Quote:

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SIX: He didn't die of Covid because nobody dies of Covid.

SIGNYM: One day, SIX, if you ever get your shit together and stop denying reality like you stopped your drinking, this will be as embarassing as your drunk posts, JO753's RUSSIARUSSIA! paranoia, and AURAPTOR's IRAQWMD! hysteria. I hope you come to a point where you can look at this in hindsight with a clearer head.


SIX: There is nothing embarrassing about denying the existence of WMDs.
History will prove me right. It usually does.


SIGNY: Are you being dense on purpose? AURAPTOR's problem was that he was convinced ... convinced, I tell you! ... that Saddam had WMD. And no lack of supporting evidence ... or contrary evidence found ... could sway his mind. Not even GWB's failed WMD search was enough for him to see the truth.

Just like JO753 is convinced ... convinced, I tell you! ... that Putin is some evil mastermind and that everything bad that happens to us is because of Putin, despite the fact that everything he points to as evidence has been debunked five times over.

And then there's you, SIX. You're convinced ... convinced, I tell you! ... that SARS Cov-2 is just a universally-promoted government conspiracy designed to scare people. And no amount of peoples' direct experience with family and friends dead of Covid will make you see the truth.

*Yanno, when I type that out loud... that's an shocking level of crazy. Why would you defend it?

SIX: Experience with family and friends dead of Covid?
It's been going on two fucking years and I still don't know anybody who's even gotten it.

---

Quote:

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Originally posted by 6IXSTRINGJACK:
Experience with family and friends dead of Covid?

It's been going on two fucking years and I still don't know anybody who's even gotten it.

---

Quote:

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Originally posted by JEWELSTAITEFAN:
At the first opportunity, I posted in this thread, wondering about the details of the problem, and what the causes or solutions would be.

Some confusing posts have been made since then.


Sigs posted that the problem is Crane Operators, and there is no shortage of truck drivers at the ports.

Quote:

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Originally posted by SIGNYM:
The bottleneck is at unloading. Crane operator shortage is the cause. Truckers wait in line for HOURS to pick up their cargo. There's no shortage of them!

---

Then there is a news report from South Carolina, about SC. How the ships are unloaded so quickly that the cargo sits for hours waiting for a trucker to come along and pick up the containers:

Quote:

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Originally posted by SIGNYM:
Originally posted by 6IXSTRINGJACK:
https://www.wltx.com/article/news/national/truck-driver-shortage-suppl
y-chain-crisis/101-6ed67cb2-8015-49a0-bb88-043415619266

Quote:

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According to Todd, here's what happens. Ships arrive at the port, carrying goods. The cargo is unloaded and then it awaits pick up from a truck driver.... From there, the goods head to a distribution center, and are then sent out.

.. Todd said wait times, "Can vary from 30 minutes to five hours." He says more needs to be done to recruit new truckers, saying, "This is a dying industry right now, it really it is. There's only a few of us veteran truck drivers out here."

---

---

And Sigs digs into the story a bit, and quotes it saying that there is a truck driver shortage.

Other excepts from that story seem confusing:

Quote:

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Couple that with a shortage of truckers to get those supplies to you, the system is in chaos, drivers now facing serious pick up delays.

"Often it's a line outside the gate, waiting in line on the interstate," Todd said.

---

So it sounds like the containers are stacked up, waiting hours for the trucks to come pick it up. But, also, trucks are lined up, waiting to enter the gate, to pick up their loads.
So this means that, at the SC Ports, there is neither a crane operator shortage nor a Truck driver shortage. Both ends of the operation are waiting for the middle to get moving. This indicates that the facility is unable to handle the volume of cargo, they are too disorganized in the container storage yards, and they are not allowing the truckers to come in and pick up their cargo from the docks.


Then Sigs repeats that there is not any trucker shortage at the docks. This seems to be specifically referring to the West Coast docks, or the LA/Long Beach docks:

Quote:

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Originally posted by SIGNYM:
I said the issue AT THE DOCKS wasn't due to trucker shortages. Twice. Again, we can all read what I posted, so stop trying to change it. AT THE DOCKS there is a huge line of trucks waiting for their cargo, and they wait - sometimes for HOURS.

