What Do We Do?
Eclipse Worldwide, is a progressive and dynamic international freight forwarding company. Driven by the needs of our customers, we deliver individual freight forwarding solutions tailored to our clients requirements. Our key freight logistics1 services include Sea Freight, Air Freight, Road Freight, Logistics and Crosstrades.
Who Are We?
Formed in August 1999, Eclipse Worldwide are a privately owned and wholly independent freight logistics company based in Northampton, England. We are financially stable and proud of our commitment to the development of our people and our on-going investment in our business. Everyone at Eclipse is highly trained and committed to the success of the enterprise. We work hard at understanding the nature of our clients business. We use that knowledge to develop long term relationships that meet our customers specific needs and enable us to grow together. We are keen to offer help and eager to provide the best in freight forwarding services. The senior management have a hands on approach, being deeply involved in the day to day running of the operation as well as maintaining an outward looking commercial approach to the development of the business. Our premises offer an exceptional cargo handling capability, enabling us to offer a wider range of freight forwarding services. Our IT system supports and facilitates our growth providing us with efficient processing of consignments, accounting and management information.
How Do We Do It?
Over the years we have built a comprehensive global network of overseas freight forwarding partners in key locations throughout the world. These overseas partners are vital in all aspects of the freight logistics business providing local expertise in everything from Customs clearance and export procedures to solving local transport problems. At Eclipse Worldwide we believe this puts us right where our customers need us.
To learn more about our international Freight Forwarding company services including Sea Freight2, Air Freight3, Road Freight4, Logistics5 and Crosstrades6, please click on the services link above. Alternatively you can call us on 01604 759888.
The port authorities have chalked out a plan to install containerized cargo handling facilities at the port because its export has shot up, chairman of PPT Sudhansu Sekhar Mishra said. PPT is losing revenue as it is not having the required infrastructure, he added.
The Container Corporation of India and Warehousing Corporation of India have shown interest in the project. If everything goes the right way, the containerized system would come up very shortly. In the first phase, inland container depot would come up to handle seafood in refrigerated containers, Mishra added.
Odisha is home to key foreign trade industries such as garments, textiles, cement, rice engineering goods and machinery, paper, granite, steel scrap and seafood exports. They would greatly benefit by opting for Paradip Port to ship their containers, Mishra said.
Though Odisha is a major exporter of seafood, the Paradip port has failed to reap traffic return from it. This is solely due to the fact that it does not have a containerized cargo handling setup. The export and shipment of seafood mainly shrimps is presently being made through Kolkata and Visakhapatnam ports.
We are hopeful that seafood export in Odisha would receive a boost once the containerized depot comes up in Paradip. This would cut down the cost of the produce as exporters are bearing the transportation cost to carry the products either to Kolkata or to Vishakhapatnam, traffic manager of PPT Kishor Sahoo said.
Director of Export Promotion & Marketing (EPM) B K Dash said, Exporters from Odisha are facing problems in the absence of containerized cargo handling facility in Paradip port. Most are dispatching their goods/commodities through the ports in Vishakhapatman , Kolkata and Haldia.
As a result, exporters of Odisha are unable to compete in the international market as far as the price of the products are concerned due to increase in the inland transportation cost and transit period required for exporting, he added.
Minister for health and family welfare and Paradip MLA Damodar Rout said The state government is ready to extend logistic support to the port for the successful execution of its infrastructure development projects, including containerized cargo handling berth.
Overseas Container Shipping & unclaimed Cargo
Posted by Reid Malinbaum on Mon, Aug 26, 2013 @ 12:05 PM
SHIPPING OVERSEAS TO YOUR NEW CUSTOMER ON AN OPEN ACCOUNT CAN BE AN EXPENSIVE MISTAKE.
When spending numerous hours marketing your products & developing a rapport with an overseas prospective customer as value only if you conclude safely the transaction.
We experienced as a freight forwarder in California, shippers that used our freight services on a collect basis that had not sold their shipments on a prepaid basis. This prospect can have a change of heart & simply no longer respond.
Meanwhile the container sits at the destination port & after the first few free storage days, a daily demurrage fee is tagged onto the freight amount. The shipper becomes liable to pay for the storage & faced with either locating a new viable importer & finalize a transaction that has become rather chaotic since no access of the product is available at the port and time and the tab keeps running. Often the products may be sold for a lot less after the steam line & agent are paid in full. Also, the shipper can retrieve the cargo if shipped back paying for the export, the return & any additional storage fee owed at the destination port. We have seen shippers abandoning their shipments, but still remaining liable for their freight, storage bills.
Shippers, first investigate the viability of a buyer, secure a partial payment up-front or a pre-payment prior to shipping. Lastly, use a freight network that you trust pre-paying the freight, which will do more than just selling you a freight rate.
