Friday, January 31, 2020
Australian airports currently transport one million tonnes of air cargo annually, and this number is anticipated to grow considerably over the next decade, according to a press release from SWZ, reports New York's Air Cargo World.Upon the completion of its first stage of development and opening in 2026, Western Sydney International Airport will have the capacity to handle 220,000 tonnes a year through its freight facility that will include multiple dedicated cargo aircraft stands. This freight precinct is planned to scale up with demand, and could see 1.8 million tonnes of air cargo pass through its gates per annum in future.Western Sydney International Airport's "freight precinct has the potential to become Sydney's most important freight hub, generating thousands of jobs," said Western Sydney Airport CEO Graham Millett. As part of the new airport's freight precinct, dnata will contribute ground handling and airline support services for passenger and cargo flights, while Toll Group is expected to contribute its operational experience to develop the new freight hub.Ultimately, the new airport will aim to capitalise on the growing demand for Australia's fresh produce abroad and create opportunities for local and regional companies to export temperature-sensitive and perishable products, SWZ officials said."For producers across the [Asia Pacific] region and beyond into regional New South Wales, many of which are small to medium and family owned, Western Sydney International's 24/7 operations will be the key to growing their businesses by unlocking lucrative Asian fresh-produce markets," Mr Millett stressed.Western Sydney Airport has also signed memoranda of understanding for operations at the international freight precinct with 10 major freight companies, including Australia Post, DB Schenker, DHL Express, DSV Air and Sea, FedEx, Menzies Aviation, Swissport, Qantas Freight, Skyroad Logistics and Wymap.
The continuing restrictions of full freighter slots pulled down annual air cargo demand at the European gateway, with volumes dropping across all markets, reports IHS Media.Europe's fourth busiest airport posted a nine per cent drop in total air cargo volume to 1.57 million tons as the impact of full freighter slot constraints was worsened by a weakening global air cargo market.A report by researcher EUROCONTROL estimates that by 2040, 16 airports in Europe will be plagued what it calls, "Heathrow-like congestion," which refers to being at full capacity throughout the day. Under the slot system, the International Air Transport Association (IATA) requires all carriers, both freighter operators and passenger airlines, to operate at least 80 per cent of the services to airports that they have planned within a winter or summer season, and meeting that target will allow the carriers to hold their slots for the next corresponding season. However, it is a use-it-or-lose-it ruling that disproportionately affects freighter flights because of the more haphazard nature of air cargo demand compared with strictly scheduled passenger flights.The impact of these slot constraints at Schiphol saw volume carried by all-cargo aircraft drop by 13.2 per cent last year compared with 2018, with space issues contributing to a decline in air transport movements by freighters of 11.2 per cent year over year. The volume of belly cargo carried on passenger planes was down 2.3 per cent. Schiphol's director of aviation marketing and cargo Maaike van der Windt said operating in a slot-constrained environment was challenging and worsened by a year when the air cargo market saw virtually no peak season. Inbound cargo volume decreased by 9.8 per cent last year to 791,613 tonnes, while outbound cargo fell 7.2 per cent to 778,648 tonnes. Worryingly, the year-end figures revealed a decrease in volumes across all markets, apart from a slight increase in the Middle East inbound segment.Following Schiphol's severe space constraints that affected 2017 and 2018 freighter traffic, a "local rule" was introduced where airlines would return slots that were unused to a pool, and 25 per cent of those returned slots would be allocated to full freighter flights. Mr Van der Windt said Schiphol was seeking a resolution with the government of the Netherlands to better maintain full freighter flights that are a key logistics driver for the airport.ACI Europe has taken up the cause, and said in a position paper that urgent reform of the slot allocation system was needed at Europe's heavily congested airport hubs, calling the 27-year-old regulation well out of date and unreflective of the fast-evolving aviation industry.The airport association said the market has changed drastically since the initial publication of the European Union Slot Regulation in 1993, and the rule had to be reviewed if future traffic growth was to be possible within the slot allocation rules.