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Then this story, from unknown location about unknown port, which is automated ca5rgo trucks. It indicates there is a trucker shortage at this port:
https://rumble.com/vnpytp-port-container-yards-are-completely-full-nee
ding-truck-drivers-to-pick-up-t.html


Regarding wages: Seems ILWA is the Union for Longshoremen on the4 Pacific Coast. And ILA is the Union for the rest of USA. ILWA seems to have a starting wage on their pay schedule which is about $9 more than ILA.

---

Quote:

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Originally posted by SIGNYM:

Quote:

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SIX: He didn't die of Covid because nobody dies of Covid.

SIGNYM: One day, SIX, if you ever get your shit together and stop denying reality like you stopped your drinking, this will be as embarassing as your drunk posts, JO753's RUSSIARUSSIA! paranoia, and AURAPTOR's IRAQWMD! hysteria. I hope you come to a point where you can look at this in hindsight with a clearer head.


SIX: There is nothing embarrassing about denying the existence of WMDs.
History will prove me right. It usually does.


SIGNY: Are you being dense on purpose? AURAPTOR's problem was that he was convinced ... convinced, I tell you! ... that Saddam had WMD. And no lack of supporting evidence ... or contrary evidence found ... could sway his mind. Not even GWB's failed WMD search was enough for him to see the truth.

Just like JO753 is convinced ... convinced, I tell you! ... that Putin is some evil mastermind and that everything bad that happens to us is because of Putin, despite the fact that everything he points to as evidence has been debunked five times over.

And then there's you, SIX. You're convinced ... convinced, I tell you! ... that SARS Cov-2 is just a universally-promoted government conspiracy designed to scare people. And no amount of peoples' direct experience with family and friends dead of Covid will make you see the truth.

*Yanno, when I type that out loud... that's an shocking level of crazy. Why would you defend it?

SIX: Experience with family and friends dead of Covid?
It's been going on two fucking years and I still don't know anybody who's even gotten it.

---

And yet, when someone tells you PERSONALLY that they know more than one person who died of Covid-19, what is that? Dog meat?
Do you have to experience everything yourself, personally, in order to recognize that something is happening? Because, yanno, that's a ridiculous way to approach the world. May as well give up everything you know about .... everything... because it is impossible that you will ever recapitulate the entire experience of human existence and re-discover all of human-kind's hard won knowledge all by yourself.

-----------
Pity would be no more,
If we did not MAKE men poor - William Blake

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Quote:

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Originally posted by 1KIKI:

Quote:

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Originally posted by 6IXSTRINGJACK:
Experience with family and friends dead of Covid?

It's been going on two fucking years and I still don't know anybody who's even gotten it.

---

Didn't you say you had 2 aunts who got COVID-19? Some of your relatives did. You mentioned that.

Are you going backwards? You've been denying that anybody has ever died of it, now it looks like you're denying it even exists, despite your earlier reports of people in your extended family who had it.

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Quote:

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You don't know anybody who died of Covid either.

If you say you do, you're a liar.

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Quote:

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Originally posted by SIGNYM:

Quote:

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You don't know anybody who died of Covid either.

If you say you do, you're a liar.

---

And now you know SO MUCH you tell me who I know and don't know, and what they did it didn't die of??

I knew two people. They both died of Covid. They were alive and all their organs... heart, lungs, brain, kidneys, liver, spleen etc we're all functioning. And then they caught Covid died.

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Quote:

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Originally posted by 1KIKI:

Signy, I think I might know one of the people you know ... she was a robust home health aid in her 50's, right?

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Quote:

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Originally posted by 1KIKI:

Anyway, to get back on topic, Ports, Shipping and the Supply Chain issues, here's a satellite image of the current congestion off of the twin ports of Los Angeles/ Long Beach:





Fortunately, locals like us aren't dependent on media to know the reality, many of these ships are visible to the naked eye out on the water. And whatcha' going to believe? I prefer to believe my own eyes.