ETC International Freight System is licensed, bonded, Incorporated since 1984. We often trouble shoot and offer our 30 years experience dealing with exporters & importers. We assist shippers with preparing & negotiating letter of credit, involve our freight network to check on the buyers’ status. Feel free to contact us for a conversation regarding your next export or import. Call us at 1-800-383-3157 or email us at email@example.com
Shipping your motorcycle for a world tour – Selling one motorcycle using an air, ocean consolidation – Shipping multiple motorcyclesless using a full container load
For some of you interested in shipping your motorcycle overseas, ETC International Freight System has been picked up by touring motorcycle riders based on customers’ reviews in sites that are especially designed to relate the adventures from inception to the return. In effect, that the shipping of your bike starts in Europe and finishes in Asia or South America, we help with crating; prepare your ATA Carnet, insurance as well as air and ocean shipping. Coordination with the riders become quintessential & the use of our extensive freight network makes it a viable experience.
For the commercial shippers with one or multiple motorcycles to be shipped, ETC International Freight System offer ocean import or export air, ocean freight weekly consolidations with the customs clearances when needed. The crating service is available or we can secure your motorcycle in one of our ocean consolidation without a crate, blocked & braced inside the ocean container. Further, for shippers with numerous motorcycles using exclusive containers, our packing department can segment the container with a full of partial platform.
And Now Some of Wikipedia Information (many of you readers have asked for some pertinent info, which we on & off are happy to bring to your attention)
Container Ships are cargo ships3 that carry all of their load in truck-sizeintermodal containers4,
in a technique called containerization5. They are a common means of commercial intermodal
freight transport6 and now carry most seagoing non-bulk cargo.
There are two main types of dry cargo: bulk cargo and break bulk cargo. Bulk cargoes, like grain or coal, are transported unpackaged in the hull of the ship, generally in large
volume.3 Break-bulk cargoes, on the other hand, are transported in packages, and are generally manufactured goods.4 Before the advent of containerization in the 1950s, break-bulk items were loaded, lashed, unlashed and unloaded from the ship one piece at a time. However, by grouping cargo into containers, 1,000 to 3,000 cubic feet (28 to 85 m3) of cargo, or up to about 64,000 pounds (29,000 kg), is moved at once and each container is secured to the ship once in a standardized way.5 Containerization has increased the efficiency of moving traditional break-bulk cargoes significantly, reducing shipping time by 84% and costs by 35%.6 As of 2001, more than 90% of world trade in non-bulk goods is transported in ISO containers.7 In 2009, almost one quarter of the world’s dry cargo was shipped by container, an estimated 125 million TEU or 1.19 billion metric tons worth of cargo.81011
The earliest container ships were converted tankers, built up from surplus T2 tankers after World War II. In 1951, the first purpose-built container vessels began operating in Denmark, and between Seattle and Alaska. The first commercially successful container ship was the Ideal X17,9 a T2 tanker, owned by Malcom McLean, which carried 58 metal containers between Newark, New Jersey and Houston, Texas on its first voyage.10 In 1955, McLean built his company, McLean Trucking into one of United States’ biggest freighter fleets. In 1955, he purchased the small Pan Atlantic Steamship Company from Waterman Steamship and
adapted its ships to carry cargo in large uniform metal containers.11 On April 26, 1956, the first of these rebuilt container vessels, theIdeal X, left the Port Newark in New Jersey and a new revolution in modern shipping resulted.121312131415161819202122
The earliest container ships were converted T2 tankers23 in the 1940s after World War II24.Container vessels eliminate the individual hatches, holds and dividers of the traditional general cargo vessels. The hull of a typical container ship is a huge warehouse divided into cells by vertical guide rails. These cells are designed to hold cargo in pre-packed units
containers. Shipping containers are usually made of steel, but other materialslike aluminum, fiberglass or plywood are also used. They are designed to be entirely transferred to and from trains, trucks or trailers. There are several types of containers and they are categorized according to their size and functions. Today, approximately 90% of non-bulk cargo25 worldwide is transported by container, and modern container ships can carry up to 16,020 twenty-foot
equivalent units26 (TEU) (CMA CGM Marco Polo27). As a class, container ships now rival crude oil tankers28 and bulk carriers29 as the largest commercial vessels on the ocean. Although containerization caused a revolution in the world of shipping, its introduction did not have an easy passage. Ports, railway (railroad in the US) companies, and shippers were concerned about the huge costs of developing the ports and railway infrastructure needed to handle
container ships, and for the movement of containers on land by rail and road. Trade unions were concerned about massive job loss among port and dock workers at ports, as containers were sure to eliminate several manual jobs of cargo handling at ports. It took ten years of legal battles before container ships would be pressed into international service. In 1966, a container liner service from USA to the Dutch city of Rotterdam commenced. Containerization changed not only the face of shipping, but it also revolutionized world trade as well. A
container ship can be loaded and unloaded in a few hours compared to days in a traditional cargo vessel. This, besides cutting labor costs, has reducedshipping times between points to a great extent; for example, it takes a few weeks instead of months for a consignment to be delivered from India to Europe and vice-versa. It has also resulted in less breakage due to less handling; also, there is less danger of cargo shifting during a voyage. As containers are
sealed and only open at the destination, pilferage and theft levels have been
Containerization has lowered shipping expense and decreased shipping time, and this has in turn helped the growth of international trade. Cargo that once arrived in cartons, crates, bales, barrels or bags now comes in factory sealed containers, with no indication to the human
eye of their contents, except for a product code that machines can scan and computers trace. This system of tracking has been so exact that a two-week voyage can be timed for arrival with an accuracy of under fifteen minutes. It has resulted in such revolutions as on time guaranteed delivery30 and just in time manufacturing31. Raw materials arrive from factories in sealed containers less than an hour before they are required in manufacture, resulting
in reduced inventory expense.