However, both of its 737 freighters appear to be working for Air Contractors (ASL), one on daily runs between Cologne Bonn and East Midlands, according to Flightaware, and the second between East Midlands, Madrid and Malpensa, reported London's Loadstar.The new carrier's third aircraft was delivered this month from sister airline Atran, and has yet to commence commercial operations. Cargologic Germany is based at Leipzig Halle, which recorded volume growth last year.Boosted by customer DHL, the airport set a new handling record last year of 1.24 million tonnes of cargo, a year-on-year rise of 1.4 per cent. December volumes were up 2.9 per cent. It put the growth down to DHL operations, although it says it has 50 cargo airlines.Leipzig Halle, a favourite with integrators, will invest some EUR500 million (US$554 million) over the next few years, and is now the fifth largest cargo hub in Europe, and Germany's second largest.Its numbers compare favourably with rivals such as Frankfurt, where volumes fell 3.9 per cent to 2.13 million tonnes, and Heathrow, which suffered declines of 6.6 per cent to 1.59 million tonnes. Brussels Airport saw volumes drop by 7.9 per cent in 2019 to 500,702 tonnes. Schiphol, which has suffered from lack of slots for freighters, reported volume declines of 11 per cent.However, one independent Dutch forwarder told Loadstar that Amsterdam Schiphol's problems had brought him new opportunities."The lack of slots at Schiphol has forced us to open new doors. Also, the big players have taken away a lot of traffic, but more than was necessary, so there is more opportunity for us to put small shipments through Schiphol. It has opened up the market and also forced us to look outside Amsterdam; we are now putting more through Liege and Dusseldorf."Liege also saw growth, to 902,480 tonnes of cargo, up 3.6 per cent, year on year.
ANA will reduce the number of weekly all-cargo flights it currently operates by 51, although it will add a new twice-weekly service from Singapore to Narita.One of the most notable services that is being cut is its Narita-Chicago service that was launched last year as it took delivery of its first B777F as it looked to expand its intercontinental operations.The carrier has since taken delivery of a second B777F. The changes are all due to take place on March 29."While demand for air cargo is expected to stagnate in the short term due to the US-China trade issues, ANA anticipates expansion in the medium to long term," said the company statement."Therefore, freighter operation will be adjusted to balance supply and demand conditions to steadily improve profitability."Additionally, ANA will increasingly capture demand by enhancing synergy effects with airlines while flexibly using charters, codeshares and such, in addition to expanding passenger flight networks," ANA said.
In its latest advisory bulletin: Transmission of Communicable Diseases, ACI World warns: "The recent novel coronavirus (2019-nCoV) outbreak is of considerable concern to the aviation industry."In the coming days and weeks, ACI expects to see national regulators and health authorities react to the spread of the virus by introducing measures directly affecting aviation and more broadly."From an operational perspective, ACI is committed to assisting airports. Airport members are advised to refer to the following guidelines as necessary, that can be found in the airport preparedness guidelines for outbreaks of communicable disease."Over in China, transport links, including air freight routes, continue to be disrupted. This follows Chinese authorities quarantining the city of Wuhan (pop 11.08 million) in China to prevent the virus from spreading, including the cancellation of all flights from Wuhan Tianhe airport and major train stations, reported London's Air Cargo News.Said Chinese Foreign Ministry spokesman Geng Shuang: "Wuhan city's new coronavirus-infected pneumonia epidemic prevention and control headquarters issued a notice that the city's urban bus, subway, ferry and long-distance passenger transport are suspended. Citizens should not leave Wuhan, and the airport and train station leaving the Han corridor are temporarily closed."Some transportation links have also been severed in the cities of Huanggang, Ezhou, Xiantao, Chibi and Lichuan - all of which are located in China's Hubei province. In response to the closure of Wuhan Tianhe airport, some airlines have made changes to their flight schedules. Cathay Dragon, for example, is temporarily suspending flights to and from Wuhan effective from January 24 until March 31 2020.Scoot, which operates flights from Singapore to Wuhan daily, suspended flights to the Chinese city until February 3. "The Chinese authorities have implemented a temporary suspension of all public transportation networks in the city," Scoot explained. "Consequently, Scoot's flights between Singapore and Wuhan will be affected."China Airlines also stated: "Due to the spread of novel coronavirus, China Airlines/Mandarin Airlines flights to and from mainland China have been partially cancelled." According to the Civil Aviation Administration of China (CAAC), the airport was the country's 16th most busy in terms of cargo volumes, handling 221,576 tonnes.