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Quote:

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Originally posted by 1KIKI:

Signy, I think I might know one of the people you know ... she was a robust home health aid in her 50's, right?

---

Quote:

---

Originally posted by 1KIKI:

Signy, I think I might know one of the people you know ... she was a robust home health aid in her 50's, right?

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Quote:

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Originally posted by SIGNYM:
Yes. Dark-haired, opinionated. Name begins with "A". We talking about the same person?

-----------
Pity would be no more,
If we did not MAKE men poor - William Blake

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Quote:

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Fortunately, locals like us aren't dependent on media to know the reality, MANY of these ships are visible to the naked eye out on the water. And whatcha' going to believe? I prefer to believe my own eyes.

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Quote:

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There’s a backlog at U.S. ports. Here’s how Biden hopes to get you your goods, faster
https://www.wuft.org/news/2021/10/14/theres-a-backlog-at-u-s-ports-her
es-how-biden-hopes-to-fix-food-shortages/

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Quote:

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"I Don't Remember A Time When So Many Extreme Events Were Happening In Shipping"

Wednesday, Oct 20, 2021 - 01:57 PM

By Greg Miller of FreightWaves,

"I don’t remember a time when so many extreme events were happening in shipping," said Stifel analyst Ben Nolan, who has been covering the sector for the past 16 years.

Container shipping led the charge, with rates soaring to stratospheric highs. Dry bulk shipping rates jumped next, to levels not seen in over a decade. Now liquefied natural gas shipping has joined the party. LNG spot shipping rates “surged 40% in one day — Friday — on already high levels,” Nolan wrote in his weekly report.

Clarksons Platou Securities reported that benchmark spot rates for tri-fuel, diesel-engine LNG carriers were $157,500 per day on Monday, up 86% week on week. Rates for MEGI-propulsion carriers were $180,000 per day, up 65% week on week. Even rates for older steam-power LNG carriers are in six digits: at $110,000 per day, up 60% week on week.

Multiple segments, rhyming patterns

Shipping rates for containers, LNG and dry bulk are simultaneously high due due to parallel disruptions in supply and/or demand. No matter what the product or commodity, there’s domestic production, inventories and consumption on one hand and imports on the other. Abrupt COVID-era stops and starts of demand (and in the case of container shipping, cargo supply), compounded by other factors, have left inventories short in many categories, stoking demand for imports and thus ocean shipping.

In the container sector, warehouses are full and U.S. inventories overall are higher than pre-COVID, yet U.S. consumer demand has risen even faster, leaving inventory-to-sales ratios historically low.

In the coal and LNG sectors, high power consumption in Asia lowered stockpiles, with environmental issues and weather playing key roles in European and Asian shortfalls. In both container shipping and coal shipping, port congestion is constricting vessel capacity, a plus for rates.

There are connections between what’s happening in LNG, coal and container shipping. Some previously containerized goods are moving on bulkers. High manufacturing levels in China fueled by U.S. consumer demand have played a role in lower Chinese energy commodity inventories, supporting rates for LNG carriers and bulkers. Because LNG and coal imports can’t fill the gap fast enough, power shortfalls in China are slowing factory output, leading to longer delays and more inventory challenges for importers of containerized goods.

Yet another connection: Heavy ordering of container ship newbuilds has blocked yard slots and raised prices for newbuilds of LNG carriers, bulkers and tankers, which should limit vessel capacity and help support rates for non-container ships in the years to come.

LNG rates have room to run

LNG rates are widely expected to go even higher, as the winter peak is still months away. Spot rates topped $200,000 per day last January and one voyage was booked for a record $350,000 per day.

LNG shipping executives speaking during last week’s Capital Link New York Maritime Forum predicted that spot rates during the coming winter peak should be in the range of $200,000-$300,000 per day.
Charts: Clarksons Platou Securities. Chart data: Clarkson Research Services

LNG shipping is different from dry bulk and tanker shipping due to its much higher level of long-term charter coverage — a difference that became even more pronounced this year.

