-Ville Québec (Québec) G1R 4M8 Canada Tél.: 418 648-3640 Fax: 418 648-4160 [email protected] www.portquebec.ca www.marinaportquebec.ca www.espacesdalhousie.com Design graphique : safran.ca SOARING TO NEW HEIGHTS 2012 ANNUAL REPORT OF THE QUÉBEC PORT AUTHORITY The mission of the Québec Port Authority (QPA) is to encourage and develop maritime trade, to serve the economic interests of the Québec region and Canada, and to ensure its profitability while respecting the community and the environment. The Québec Port Authority is a financially autonomous shared governance organization constituted under the Canada Marine Act to effectively manage all assets in its purview. The QPA oversees a section of the river measuring 35 square kilometers, and nearly 210 hectares of developed port land. 2012 ANNUAL REPORT OF THE QUÉBEC PORT AUTHORITY Photo courtesy: Louis Rhéaume, pilot for CLSLP CONTENTS 4 The Port of Québec by numbers 4 Handled tonnage 5 Cruises 5 Investments 5 Jobs creation 5 Events 7 A word from the Chairman of the Board 11 A word from the President and CEO 15 The Port of Québec, a gateway to the World 16 Maritime trade routes at a glance 19 A Favourite Port of Call for Cruise Passengers 19 Unprecedented passenger traffic 20 A port like no other 20 Casting its seductive charm 23 A One-of-a-kind Urban Space 23 A marina in the heart of town 24 The unique espaces dalhousie 26 Major event partners
    [Show full text]
  • How People Green the Port: Sustainability in Canadian Ports
    How People Green the Port: Sustainability in Canadian Ports by Kristianne R. Hendricks B.A., University of the Fraser Valley, 2014 Thesis Submitted in Partial Fulfillment of the Requirements for the Degree of Master of Arts in the Department of Geography Faculty of Environment Kristianne Rebecca Hendricks 2017 SIMON FRASER UNIVERSITY Spring 2017 Approval Name: Kristianne Rebecca Hendricks Degree: Master of Arts Title: How People Green the Ports: Sustainability in Canadian Ports Examining Committee: Chair: Meg Holden Associate Professor Peter Hall Senior Supervisor Professor Roger Hayter Supervisor Professor Adolf Ng External Examiner Professor Asper School of Business University of Manitoba Date Defended/Approved: April 4, 2017 ii Ethics Statement iii Abstract Canadian Port Authorities (CPAs) annually move $162 billion in international trade and in recent years have been faced with significant pressures to become environmentally sustainable. In response, CPAs have introduced numerous greening strategies with important implications for the dock labour force. This thesis focuses on the greening strategies undertaken by CPAs and their interplay with dockworkers; it identifies these greening strategies and assesses their implications for dockworkers. The thesis adopts a two-part methodology. First, greening measures undertaken by CPAs are categorized and compared. Second, a case study of Vancouver’s port is undertaken through interviews with a broad set of port actors in order to examine the links between labour and sustainability in the port. It is concluded that greening strategies have been an important, albeit uneven trend across CPAs and that dockworkers play an influential role in the greening of the port. Keywords: Canadian Ports; Environmental Sustainability; Labour; Vancouver iv Dedication To the three people who inspire me to keep learning every day: Shaleena, Adalia, and Zoren.
    [Show full text]
  • About the Port of Vancouver Usa
    ABOUT THE PORT OF VANCOUVER USA The Port of Vancouver USA, the second-largest port on the Columbia River and an invaluable partner to a broad range of shippers and manufacturers, is a thriving West Coast seaport offering the most direct cargo shipping route from the Pacific Rim to North America through its Advantaged Supply Chain. Unique to the Port of Vancouver USA is its capacity for growth – both on the marine and industrial sides. The port has invested millions of dollars to develop the infrastructure and site requirements needed for companies to transport their cargoes and conduct their businesses in the most efficient and cost-effective manner. The port has worked diligently to provide outstanding customer service and to ensure that what’s important to shippers and tenants – whether specialized equipment, skilled labor, warehousing, sustainability programs, or collaboration on site selection, funding or logistics – is available to meet their needs now and in the future should they wish to expand. QUICK FACTS & HIGHLIGHTS The port, which celebrated its 100th anniversary in 2012, is the third largest port in the state of Washington. It has five marine terminals that provide 13 deepwater shipping berths. The port handled 4.6 million metric tons of cargo in 2012, more than 57 percent in grain exports. However, an increase in the number of grain elevators on the Columbia Snake River System and an increase in agricultural exports from countries such as Australia resulted in less wheat moving across Port of Vancouver docks in 2012. And because wheat is the port’s number one export by volume, the decrease in wheat exports is directly reflected in the 18.5 percent decrease in the port’s overall tonnage from 2011.