The EU might be prepared to scale back technical barriers to imports of American foods including shellfish. A lot of work has been done since they agreed to cut industrial tariffs and remove regulatory barriers to trade. Having the assessments would make it easier for companies to prove their products meet technical requirements on both sides of the Atlantic, and completing this could be converted to a win "in fairly short order," says the US Chamber of Commerce.Digital-service taxes. The chamber is looking for some way that the US and countries considering the levy can formally agree to a cessation or delay as France and the US have done.Agriculture. This is the trophy catch the US has been hunting for years, but it's a big red line for the Europeans. Washington's goal is seeing US soybeans and genetically modified wheat move into European markets, and the EU wants to see restrictions lifted on American imports of pears and apples.Defence. Europe wants to strengthen its defence profile, and US companies want to compete for procurement in that area - any proactive assertion that American firms could participate would be welcomed.
According to the customs authority, the volume of re-exports jumped 48 per cent to 13 million tonnes, while exports rose by 47 per cent (14 million tonnes) and imports grew by 13 per cent (56 million tonnes), reported Emirates News Agency.The Dubai Customs director general Ahmed Mahboob Musabih attributed this increase to its "advanced services delivered Customs, thus reflecting the "robust and health" economy and trade the emirate has on a regional and global scale."Dubai trade with the world crossed the trillion mark growing by six per cent to reach AED1.019 trillion (US$277.4 billion) in the first nine months of 2019 from AED966 billion in the same period in 2018," Mr Musabih noted. Exports rose by 23 per cent to AED118 billion, re-exports grew by four per cent to AED312 billion, and imports were up three per cent at AED589 billion."In support of this growth," he added, "Dubai Customs launched a number of initiatives that aim to facilitate and enhance trade, including 24 projects in support of the upcoming EXPO 2020."
"In 2018, Panamanian ports hit the seven million TEU milestone for the first time and just last year cargo volumes increased by 4.7 per cent to 7.34 million TEU of cargo volumes, making 2019 the best port performance," said Panama Maritime Authority (AMP) administrator Noriel Arauz. "We expect this positive trend to continue in 2020." "I am pleased to announce that, as part of the commitment made in the first days of my appointment as Administrator of the AMP that as of April 1, the institution will call a tender for the design and construction of the new multipurpose dock for Puerto Armuelles," said the AMP administrator in a statement released by the Panama Maritime Authority.