Richard Gilmore, executive vice president of Maran Gas, said during the Capital Link forum, “This summer and into the fall, a number of charterers [signed] multiyear charters, trying to shift away from spot exposure and trying to get away from having to pay very high rates during the wintertime.”

According to Oystein Kalleklev, CEO of Flex LNG (NYSE: FLEX), “Interest in doing term [long-term charters] rather than spot has been unique. We’ve never seen such a strong term market before.”

Karl Fredrik Staubo, CEO of Golar LNG (NYSE: GLNG), said that there are very few owner-controlled ships left in the spot market. “Most are relets,” he explained, referring to LNG carriers on long-term contract deployed in the spot market by charterers, not shipowners.

The same shift to long-term charters has played out in container shipping, where there are virtually no vessels left to lease short term. Rather than paying $200,000 per day to rent a container ship for one or two round-trip voyages, liners and operators are paying $40,000 per day to lock up ships for three to five years.
Are crude and product tankers next?

Crude and product tanker shipping have not followed the COVID-era pattern seen in containers, dry bulk and LNG shipping. One reason is inventories.

In contrast to what happened in other sectors, crude oil and product inventories surged to excessively high levels during the onset of COVID: on the crude side due to the collapsing oil price incentivizing floating and land-based storage, on the product side because refineries couldn’t ramp down fast enough to match collapsing consumption amid lockdowns.

Tanker rates suffered over the past year due to drawdowns of bloated inventories combined with OPEC+ production cuts and pandemic-induced losses to jet-fuel demand.

But oil inventories have now been drawn down, the price of crude is the highest it’s been since 2018, and shortages of coal and LNG should increase oil demand in the coming months. Will crude and product tankers belatedly join the rate boom seen in other shipping segments?

“Not all energy markets are equal, as the tanker markets are still struggling with oil demand that has not recovered to pre-COVID levels,” said Nolan. “However, there is increasing optimism that a seasonal tanker rally could materialize spurred by heating oil and fuel oil given the spillover from high natural gas and coal prices.

“Furthermore, the higher oil and gas prices are expected to drive more production from both OPEC and the rest of the world, making a 2022 recovery in the tanker market a seemingly foregone conclusion.”

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Quote:

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Originally posted by SIGNYM:
As an aside, there is a lesson for China in this too:
Just as being an importing nation makes your economy subject to the pitfalls of disruption, being an EXPORTING nation ALSO distorts your economy.

I thought China had learned it's lesson in 2008, but with their BRI they seem to be doubling down on the scheme.

Many small nations - which is most of them- have no choice but to trade because they don't have continent-sized resources. But that's not China.

Make what you can, trade for what you must.



-----------
Pity would be no more,
If we did not MAKE men poor - William Blake

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Quote:

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JPM: “We Could Be Just Weeks Away From Cushing Effectively Running Out Of Crude”

Back in April 2020, the landlocked West Texas Intermediate crude oil price briefly crashed into negative territory – a stunning turn of events that cost traders massive losses – when the spot oil market found itself with an unprecedented glut as there was literally too much oil to be stored, and as such those traders who were assigned delivery would pay others just to take the physical oil off their hands. Well, in just a few weeks we may see the opposite scenario: no physical oil at all in the largest US commercial storage facility, leading to what may be a superspike in the price of oil.

In a note predicting the near-term dynamics of the oil market, JPMorgan’s commodity Natasha Kaneva writes that in a world of pervasive nat gas and coal shortages which are forcing the power sector to increasingly turn to oil (boosting demand by 750bkd during winter and drawing inventory by 2.1mmb/d in Nov and Dec), Cushing oil storage – which just dropped to 31.2mm barrels, the lowest since 2018…

… may be just weeks from being “effectively out of crude.” The bank’s conclusion: “if nothing were to change in the Cushing balance over the next two months, we might expect front WTI spreads to spike to record highs—a “super backwardation” scenario.”

Before we get into the meat of the note, first some background which as usual these days, begins with Europe’s catastrophic handling of its energy needs.