Overseas Container Shiping, Unclaimed Cargo
- ^ firstname.lastname@example.org (www.etcinternational.com)
- ^ Dimitri@etcinternational.com (www.etcinternational.com)
- ^ Cargo ship (en.wikipedia.org)
- ^ Intermodal container (en.wikipedia.org)
- ^ Containerization (en.wikipedia.org)
- ^ Intermodal freight transport (en.wikipedia.org)
- ^ Twenty-foot equivalent unit (en.wikipedia.org)
- ^ Stevedore (en.wikipedia.org)
- ^ Break bulk cargo (en.wikipedia.org)
- ^ Bulk cargo (en.wikipedia.org)
- ^ Break bulk cargo (en.wikipedia.org)
- ^ Tanker (ship) (en.wikipedia.org)
- ^ T2 tanker (en.wikipedia.org)
- ^ Denmark (en.wikipedia.org)
- ^ Seattle (en.wikipedia.org)
- ^ Alaska (en.wikipedia.org)
- ^ SS Ideal X (en.wikipedia.org)
- ^ Malcom McLean (en.wikipedia.org)
- ^ Newark, New Jersey (en.wikipedia.org)
- ^ Houston, Texas (en.wikipedia.org)
- ^ Waterman Steamship (en.wikipedia.org)
- ^ Port Newark (en.wikipedia.org)
- ^ T2 tanker (en.wikipedia.org)
- ^ World War II (en.wikipedia.org)
- ^ Bulk cargo (en.wikipedia.org)
- ^ Twenty-foot equivalent unit (en.wikipedia.org)
- ^ CMA CGM Marco Polo (en.wikipedia.org)
- ^ Crude oil tanker (en.wikipedia.org)
- ^ Bulk carrier (en.wikipedia.org)
- ^ On time guaranteed delivery (page does not exist) (en.wikipedia.org)
- ^ Just in time manufacturing (en.wikipedia.org)
The Nigerian Institute of Freight Forwarders has thrown it full weight behind the Council for the Regulation of Freight Forwarding in Nigeria CRFFN over its proposed clampdown on quack freight forwarders as part of the commencement of enforcement of the provisions of the enabling Act.
The council had last week hinted that it is concluding plans to clamp down on illegal and unregistered freight forwarders practicing in Nigeria s sea, airports and border stations. This is sequel to the recruitment and inauguration of enforcement offi cers, which also marked a fl ag-off of its enforcement activities in line with the council s statutory powers under the CRFFN Act, 2007, designed to rid the nation s maritime industry of quack and unregistered freight forwarders.
Acting Executive Secretary of the institute, Valentino Buoro, who spoke in Lagos, described the move as the dawn of a new era in Nigeria s international trade transactions. According to him, this milestone will also mark the end of the road for fake forwarders who have in the past tarnished the image of this globally recognised profession.
For far too long a time, honest and hardworking freight forwarders have suffered humiliation and bad publicity as a result of the activities of fraudsters who masquerade as clearing and forwarding agents to dupe innocent importers , he noted
He also said: Such fraudsters had remained endemic in the system because they offer below industry rates for cargo handling in order to lure their victims. However with the successful commencement of this phase of the CRFFN s mandate, the industry will now witness the separation of the wheat from the chaff; a situation which will give genuine freight forwarders a pride of place in the comity of professionals
Buoro, who is also a maritime lawyer, noted that the institute congratulates the management of the CRFFN for a good take off in this respect, and also urged all registered freight forwarders to seize this opportunity to sign up for the 2013 Mandatory Continuing Professional Development Programme of the Nigerian Institute of Freight Forwarders which kicks off this month.
Let it be noted by all concerned that participation in the Mandatory Continuing Professional Development Programme is a prerequisite for obtaining the annual practice license of the CRFFN. It should also be understood that without a current practicing license, no registered freight forwarder will be in a position to carry on business , he further insisted.
The institute therefore appealed to registered freight forwarders who have not regularised their membership of the institute to do so by picking up their membership registration forms and taking advantage of its Members Support Desk which will assist them in fi nding solutions to a wide range of business challenges.