Writing in New York's World Politics Review, Kimberly Ann Elliott, visiting scholar at the George Washington University, said: "In the Phase One deal Trump continues making minor tweaks to existing agreements and concluding new mini-trade deals that leave the United States worse off than before, both politically and economically."Writing in the Federalist, Helen Raleigh, a fellow at the Centennial Institute in Colorado, said: "Besides increasing exports and strengthening intellectual property rights, this trade agreement includes making China lift its bans on genetically modified US farm products, and opens China's financial sector to US banks, insurance companies, and credit-rating agencies."In general Ms Elliot's critique focuses on what the initial trade deal doesn't have in terms of agricultural purchases, hardly mentioning other sectors, while Ms Raleigh details improvements over a range of industries.Said Ms Elliot: "Average US soybean exports for the five years prior to the trade war were US$13 billion, accounting for more than half of total US agricultural exports to China in that period. "Yet global soybean prices have barely budged since the phase-one deal was signed on January 15. This could be because the major source of demand for soybeans in China is pork production, and pig herds in China have been decimated by the African swine fever epidemic," Ms Elliot said."What happened to the $40 billion to $50 billion in additional sales that Trump promised American farmers? Can Beijing really deliver on its commitment to increase imports of goods and services from the United States by $200 billion over the next two years? "Hitting all of its stated targets would require China to almost double its imports of products covered in the deal by the end of 2021. Moreover, because the baseline level from which the increases will be measured is 2017, and because the trade war has caused Chinese imports to drop sharply in the intervening years," she said.Said Ms Raleigh: "China pledges to purchase way more than soybeans. China has committed to increase imports of US goods and services by no less than $200 billion over the course of the next two years. "According to the trade agreement, the purchase increase will come from four industries: $77.7 billion worth of manufactured goods, $52.4 billion worth of energy, $32 billion in agriculture, and $37.2 billion in services. Moreover, the agreement expects such increases to "continue in calendar years 2022 through 2025," Ms Raleigh said."Keep in mind that before the US-China trade war started, US exports to China were only about $130 billion in 2017. Expansion of US exports to China, as the trade deal mandates, is unprecedented and will be a huge boost to the US economy for several years to come."If China fails to deliver, the agreement says the United States will unilaterally reimpose tariffs on Chinese goods. Economists and China's other trading partners, such as countries in the European Union, have already raised questions about whether China will have to reduce purchases from all other trading partners in order to fulfil their new trade obligations to the United States," she said.
Slowing global economic growth and the US-China trade war weighed down on containerised cargo traffic, pulling growth at US east coast ports down to its lowest level in three years, reported IHS Media.Even so, east coast ports - particularly the Port of Savannah - performed better than their west coast counterparts, which saw total volumes tumble 9.4 per cent to 15.12 million TEU after growing 3.8 per cent in 2018.Year-to-date import growth at the top 10 US east coast ports slowed to 4.5 per cent from 7.2 per cent, while exports were down 0.6 per cent after climbing two per cent higher in the first 11 months of 2018. Six of the top 10 ports on the US east coast reported lower growth rates during the period, with two of them registering year-on-year decreases. The Port of Jacksonville and Port Everglades in Florida saw their container volumes fall 6.2 per cent to 763,762 TEU and 12.1 per cent to 664,178 TEU, respectively. As a result, Jacksonville's volume was surpassed by that of port Miami, which edged into fifth place on the list thanks to a 5.7 per cent increase, and port Everglades was overtaken by the port of Baltimore, which grabbed the number seven spot thanks to a 3.4 per cent uptick.Import growth rates likewise slowed at six of the top 10 ports, but the only negative growth came at Port Everglades, which saw inbound volume dive 16.2 per cent to 288,939 TEU after registering a 2.5 per cent increase during the first 11 months of 2018.On the export side, volumes fell at six of the top 10 ports, with the largest declines recorded at Jacksonville, which saw outbound loads plummet 10.7 per cent to 439,926 TEU after increasing 9.4 per cent the year before; while throughput at Port Everglades was down 8.7 per cent to 375,238 TEU following a 3.9 per cent increase in 2018.The Port of New York and New Jersey, which once again ranked as the busiest container gateway on the east coast by a wide margin, saw container volume rise 2.6 per cent to just under 4.8 million TEU in the first 11 months of last year, a considerable slowdown from the 6.5 per cent growth seen in 2018.Among the top 10, the fastest growing US east coast ports in total volume were number two Savannah which saw container throughput jump 6.5 per cent to 3.3 million TEU, a deceleration of 1.8 percentage points from the previous year; number five Miami, up 5.7 per cent to 808,367 TEU; and number four Charleston, up 9.8 per cent to 810,619 TEU.