As JPM notes, the heating season of 2021/2022 is opening with record high global gas prices even as cold winter weather has yet to arrive. Such are the quirks of the natural gas market that, when/if cold winter arrives, demand for gas tends to outpace any source of supply. In the US alone, in a given week in winter, natural gas demand can surge by 50-70 bcf, if not more, with limited response from supply. The situation is so dire at the moment that – JPMorgan observes – “finding even 1 bcf of spare capacity is becoming increasingly difficult.”

The good news is that with Russian domestic gas storage sites 97% full, stockpiling should be finalized by November 1, potentially freeing 4-10 bcm of additional shipments to Europe. However, on Monday we reported that Gazprom had booked only 35% of Yamal-Europe exit pipeline capacity for November (same as in October) and chose not to book additional transit volumes via Ukraine, implying that Russia is not currently planning to ship additional gas to Europe at least until Nord Stream 2 is fully authorized.

And as JPM notes, echoing what Goldman said earlier this week, “without additional Russian volumes, the winter weather premium currently embedded in the European natural gas price cannot significantly diminish until outlook for January weather becomes more certain.”

In short, even higher nat gas prices are on deck, especially if the winter is cold.

So with record coal and gas prices, the power sector and energy intensive industries are turning to oil, potentially boosting demand by 750 kbd during winter and drawing oil inventory by 2.1 mbd over November and December. Earlier today, Reuters quoted Saudi Arabia’s Minister of Energy Prince Abdulaziz bin Salman who confirmed that users switching from gas to oil could account for demand of 500,000-600,000 barrels per day (bpd), adding that the world was now waking up to shortages in the energy sector.

Abdulaziz said the potential switch depended on how severe winter weather would be and how expensive alternative energy prices would be. He outlined a wide range of factors that have led to a recent spike in energy prices, including limited investment in hydrocarbons and infrastructure, low inventories, the lifting of pandemic lockdowns and COVID-19 vaccine uptake rates.

“People all of a sudden woke up to the reality that they are running out of everything: they are ran out of investments, they ran out of stocks and they ran out of … creativity in trying to be attending to real solution that address real issues,” Prince Abdulaziz told the CERA Week India Energy Forum.

In any case, in the clearest example yet of market tightness, Cushing crude storage fell to 31.2 mb last week as noted in the chart above. And because operational tank bottoms are likely 20-25% of capacity- or about 20 mb – JPM predicts that “we could be just weeks away from Cushing being effectively out of crude” and adds that “if nothing were to change in the Cushing balance over the next two months, we might expect front WTI spreads to spike to record highs—a “super backwardation” scenario.“

If JPM’s prediction is correct – and recall just yesterday we published a similar take from Morgan Stanley which now expects a similar “peak supply” scenario playing out, if over the longer term prompting the bank to hike its Q1 2022 price target to $95 from $77.5/bbl – it would have a catastrophic (read higher) impact on the price of oil.

Of course, there are potential mitigating factors: as Kaneva notes, though the dynamics of the US crude balance are different than they were in 2018 and much different than they were in 2014—the last two times Cushing drew down toward operational limits—the market still has a few levers to pull before we worry about such a scenario.

Today, the oil market is already reacting to the possibility that Cushing inventories bottom out and the export arb from the US Gulf Coast to Northwest Europe has been closed since 14 Oct. Consequently, the bank expects US crude exports to fall to an average 2.0-2.2 mbd by mid-November, with most of that ~500 kbd cut coming from flows to Europe.

But while this may be good news for the US, it’s even more bad news for Europe – this reduction in flows to Europe would come at a time when European crude markets are already quite tight. According to data from Kpler, Europe crude oil stocks are already at their lowest since late 2018. Since 15 July, Europe crude stocks have fallen 35 mb, a rate of 362 kbd.

European exports aside, and focusing on Cushing inbound flows, JPM notes that last week the Steele City to Cushing section of the Keystone pipeline halted for three days as Keystone shifted flows to Patoka and the pipeline was still flowing at a much lower than normal rate early this week, though flows appear to be back above 400 kbd this morning.

