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Issue 9 2019 - FBJNA
port handles project, bulk,
breakbulk, high and heavy, and containerized cargoes for the aerospace industry, agricultural concerns, and the U.S. military. The Port of Portland
commissioned a study to create a business model for its Terminal 6 and the port’s consultant concluded that the most viable business model for T-6 is as a multi-use terminal. Since container volumes are
///PACIFIC NORTHWEST
The Port of Grays Harbor is looking to add potash to its cargo mix. (Port of Grays Harbor photo.)
lower than most West Coast ports, the terminal will require revenue from a diverse mix of cargo uses, the consultant said. The Port of Portland lost much of its container business aſter Hapag Lloyd withdrew in 2015 and Hanjin, the South Korean carrier which once supplied upwards of 75% of
the port’s container business, went bankrupt and ceased operations in 2016. Swire initiated a monthly service in late 2017, providing general cargo and container service to New Zealand, Australia, and Asia. “The analysis reinforced
that there is no silver bullet for container service,” said Curtis Robinhold, the port’s executive director. “I’m hopeful that we can continue to offer container service options for shippers at T-6.”
On the coast, the Oregon
International Port of Coos Bay completed Phase I and started construction on Phase II of a tunnel rehabilitation project. The project will extend the lifespan of the tunnels, important to the Coos Bay Rail Line, by 20 years. Over half the funds for the project was awarded to the port by the U.S. Department of Transportation under its FASTLANE program. “Phase I of the tunnel project a
was success,” said John The refrigerated warehouse
is unique to eastern Oregon and southeast Washington, according to Ryan Neal, the port’s executive director. “This is another service we can offer clients at the port,” he said. “This is a long-term investment that will benefit our customers.” Back in Washington, the
NWSA in October launched a gate efficiency program to expand gate hours at its international container terminals for this year’s and next’s peak season. The program is designed to help marine terminal operators extend gate hours to avoid backups and bottlenecks on and off terminal. The NWSA will reimburse
up to $2 million to terminal operators based on the number of weekly off-hour gates offered during the 18-month period between July 2019 and December 2020. SSA Terminals, operator of Terminal 18 in the North Harbor, was the first to adopt
Buckley, the port’s construction project manager.
“We
are
excited to have begun Phase II and to see this project to completion.” Phase II, which will
make drainage and track improvements in six tunnels along the rail line, is scheduled to be completed in early 2021. The project will help the port maintain long-term, low-cost rail transportation service. Meanwhile, in the Port
of Morrow, 170 miles east of Portland, construction is underway on a 45,000 square foot chill room at the Morrow Freezer
Warehouse. The
room will have 9,300 pallet positions and will operate at a strictly controlled refrigerated temperature.
The Port of Tacoma (pictured) and the Port of Seattle make up the NWSA consortium. (Port of Tacoma photo.)
extended gates. The terminal levied an extended gate fee of $38 per loaded export container starting in August, allowing the terminal to operate permanent extended gates and increasing its cargo handling capacity. The gate program is
emblematic of the cooperation required for the continued growth of Northwest ports. “It takes the entire supply chain,” noted Dustin Stoker, NWSA’s chief operations officer, “to make the gate efficiency program successful as a long- term strategy.”
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