In terms of total tonnage, there was a 14.8 per cent annual increase to 45.8 million tonnes, reported St Petersburg PortNews, with the big gains being made in ro-ro and liquid natural gas, up 25 per cent in the last two years.The ro-ro rose 3.7 per cent to 16.4 million tonnes with key growth to Ireland (+6.3 per cent), Spain (+153.1 per cent), thanks to good results on the Santander connection by Cobelfret and the scaling-up of the Finnlines connection to Bilbao. Deepsea ro-ro also rises (13.9 per cent).But ro-ro traffic to the UK fell 2.5 per cent and Scandinavia ro-ro cargo also dropped 2.7 per cent. The year 2019 was marked with many Brexit deadlines. A shift of cargo to the Ireland destinations and a Brexit effect can explain the loss in UK ro-ro loads. The reshuffling of services to Gothenburg have led to a small loss on this destination.Liquid bulk (10.8 million tonnes) rose 60.8 per cent, thanks to the LNG-volumes doubling in 2019, up 107.5 per cent.The breakbulk volume decreased 13.5 per cent to 896,892 tonnes. Dry bulk rose 7.6 per cent to 1.3 million tonnes.
In a bid to safeguard Cambodia's competitiveness, the government has been intervening to reduce the cost of services in the Kingdom's main ports, according to a report from the Ministry of Public Works and Transport.The terminal handling charge in Sihanoukville and Phnom Penh autonomous ports has been reduced by US$5 per TEU, while the container imbalance charge has been slashed by $12 for a 20-foot container and $40 per FEU, reported the Phnom Penh Post.The ocean freight charge has been halved for freight shipments to China, while the emergency bunker surcharge will be scrapped in some instances.The government has also set $3 billion aside to cope with the suspension of the Cambodia's access to the EBA.Earlier this month, the government approved the draft of the Interim Master Plan on Intermodal Transport and Logistics Connectivity, which aims to reduce transportation and logistics costs. The plan is designed to strengthen logistics, promote regional supply chain integration and boost competitiveness.Representatives of the Cambodia Freight Forwarders Association (Camffa) and the Garment Manufacturers Association in Cambodia (GMAC) met with officials from the General Department of Customs and Excise to discuss the reduction of fees in the industry."We are striving to cut costs, particularly in logistics and other services, to aid the manufacturing and investment sector," Camffa president Sin Chanthy told the Post."In case the EBA is removed, we have a set of targets to improve the cost of doing business here and attract new investors," he said.Mr Chanthy noted that if Cambodia loses its EBA status it will face a tax hike of 10 per cent when shipping to the European bloc.Ministry of Commerce spokesman Seang Thay said the ministry has been implementing other initiatives to prepare for the EBA withdrawal, including the elimination of the requirement to submit certificates of origin when shipping to certain countries."The government is also asking exporters who want to ship to Europe to join the EU's Registered Exporter (Rex) system," he said.Last year, 3.8 million tonnes of oil and gas products were transported through Phnom Penh autonomous port, an increase of 22 per cent. Container traffic at the port rose by 29 per cent to 275,000 TEU, the Ministry of Public Works and Transport said.Last year, the Sihanoukville autonomous port handled 6.5 million tonnes of cargo, up 22.6 per cent. Container traffic grew by 17 per cent to 633,099 TEU.
BNP Paribas and Credit Suisse have been named as the latest leading financial institutions to sign up to the Poseidon Principles guidelines designed to accelerate decarbonisation efforts across shipping.It means signatories of the Poseidon Principles now represent around US$140 billion in loans to international shipping - about 30 per cent of the total global ship finance portfolio.BNP Paribas, the world's largest lender to global shipping, and wealth manager Credit Suisse bring the number of financial institutions to have signed up to the initiative to 16. Mr Parker said he expected up to 25 lenders to join the scheme by the end of the year. At its launch in June last year, 11 had signed up.The Poseidon Principles aim to align the shipping portfolios of signatory banks with the International Maritime Organisation's emission reduction targets.Mr Parker, who has been a banker for three decades, said that Asian lenders such as China's ICBC were also interested and could sign up in a matter of months.He said the challenges of decarbonisation and digitalisation would change the shipping industry, and expected more consolidation, with "real institutional funding coming in".The Poseidon Principles were developed by Citi, DNB, and Societe Generale in collaboration with leading industry participants - AP Moller-Maersk, Cargill, Euronav, Lloyd's Register, and law firm Watson Farley & Williams - with support from the Global Maritime Forum, Rocky Mountain Institute, and University College London Energy Institute.
