Cargo Ships

Any OG experts out there know what the real deal is and what’s going on with all these ships not coming to port?

Hopefully we are fucking over China but with Biden I’m sure it’s fucking us instead.

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lack of trucks and shortage of longshoremen is a big part of it.

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It’s probably a global conspiracy to fuck up our supply chain.

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Here in Ca is a mix of things. Record number of ship volume by nearly 1 million more containers. Also lack of truckers and trains to move it all.

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I bought my kids main hoho presents last week just to be sure. I first heard about the backlog on Ben Shapiro’s and have been warning friends and family to shop now.

If we could turn all of these cargo ships into clean, electric motor vessels, I’m pretty sure that would solve our problems.

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What happened is we put an incompetent, small-town homo in charge of transportation fo the entire country. He fucked us all right in the butt. Same answer for what’s going on with air travel.

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Everyone decided to stop working because the government gave them a ton of money to not work. So the lack of people working for roughly 18 months, has led to a lack of things being produced/shipped/etc. It has therefore led to an excess of consumption, due to said people. This ratio of freeloading pieces of shit versus actual creation of tangible goods has created a big problem.

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why don’t we remove all power tools from construction also. computers from businesses. why do some jobs get to automate and other don’t ?

automate automate automate.

every port in the us should be fully automated.

ILA Closely Monitoring West Coast Automation Battle as Total Terminal International This Week Announced Decision To Automate Its 385-Acre Pier T Terminal; ILWU Fighting Back To Protect Dockworker Jobs.

Read Journal of Commerce Report: Latest Long Beach terminal automation draws ILWU backlash

Bill Mongelluzzo, Senior Editor

TTI would become the fourth automated container terminal in Southern California. Total Terminals International’s (TTI’s) decision this week to automate its 385-acre Pier T terminal in Long Beach sets up a classic struggle between terminal operator employers and the International Longshore and Warehouse Union (ILWU).

The union opposes the project on the grounds it will eliminate some dockworker jobs, but employers say automation is needed to increase capacity and keep the ports of Long Beach and Los Angeles competitive.

“As the Long Beach Harbor Commission, the mayor of Long Beach, and the executive director of the Port of Long Beach consider TTI’s request, we ask that it carefully weigh the impacts that continued automation would have on American jobs and our local communities,” Danny Miranda, president of ILWU Local 94, said in a statement Wednesday.

Jim McKenna, president of the Pacific Maritime Association (PMA), which represents West Coast terminal operators in negotiating and administering the coastwide labor contract, told JOC.com the additional capacity brought by automating TTI Long Beach is crucial to stemming cargo diversions to other ports.

“In Southern California you’re almost at capacity.” McKenna said. “When you can’t handle cargo, the cargo leaves.”

Marine terminal automation, which involves replacing manually operated yard stacking cranes, yard tractors, and other cargo-handling equipment with driverless machines, is the most contentious issue facing longshore unions on the West and East coasts of North America. It will almost certainly be an issue again next spring when the ILWU and PMA launch negotiations to replace the current contract that expires on July 1, 2022.

The road to automation TTI would become the fourth automated terminal in Southern California. Long Beach Container Terminal (LBCT) and TraPac in Los Angeles are fully automated, meaning all cargo-handling functions in the container yards — but not ship-to-shore cranes — are conducted with driverless equipment. APM Terminal’s Pier 400 project involves automation of 100 acres at the 440-acre facility through the use of automated straddle carriers that shuttle containers within that portion of the facility.

ILWU Local 10 in 2019 tried unsuccessfully to convince the city of Los Angeles to block a construction project for the APM Terminals automation project.

TTI was not immediately available for comment, but its project will be a fully automated facility on the scale of LBCT, according to people familiar with the project who asked to remain anonymous. As required by the coastwide contract when an individual employer decides to automate, TTI met Monday with leaders of the three ILWU locals in Southern California to lay out the details of its automation plan.