Registrar/Chief executive offi cer of the council, Mike Jukwe, had last week in an exclusive interview confi rmed the proposed clampdown, which he also said would commence in Lagos, Port Harcourt and Kano and later extend to other seaport, airports and land borders.
According to him, the inauguration of the enforcement offi cers, which also fl agged off the enforcement of the relevant aspects of the enabling Act is aimed at fl ushing out quacks and unregistered freight forwarding practitioners from the system in line with the letters and intentions of the CRFFN Act.
He disclosed that affected freight forwarders have been given between two three weeks to regularise their registration with the council or face the full wrath of the law.
What this implies in practical terms is that at the expiration of this notice in the next two or three weeks, all unregistered freight forwarding practitioners will not be allowed to operate at any sea, airports and land borders in Nigeria , Jukwe insisted.
The CRFFN-boss also noted that this warning had become necessary so that no one will claim that he or she was caught unawares, as the enforcement offi cers will swoop on them and bar unregistered freight forwarders from practicising.
The recruitment of these enforcement offi cers, about 30 of them is to enforce provisions of relevant sections of the CRFFN Act, 2007, especially the areas that concern complying with the standard regulations of practice , he said further.
It was gathered that in addition to barring these non-compliant freight forwarders from practicising at the various air, seaport and border locations, culprits may also be prosecuted in line with the provision of the Act.
The clampdown is in line with section 30 of the CRFFN Act 16 of 2007, which defi nes a freight forwarder as any person or company who arranges the carriage or movement of goods and associated formalities on behalf of an importer or exporter along the international boundaries of sea ports, cargo airports or land border stations and also empowers the council to enforce compliance.
Thailand had benefited immensely from international economic policies that have liberalized the market for comparative economic advantage. Strategic location, hospitable climate, closeness to vast Asian market and cheap labor are some of the factors that have turned Thailand into global manufacturing destination. From garments, to electronics goods of market leading brands are now manufactured in Thailand. Almost all the leading brands now have a manufacturing unit in the country. Thailand today enjoys a major share in global trade and one of the major trade forms of the nation is export-import. No doubt that freight forwarding has emerged as a growing industry in the nation. Below we have compiled a list of top five freight forwarders in the country.
- World Mega Logistics Co. Ltd.: They are an international freight carrier involved in sea and air transferring from Thailand to several international destinations, namely China, West coast of America, East coast of America, Europe, Mediterranean, Japan, Korea, Middle East, Southeast and South Asia, and Australia. Their service range also encompasses inland transportation, ISO Tank Container operation, custom brokerage etc. They have over 30 years of experience in cargo handling. World Mega Logistics locally is a part of popular Siam Sept Group, which since 1977 is involved in transporting goods at different international locations. The carrier has obtained Gold Class License from the Thailand Custom department.
- Alliance Shipping Services Company Ltd.: Another renowned freight forwarder is Alliance Shipping Services Co. Ltd. They have specialized in offering shipping solutions to countries like China, West coast of America and Southeast Asia. Their services are offered 24*7 by a team of experienced cargo handlers. They offer services including cargo handling and transportation, custom clearance etc.
- GGS Lines: Another freight forwarder of repute in GGS Lines. They offer their services to countries like China, Japan, Korea, Europe and South and Southeast Asia. They are a part of GGS Lines Group of Companies that was established in 2002 by a team of professional custom brokers. They have specialized in offering services on international cargo transfer, customs brokerage and inland transportation. They offer both sea and airfreight transfers as well as door-to-door delivery services.
- KPS International Transport Company Ltd.: This is a recognized market leader in offering complete freight forwarding solutions to clients. Their diverse range of service incorporates warehousing, freight forwarding, distribution, supply chain consultation service etc. They have earned reputation of being trusted logistic partner with their international standard logistic solutions. KPS International mainly focuses on Southeast Asian market to offer their freight forwarding services.
- Good Deal Port Co. Ltd.: The market for international freight carrier in Thailand is a growing one and as a result, many new carrier lines have come up in the recent time. One such name is Good Deal Port Company Ltd. It was established in 2011 by a team of industry professionals who together have over nine years of experience at various aspects of freight forwarding. The carrier offers both international and inland cargo transport solutions.
Comments are closed.
Where in the transport or supply chain should the export container be weighed and the actual weight ascertained ..??
What do the readers of this blog think about it..?? What is your consensus on where the box must be weighed..??
My personal view is that the shipper or their packing warehouse must weigh the box and issue a weight confirmation before the container is taken into the port.. That way, the shipper or their packing warehouse are confirming that they have weighed the box and they must be held liable in case of any misdeclaration..
This is especially important since the port equipment doesn t seem to be capable of producing accurate weights when it is weighed as mentioned in this post1 and this way there won t be any delays at the port for the weighing..
Although the shippers have rejected calls for mandatory weighing of containers2, I think in everyone s interest, this is the best option as such mis-declarations could lead to loss of human life, loss of assets (ships, containers), loss of business which will prove costly to the various economies..