    [Show full text]
  • Chapter 5: Freight Rail
    Chapter 5: Freight Rail Table of Contents Introduction .................................................................................................................................................. 3 Wisconsin’s Rail Freight Network ............................................................................................................. 3 History of freight rail in Wisconsin ........................................................................................................ 3 WisDOT’s response to changes in statewide freight rail service .......................................................... 4 Milwaukee Road ................................................................................................................................... 4 Rail Transit Commissions ...................................................................................................................... 4 Wisconsin’s current freight rail network .............................................................................................. 5 Freight rail classifications ...................................................................................................................... 5 Commodities moved ............................................................................................................................. 6 2030 freight shipments forecast ........................................................................................................... 8 Wisconsin’s intermodal facilities .......................................................................................................
    [Show full text]
  • The Port of Portland's Marine Operations
    The Port of Portland’s Marine Operations The Local Economic Benefits of Worldwide Trade Prepared for: August 2013 Contact Information Ed MacMullan, John Tapogna, Sarah Reich, and Tessa Krebs of ECONorthwest prepared this report. ECONorthwest is solely responsible for its content. ECONorthwest specializes in economics, planning, and finance. Established in 1974, ECONorthwest has over three decades of experience helping clients make sound decisions based on rigorous economic, planning and financial analysis. For more information about ECONorthwest, visit our website at www.econw.com. For more information about this report, please contact: Ed MacMullan Senior Economist 99 W. 10th Ave., Suite 400 Eugene, OR 97401 541-687-0051 [email protected] Table of Contents Executive Summary ...................................................................................................... ES-1 1 Introduction ................................................................................................................... 1 2 Global Trade, Local Benefits ...................................................................................... 3 3 Intermodal Transportation Efficiencies .................................................................... 9 4 The Auto-Transport Story .......................................................................................... 10 5 The Potash Story ........................................................................................................ 12 6 The Portland Shipyard Story ....................................................................................
    [Show full text]
  • Eastern Canada Ports Battle for Mega-Ship Calls Peter Ford, Principal, Skyrock Advisors, LLC, and Dr
    Analysis: Eastern Canada ports battle for mega-ship calls Peter Ford, principal, SkyRock Advisors, LLC, and Dr. Jean-Paul Rodrigue, professor of global studies & geography, Hofstra University May 23, 2018 3:59PM EDT The Port of Montreal is the largest on Canada's east coast. [Photo credit: Port of Montreal.] Every new terminal or port development has risks, particularly in a mature market with established stakeholders. The risk can be mitigated if container volumes have a pronounced upward trend, but the financial crisis of 2007-2008 has shifted growth expectations closer to the range of 2 to 3 percent annual growth rate at the global level, but around 5 percent for the North American East Coast. Still, these figures are subject to caution considering growing trade contentions as well as technological changes in global manufacturing and supply chains with the outsourcing and offshoring model being reconsidered. Ocean carriers have responded to this environment by unprecedented industry consolidation, with more merger and acquisition activity happening in the last three years than in the decade preceding, and then further consolidating into mega-alliances with lines focusing on larger vessels to create scale economies and reduce slot costs. Many shipping lines are also involved in container terminal operations with various concession and ownership schemes. 1. All is not quiet on the East Coast front The Canadian East Coast has been a very stable market in the last 50 years with established ports, mainly Montreal and Halifax, assuming dominance. While Montreal experienced a growth relatively on par with the US East Coast, the volumes handled by Halifax barely changed in the last 20 years but have recently shown sign of upward momentum due to new services.
    [Show full text]