The locals will now provide their input, observations, and suggestions on the plans, but according to the terms of the coastwide contract that was signed in 2008, the ILWU cannot block the project, McKenna told JOC.com Wednesday. However, the coastwide contract calls for an exchange in which both parties have certain obligations they must meet to make a path forward for automation, said Frank Ponce De Leon, ILWU coast committeeman.

“Absent adherence to that quid pro quo, there is no outright, one-way grant of automation to the employers,” he told JOC.com. McKenna said the PMA was represented at Monday’s meeting, even though all decisions on automating TTI will be made at the local level. McKenna said the ILWU representatives listened closely to the plans and “a lot of good questions were asked.”

Past experience in Southern California demonstrates that automated cargo-handling equipment can eliminate 40 to 70 percent of existing jobs. However, automation also creates new jobs associated with the installation and maintenance of electrified equipment, programming, and related functions that are not present in a manual environment.

If the project moves forward, the ILWU is expected to claim jurisdiction over the newly created jobs. McKenna also emphasized that cargo volumes will continue to grow at the largest US port complex, and experience has shown that will result in increased jobs.

“If you handle twice as much cargo, that’s a lot of cargo and a lot of jobs,” he said. Higher volume and more coming The Los Angeles-Long Beach port complex handled more than 17.3 million laden and empty TEU in 2020, according to figures provided by the ports.

The busiest US container gateway has handled an average of 854,802 TEU of imports from Asia in each of the past 10 months, up from an average of 636,424 TEU in the previous 10 months, according to PIERS, a JOC.com sister product within IHS Markit. Retailers and freight forwarders project similar volumes at least through the summer–fall peak shipping season this year.

Larry Nye, vice president of port planning at the infrastructure advisory firm Moffatt & Nichols told JOC.com Wednesday that based on conservative growth projections of about 4 percent per year, Los Angeles-Long Beach will reach its full capacity of about 23 million to 25 million TEU per year by 2027–28, unless terminals densify their operations.

In this context, densification is synonymous with automation, which enables the terminals to stack containers higher and wider without compromising efficiency, he said. For example, the fully automated LBCT facility later this year will complete the third and final phase of its expansion, giving it an annual throughput capacity of 3.4 million TEU, according to LBCT, which is one of six container terminals in Long Beach. The entire port handled 8.1 million laden and empty TEU last year, according to Port of Long Beach statistics.

Not all terminals will choose to densify. Rather, those that do will balance the high costs associated with automation — $1.4 billion in the case of LBCT — and the efficiencies and reduced labor costs inherent in automation, Nye said. However, whereas LBCT had the luxury of beginning its project a decade ago on a large parcel of vacant land, TTI will be challenged by installing automation while it continues to handle large cargo volumes each day.

TTI will have to automate in phases, which means taking 40 to 50 acres out of use during each phase, a process that could take 10 years, Nye said.

Contact Bill Mongelluzzo at bill.mongelluzzo@ihsmarkit.com and follow him on Twitter: @billmongelluzzo.

You we’re in. It’s hard to automate customs. You can’t just have a robot wand cargo containers.

On top of that, commercial shipping and international maritime law is the wild west.

The robotic machines can work 24-hours-a-day, compared to the 16 hours of work currently performed by dockworkers. This increased productivity is expected to reduce turn times at the terminal from 105 minutes to 35 minutes. Drayage drivers can then receive shipments and move them off the ports faster.

break down of all the benifits for automation at the ports.

my gf dad was an architect for 40 years in la county. when he started he was an assitant to an architect that drew plans by hand. each architect had 2 assistants and a secretary. by the end of his career they had eliminated all 3 of those positions and he used a cad system for everything.

again why don’t we eliminate automation and computers from every job in the entire us and bring back all those jobs.

why are some jobs automated and some are not. sorry your time has come.

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THIS cannot be understated

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And his love life. Ba dum tish!

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This trucker is sitting at a port and saying the cranes aren’t moving to unload the ships

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It has to be by design . Those longshoremen jobs have lines miles long everytime there is open call .

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