The industry needs to urgently consider the implications of proposed new regulations on the declaration of container weight how and where this can be verified in the transport chain
When the MSC Napoli ran aground off the UK south coast in January 2007 (pictured), 137 out of the 600 containers it was carrying on deck were at least 10% heavier or lighter than had been declared on the ship s manifest.
In another high-profile accident, the capsizing of the Xpress Container Line vessel Deneb during unloading at Algeciras in June 2011, an even higher percentage of boxes 64 out of 150 were not laden as recorded. Richard Marks, director of the International Cargo Handling Coordination Association (ICHCA), reminded delegates of these startling statistics in a thought-provoking seminar during last week s Multimodal 2013 exhibition. The tendency is to assume that the weight on the booking form is the actual weight this must account for a large proportion of misdeclarations. There s human error as well, Marks said.
The degree of variation , as he described it error ratios of 22% in the case of the Napoli and 42% for theDeneb were no surprise. The question for Marks was what the industry was going to do about it.
The issue is becoming more urgent, the seminar heard, because within three years shippers could be required by law to verify weight before containers are loaded on board ship.
Parties to the Safety of Life at Sea convention agreed an amendment in September 2012 stipulating that a container should either be weighed in its entirety, or its contents weighed separately and added to the tare weight of the box.
Marks said the International Maritime Organization (IMO) would consider the amendment in September this year and would probably adopt it in December 2014, leading to an entry into force in July 2016.
Where can we do this in the transport chain? he asked. The verified weight would need to be stated in the shipping document, although because this was prepared before the vessel was loaded may raise practical difficulties.
Marks said weighing containers at the gatehouse on entry to the port was difficult and expensive, and could impact especially on just-in-time deliveries.
Verifying weight on the lifting equipment itself was not guaranteed to be accurate, and self-geared ships often served terminals without dedicated equipment, he pointed out.
Giving the forwarder s perspective, Robert Windsor, manager of trade services at the British International Freight Association (BIFA), said everyone in the supply chain had obligations and responsibilities, but if one person got it wrong, there were likely consequences for all the rest. We must prevent bottlenecks in the supply chain, he stressed.
Forwarders loaded many sea freight containers, but operated differently according to whether they were acting as agent, consolidator, intermediary or loader, Windsor said. He believed most BIFA members would prefer aggregating weights of cargo rather than weighing laden boxes, and was pleased that this seemed to be acceptable to the IMO.
Echoing Marks s earlier comments, Windsor said that verification at the port would create a pinch-point. However, targeted spot checks would be necessary as inaccurate container weights were part of a much wider problem involving Customs and other authorities.
Chris Welsh, director of global and European policy at the Freight Transport Association (FTA), said: A small part of the market is not doing things correctly not through malice, but in ignorance of what s required.
An FTA survey had suggested it was not weight, but inappropriately stowed and secured boxes that caused most problems.
Consultant Bill Brassington, who advises the International Labour Organisation on workplace safety, commented that shipping lines must review their booking procedures to make sure that containers declared as heavy were correctly placed.
The person who places the cargo in the unit must be responsible for declaring mass of that cargo, he said.
The issue was not just one of accidents at sea, Brassington said. Stacks of containers could be unstable, or they could fall from spreaders. The safety of truck drivers, train operators and terminal operators was at stake, as well as that of seafarers.
- ^ this post (shippingandfreightresource.com)
- ^ shippers have rejected calls for mandatory weighing of containers (shippingandfreightresource.com)
By PONCIANO ODONGO email@example.com
Posted Saturday, April 27 2013 at 18:03
Kenya will host the sixth African International Export and Import fair in August.
The event organiser has urged county leaders to take advantage of the fair to showcase their investment opportunities.
The managing director of Exhibitions and Events Organisers, Mr Solomon Kinyanjui, said the four-day exhibition will held at the Kenyatta International Conference Centre in Nairobi.
The forum is meant to create an opportunity to establish business relationships with international consumers and offer participants an opportunity to explore joint ventures, exporting, licensing, counter trade, said Mr Kinyanjui.
He said the fair continues to positively contribute to the upgrading and development of export and import trade in Africa through opening channels of interaction and communication between relevant authorities, investors and stakeholders with interest in investing in Africa.
This is an opportunity to actively promote businesses and stimulate global business exchanges, said Mr Kinyanjui.
Some of the products expected to be exhibited are heavy construction equipment, trade finance products, agricultural technology, cargo logistics, medical equipment and pharmaceutical products.
The event will also promote investment opportunities in various counties.
Last year s event attracted three big investors to Kenya who are already warming up to settle, said Mr Kinyanjui.
The fair attracted 400 exhibitors from 100 countries and more than 10,000 visitors from 32 countries.
Among the countries that have shown interest in this year s event are China, United Arab Emirates, Pakistan and Iran.