Also, a requirement under the Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships 2009, which is yet to enter into force and is a necessity for the IHM requirements to be fulfilled has been hastened by the EU SRR, reports Lloyd's Register.Under the EU SRR, all new ships delivered under an EU flag after December 31 2018 must carry valid IHM certification on board. All existing vessels, regardless of flag, will need IHM certification from December 31 2020, if calling at an European Union port or anchorage. Furthermore, all EU-flagged ships sold for recycling after December 31, 2018, require a Ready for Recycling Certificate, ensuring that they can only be processed at a recycling yard that is included on the European List of Ship Recycling Facilities. LR's senior ship recycling specialist Jennifer Riley pointed out that the EU SRR has brought forwards the International Maritime Organisation's Hong Kong Convention IHM requirement by a number of years. Even after the Hong Kong Convention has been ratified, the requirement for new ships to have valid IHM certification will not become mandatory for two years thereafter; and for existing ships, compulsory IHMs won't be required for seven years from ratification. Nikos Mikelis, a leading ship recycling expert and a principal architect of the Hong Kong Convention, believes the IMO's recycling regulations could still be at least four years from ratification. With German's accession [in July], seven countries have acceded to the Convention in the last six months, which is one more than those that acceded in the previous nine years. "The acceleration in the recognition of the need for the Convention to enter force the soonest possible probably reflects growing concerns over the enforcement of the regional EU SRR since the beginning of this year," Dr Mikelis said. "What remains now is for two of the major ship recycling nations to also accede to the Convention before the ship recycling industry can start operating under a uniform global regulatory platform."Dr Mikelis, who is also a non-executive director of GMS, the world's largest cash buyer of ships sold for recycling, believes that India now "holds the key to the convention's entry into force." India is not yet a signatory to the Convention. One problem, however, is that although these many Indian recycling yards have undergone the appropriate independent third party audits and shown that they satisfy the standards of the Hong Kong Convention and the EU SRR, the European Commission manages its own audit procedure and does not rely solely on the guidance of such independent third parties. Recycling volumes last year were down sharply on recent levels and are forecast to reach a total of only about 22 million deadweight tonnage (dwt) over the full year.A reduction in the supply of potential ships for recycling could help to stop the recent decline in prices - from typical levels of well over US$400 per light displacement ton in India to the mid $300s. Many challenges ahead, not least because the number of certified recycling facilities, complying with the EU Ship Recycling Regulation, falls far short of the capacity required to dismantle and recycle end-of-life vessels safely in the future. Capacity is particularly constrained for large ships including mega ships and capesize bulk carriers. So far, of the world's principal recycling nations, Turkey and India are signatories. Bangladesh and Pakistan have not ratified the Convention although there is growing pressure for these countries to do so. China is not a signatory either, although is no longer accepting non- Chinese flagged vessels for recycling. Apart from India, yards in these regions have been relatively slow to invest in the necessary upgrades and verification procedures required for Hong Kong and EU regulatory compliance.