The annual event has been supported by the government of Kenya through the ministry of Trade and Export Promotion Council for the last six years.
The import and export promotion in Kenya is in line with Vision 2030 whose agenda is to improve infrastructure, ICT and agricultural activities in the arid and semi-arid areas.
Local investors will learn more about export and import financing, cargo handling, international trade documentation, freight services, insurance services on cargo and finance.
Searsport: Windmill parts are unloaded because of state and federal funds that improved the port s infrastructure. Courtesy photo
According to data from the U.S. Census Bureau s Foreign Trade Division, from 2000 through November 2010 Maine exports grew 56 percent. With the arrival of a new cargo shipping business to Portland, exports and imports are expected to increase.
To have a major business come to the city and to all of a sudden open up markets to businesses throughout the region, in ways that we haven t in the past, is what we worked for and hoped for, said Portland Mayor Michael Brennan.
Officials drive pillions for the port of Portland s infrastructure improvements in 09 federal grants and state bonds helped the project. Courtesy photo
Eimskip operates a fleet of 17 cargo ships in the North Atlantic and has begun to make port at the Portland International Marine Terminal every two weeks. Many small businesses can t afford to fly their goods overseas, and some have been forced to ship out of Boston. Now they can ship right here to markets in eastern Canada and Europe. Eimskip s import/export shipping service will open up markets to Maine businesses of all kinds.
The real opportunity I see here is for Maine businesses, said John Henshaw, executive director of the Maine Port Authority. It will make shipping cost-effective and open up entirely new markets. There s great opportunity for our seafood processors and agriculture sectors stemming from Eimskip s leadership in refrigerated container logistics.
If a small business only needs to ship a few pallets of goods or a lot of pallets, with Eimskip either are possible. The new availability of shipping a crate or two will encourage small business trade.
Mack Point, in Searsport Maine. The deepwater port s facilities have been enhanced with state, local and federal funds for bulk containers, storage, and to accommodate large ships. Courtesy photo
No other steamship line is servicing the area and hasn t for decades. While Eimskip, an Icelandic company, considered other ports in New England, it ultimately decided to move its North American operations from Norfolk, Virginia to Portland, Maine because of recent waterfront infrastructure improvements, the city s strong seafood and natural resource markets, and Portland s proximity to European ports.
We would have never come if it wasn t for this terminal, said Larus Isfeld, spokesman for Eimskip. His company expects to hire employees to support its Portland operations, and the new service may also create related jobs in trucking, railroads, and warehousing.
The announcement came after years of work by city officials, the Maine Port Authority, private companies, and state government. Former Governor John Baldacci s three-port transportation strategy enhanced the capabilities of Maine s three deepwater ports: Portland, Eastport, and Searsport. With voter-approved bond issues, these ports began capacity and infrastructure improvements; the Recovery Act then provided $14 million in additional funds. The funding also helped improve access to the pier and also improved cargo-handling capabilities.
Now companies like Eimskip can choose Maine over any other deepwater port to move goods and services.
We initiated a three-port strategy based upon these veins of economic development and traffic. We used the three major natural transportation routes that run through our 17 million acres of forestlands for our three-port strategy. The first in Northern Maine is serviced by Eastport. The second is the Millinocket Katahdin region serviced by Searsport, and the third is Portland, said Governor John Baldacci. We re perfectly situated for import and export opportunities. Maine is the portal to North America. In order to ship goods to North America from Europe, Maine is the most convenient entryway. Our ports are busy but not as congested as those in states to our south, and our workers are second to none. Now with the infrastructure improvements we have made, it s heartening to see that we are attracting international business.
Searsport has recently undergone a major reconstruction effort. The port received $7 million from the Recovery Act along with bond funding from the state for investments in a heavy-lift mobile harbor crane and cargo-handling equipment, which has increased import and export activities.
Maine Port Authority s willingness to support infrastructure improvements in our deepwater ports has allowed us to diversify into new product lines, including wind and biofuels, said Jim Therriault, vice president of marketing and materials handling for Sprague Energy.
Eastport, Maine, is looking forward to more companies using the port that has been enhanced with infrastructure improvements. In 2014 wood pellets will be added to their long list of exports being shipped.
Searsport principally imports liquid fuel and energy components. Ships laden with millions of barrels of petroleum and liquid bulk goods, road salt, gypsum rock, windmill components, and petroleum coke docked in Searsport s last year.
You can bring containers into Searsport where the Montreal, Maine and Atlantic Railway meets and double-stack the containers, one on top of the other, and ship them all the way to Montreal. Containers could be shipped directly to Chicago and then on to the West Coast, said David Cole, former Maine Department of Transportation commissioner, in a previous Maine Insight s article. Cole helped integrate the changes to Maine s ports as part of the three-port strategy.
In addition, the Baldacci administration worked with train companies to extend rail services, hoping to move more goods shipped by rail and take more trucks off the roads, as the return for companies that ship by rail is greater than those that have to rely on trucks. One ton of goods can be shipped 500 miles on a gallon of diesel; by truck, it would take 83 gallons of diesel.
train on its way to tWaterville s intermodel facility has been enhanced. Photo by Ramona du Houx
Pan Am Railways is one such company that worked in partnership with the state. They helped bring the Amtrak Downeaster to Brunswick, as the company owns the tracks the train uses. In addition, improvements to Waterville s intermodal transportation facility were made, in part, with the partnership of Pan Am Railways.
Eimskip will partner with Pan Am Railways to offer cost-competitive access to North American markets.
We are very excited to be working so closely with Pan Am Railwaysthrough Portland, Maine, said Eimskip CEO Gylfi Sigf sson. Pan Am has been very helpful working with us to make this possible, and we believe that our work together is critical for success moving forward.
The potential of exporting wood biofuel energy products
In 2007 the Baldacci Administration began to encourage and highlight the potential of wood pellets as a homegrown sustainable energy source, so residents and businesses would diminish their use of oil, save funds, and help Maine s economy at home and with exporting the commodity.
Maine s natural resources have always been the bedrock of our economic growth. New innovative processes are helping to transition traditional industries for a new era, adding value to our sustainable resources, which is key for our economic development. We once fueled our mills with energy from hydropower; now some mills are creating biofuels that are bringing energy costs down and growing good jobs in our rural communities, said former Governor Baldacci.
Pan Am Railroad s CEO Peter Finch, and state officials with Governor John Baldcci in the center, cut the ribbon for rail improvements in Lewiston, which were partially funded by bonds. Photo by Ramona du Houx
All of Maine s deepwater ports have been gearing up for the burgeoning market in exporting pellets.
For the last several years, there s been a good deal of interest in the potential for exporting wood pellets, said Henshaw.
Eastport installed a conveyor system capable of handling wood pellets and other bulk commodities. The port of Eastport is the deepest natural seaport in the continental U.S. As the easternmost port in the United States, Eastport is the closest deepwater port to European markets.
That proximity gives all of Maine s ports a competitive advantage over southern deepwater ports. With less ocean to cross, the fuel costs diminish. Freight costs from the Northeast of America to Europe are favorable over the Southeast by $4 per ton, increasing to $7 per ton from the Gulf Coast.
Eastport s cargo operations include shipments of wood pulp to destinations as far away as China and shipments of dairy cows and beef cattle to Turkey and Russia.
In February, Thermogen Industries, a subsidiary of Cate Street Capital, announced that they will build a torrefied wood pellet biofuel manufacturing facility in Eastport.
Our clean fuel product, torrefied wood pellets, will be shipped overseas as an alternative fuel for coal-fired power plants that need to reduce harmful emissions, said Cate Street Capital President/CEO John Hall . Locating next to the port of Eastport would greatly reduce our shipping costs while providing new incremental business for the port.
Woodpellets manufacturing has increased in Maine dramatically since 2007. photo by Ramona du Houx
Thermogen uses biomass material that s left behind from wood harvesting operations. Its torrefaction process involves changing the properties of wood using microwave technology, not heat, which creates a black pellet that burns with similar BTU heat output and handling characteristics as coal, but much cleaner. Coal-fired power plants could burn the torrefied wood in lieu of coal to lower emissions and meet increasingly stringent environmental regulation.
Depending on the size of Thermogen s facility, it could create approximately 75 new jobs in Eastport and over 300 woods-based jobs.
Cate Street Capital, an investment group that specializes in renewable energy and green technology projects, bought the Millinocket paper mill after they consulted a study which the Maine Technology Institute (MTI) funded several years ago during the Baldacci administration, which recommended that Maine consider producing thermal, or torrefied, wood. The product has the potential to replace the use of coal. That report, with its recommendations, was key in helping the mill transition, putting workers back on the job.
The future is bright, said Cate Street Capital s Scott Tranchemontagne. We have done our due diligence and are moving forward with torrefied wood.
Congresswoman Chellie Pingree speaks at the celebration of the DownEaster coming to Brunswick. Public and private sectors worked together to make it happen.Photo by Ramona du Houx
By the end of this year, the Millinocket site is expected to start producing torrefied wood products, reaching commercial operations in early 2014. Railroad lines that were used by the former mill owners could be utilized once again.
The Eastport Port Authority asked the state to fund a rail infrastructure upgrade in 2009. But the Republican-controlled legislature and the governor didn t, although the investment would have helped ship bulk commodities like wood pellets.
Searsport is where George Soffron, CEO of Maine-based Corinth Wood Pellets LLC, the first wood pellet manufacturer in Maine, has plans to export pellets in 2014.
F.E. Wood & Sons, with their new 312,000-metric-ton wood pellet plant in Baldwin, intends to export white pellets from Portland to European markets.
They will likely be coal-fired power plants, which are using pellets to displace carbon emissions, said Tony Wood, vice president of F.E. Wood & Sons.