According to a study by University Maritime Advisory Services (UMAS) and the Energy Transitions Commission (ETC), the annual average investment needed would be $40-60 billion over the next two decades. Furthermore, to fully decarbonise the global shipping industry by 2050, an additional $400 billion of investment would be required over 20 years, bringing the total to $1.4-1.9 trillion."Our analysis suggests we will see a disruptive and rapid change to align to a new zero-carbon system, with fossil fuel aligned assets becoming obsolete or needing significant modification," said lecturer Tristan Smith at University College London's Energy Institute.Only 13 per cent of the investments needed are related to the ships themselves, which include the machinery and onboard storage required for a ship to run on low carbon fuels in newbuilds and, in some cases, for retrofits, reported Materials Handling and Logistics, Cleveland. Ship-related investments also include investments in improving energy efficiency, which are anticipated to grow due to the higher cost of low carbon fuels compared to traditional marine fuels.Given the majority of investment is on land, any research and development fund needs to enable deployment and scaling of the land-side, and not just work on equipment for ships. The risk is that we get a fleet of zero-emission ships, no decarbonisation of fuel production (such as producing ammonia using natural gas) and then shift the emissions upstream. This means every stakeholder, including governments, fuel producers and ship owners have a stake and a responsibility in shipping's decarbonisation."We need to bring together the full range of upstream and downstream fuels value chains to unlock shipping's shift to zero-carbon energy sources. Done right, this represents a trillion-dollar market opportunity," said Energy Transitions Commission chairman Adair Turner.
The US-Mexico-Canada Agreement, or USMCA, delivers on one of Trump's core campaign promises: to replace the Clinton-era North American Free Trade agreement that the president said has drained the US of jobs."We are finally ending the NAFTA nightmare," President Trump said at a signing ceremony on the White House South Lawn. Speaking before the signing, House Speaker and leading Democrat Nancy Pelosi said Democrats only agreed to support the deal after the White House agreed to their demands for greater protections for American workers and the environment.A record 56 per cent of Americans approve of President Trump's handling of the economy, according to a Washington Post and ABC News poll. Stricter rules for auto manufacturing are intended to bolster production in the US as well as the use of American steel and aluminum, which could help states including Michigan and Pennsylvania.According to the administration, the deal would create 76,000 auto jobs and result in US$34 billion in new automotive manufacturing investments. It also opens Canada's market to US dairy producers, an important issue for Wisconsin, and is expected to create 176,000 new jobs.The National Retail Federation welcomed the signing. "We believe this agreement will bring continued decades of economic prosperity that will benefit American consumers and the millions of US workers whose jobs depend on the free flow of trade with our nation's two closest trading partners," said NRF president and CEO Matthew Shay.The American Trucking Associations leaders hailed the signing of the newly ratified United States-Mexico-Canada Agreement during a ceremony at the White House, where ATA president and CEO Chris Spear and 12 truck drivers were in attendance."Today's signing ceremony is the beginning of the next phase in our strong and productive relationship with Mexico and Canada," said Mr Spear."ATA and our members are proud to have been engaged throughout the process, attending the ministerial conferences and working with the administration and our trucking partners in Canada and Mexico to shape this final outcome. We commend President Trump for making this a top priority of his presidency and seeing it through to completion."California Association of Port Authorities (CAPA) said "its members are encouraged by the Administration's signing of the USMCA implementing bill and the Phase 1 agreement with China. Both are positive steps. More work remains to return stability and predictability to the US exporters and importers throughout all 50 states.
In new guidance issued by the US Coast Guard (USCG), vessels calling on US ports will be expected to carry documents showing they are burning fuel with a sulphur content of no more than 0.5 per cent while in international waters from January 1. In addition to burning lower sulphur fuel, ships can comply by filtering emissions using a "scrubber" in the ship's smokestack or by using an alternative fuel such as liquefied natural gas.Regulations tighten further on March 1, when a high sulphur fuel carriage ban goes into effect and ships will no longer be able to carry noncompliant fuel in their bunker tanks.Some are sceptical about the ability of regulators in the US and around the world to keep noncompliant shipowners from cheating by burning cheaper fuel.The USCG emphasised in its updated guidance, however, that since the US is bound to enforce the regulation, it "will review BDNs [bunker delivery notes] and check logs to determine whether the vessel is complying with the applicable fuel sulphur limit when operating beyond US waters."
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