F.E. Wood & Sons are in the process of transforming their 130-year-old business into manufacturing pellets.
Maine has great potential for pellet export, said Wood. European markets are certainly a very exciting place to be working right now!
The mill would have capacity to make 300,000 tons a year and employ 30 workers, with more jobs in the forest and transportation chain. Part of Wood s plan is to use the Mountain Division rail link to Portland for transportation, and initial discussions to move forward with renovating the line started under the Baldacci administration.
We have done a great deal of work to activate the Mountain Division rail link, and there is a fair amount of support through the community and state legislature to see it returned to commercial activity. There are several challenges, but I believe once our facility is operating we will be able to renew our efforts to reactivate the line to our site, said Wood.
In the meantime, it is very exciting to see Portland and Pan Am making investments and improvements to service in the Portland area this has potential to improve throughput and service for our project, as well as helping to open a freight bottleneck for industries in Maine trying to reach East Coast ports and other points in the U.S.
Transportation hub improvements often lead to others. Recently, the Maine Port Authority received a $150,000 federal grant to develop a new type of ship that could help restore cargo shipping between the Portland terminal and East Coast ports.
At the same time, LePage refuses to release a voter-approved bond for more port infrastructure improvements. Eastport and Searsport could see $1.5 million and $17 million respectively from a 2012 bond package.
Company chose Maine because of port improvements made by the state and federal grants
Eimskip, and Icelandic company, operates a fleet of 16 cargo ships in the North Atlantic and will make port at the Portland International Marine Terminal every 14 days. The service will give Maine businesses direct import and export access to markets in eastern Canada and Europe. Eimskip expects to hire employees to support its Portland operations, and the new service may also create related jobs in trucking, railroads and warehousing.
The new shipping service opens up markets to Maine businesses of all kinds. Many small businesses can t afford to fly their goods overseas and some have been shipping out of Boston.
The real opportunity that I see here is for Maine businesses, said John Henshaw, executive director of the Maine Port Authority. It will make shipping cost-effective and open up entirely new markets. There s great opportunity for our seafood processors and agriculture sectors stemming from Eimskip s leadership in refrigerated container logistics.
Small businesses that only want to ship a few pallets of goods with Eimskip will be able to use the container service as well as bigger orders. The availability of shipping a crate or two will be encouraging for small business trade.
While Eimskip considered other ports in New England, it ultimately decided to move its North American operations to Portland because of recent waterfront infrastructure improvements, the city s strong seafood and natural resource markets, and Portland s proxilmty to European ports.
We would have never come if it wasn t for this terminal, said Isfeld, spokesman for Eimskip.
The announcement comes after years of work by city officials, private companies and state government. Governor John Baldacci s Three port transportation strategy enhanced the capabilities of Maine s three deep water ports: Portland, Eastport and Searsport. With voter approved bond issues these ports began infrastructure improvements then the Recovery Act provided $14 million in additional funds. Now companies like Eimskip can choose Maine over Boston to move goods and services.1
We initiated a three-port strategy 2based upon these veins of economic development and traffic. We used the three major natural transportation routes that run through our 17 million acres of forest lands for our three-port strategy. The first in Northern Maine is serviced by Eastport. The second is the Millinocket Katahdin region starts in Searsport, and the third is Portland, said Governor John Bladacci. We re perfectly situated for import and export opportunities. Maine is the portal to North America. In order to ship goods to North America from Europe Maine is the most convenient entry way. Our ports are busy but not as congested as those in states to our south and our workers are second to none. Now with the infrastututre imporvements we have made its heartneing to see that we are attracting international business.
In addition the Baldacci administration worked with train freight companies to extend rail service hoping to move more goods shipped via rail and take more trucks off the roads, as the return for companies that ship by rail is greater than those that have to rely on trucks. Pan Am is one such company.
Eimskip will partner with Pan Am Railways to offer cost-competitive access to North American markets.
We are very excited to be working so closely with Pan Am Railroad through Portland, Maine, said Eimskip CEO, Gylfi Sigfusson. Pan Am has been very helpful working with us to make this possible, and we believe that our work together is critical for success moving forward.
Two months ago the Maine Port Authority received a $150,000 federal grant to develop a new type of ship that could restore cargo shipping between the terminal and East Coast ports. In 2009, the port authority took over operations of the city-owned terminal on West Commercial Street near the Casco Bay Bridge.
The Recovery Act Funds in 2010 were allocated as follows:
$5 million to the International Marine Terminal in Portland for capacity and infrastructure improvements. The funding will help improve access to the pier and also improve cargo-handling capability.
$7 million to Searsport for investments in innovative new equipment, including a heavy-lift mobile harbor crane and cargo-handling equipment.
$2 million will go to Eastport for a warehouse, conveyer equipment and storage pad.
Eimskip, established in 1915, has 49 offices in 17 countries, and operates 17 vessels. It has been sailing to the United States since 1917.
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