Total Keystone flows fell on Tuesday as flows to Patoka slowed as well. If Keystone flows to Cushing—normally 350-625 kbd—return consistently to normal soon, Cushing would be much closer to balance. However, if the shift in flows is intended to serve as line fill for Capline, Keystone may not be a short-term solution to the Cushing tank bottoms issue.

Capline should require about 5.2 mb of line fill in total. With start-up not planned until 1 Jan, the rate of line fill should not be more than about 100 kbd. While this additional tightness in the PADD 2 crude balance certainly does not help matters at Cushing, it should be more than offset by the continued ramp up of the 760 kbd Line 3 Replacement, JPM suggests.

Finally, flows on the Enbridge Mainline group of pipelines, which includes the Line 3 Replacement, have only increased about 200 kbd since the start of Line 3, which means the potential for much more crude volume flowing into PADD 2 could be just across the horizon, assuming Canadian producers are willing and able to supply them.

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Quote:

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Originally posted by 1KIKI:
To me this isn't a political party issue, both are fully on board.

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Quote:

---

Originally posted by JEWELSTAITEFAN:

Quote:

---

Originally posted by JEWELSTAITEFAN:
At the first opportunity, I posted in this thread, wondering about the details of the problem, and what the causes or solutions would be.

Some confusing posts have been made since then.


Sigs posted that the problem is Crane Operators, and there is no shortage of truck drivers at the ports.

Quote:

---

Originally posted by SIGNYM:
The bottleneck is at unloading. Crane operator shortage is the cause. Truckers wait in line for HOURS to pick up their cargo. There's no shortage of them!

---

Then there is a news report from South Carolina, about SC. How the ships are unloaded so quickly that the cargo sits for hours waiting for a trucker to come along and pick up the containers:

Quote:

---

Originally posted by SIGNYM:
Originally posted by 6IXSTRINGJACK:
https://www.wltx.com/article/news/national/truck-driver-shortage-suppl
y-chain-crisis/101-6ed67cb2-8015-49a0-bb88-043415619266

Quote:

---

According to Todd, here's what happens. Ships arrive at the port, carrying goods. The cargo is unloaded and then it awaits pick up from a truck driver.... From there, the goods head to a distribution center, and are then sent out.

.. Todd said wait times, "Can vary from 30 minutes to five hours." He says more needs to be done to recruit new truckers, saying, "This is a dying industry right now, it really it is. There's only a few of us veteran truck drivers out here."

---

---

And Sigs digs into the story a bit, and quotes it saying that there is a truck driver shortage.

Other excepts from that story seem confusing:

Quote:

---

Couple that with a shortage of truckers to get those supplies to you, the system is in chaos, drivers now facing serious pick up delays.

"Often it's a line outside the gate, waiting in line on the interstate," Todd said.

---

So it sounds like the containers are stacked up, waiting hours for the trucks to come pick it up. But, also, trucks are lined up, waiting to enter the gate, to pick up their loads.
So this means that, at the SC Ports, there is neither a crane operator shortage nor a Truck driver shortage. Both ends of the operation are waiting for the middle to get moving. This indicates that the facility is unable to handle the volume of cargo, they are too disorganized in the container storage yards, and they are not allowing the truckers to come in and pick up their cargo from the docks.





Regarding wages: Seems ILWA is the Union for Longshoremen on the4 Pacific Coast. And ILA is the Union for the rest of USA. ILWA seems to have a starting wage on their pay schedule which is about $9 more than ILA.

---

I wasn't able to finish there.

If Unions are the culprit, surely Lord Dark Obiden will not urge them to start cooperating. And Robert Reich will certainly look for any other excuse besides Unions - perhaps "not enough pay" anyone? And Newsome will certainly not urge the unions to allow commerce in his state.


CA has a Libtard Gov.
OR has a Libtard Gov.
WA has a Libtard Gov.

Highest volume Container Port in US is LA. 2nd is Long Beach. 3rd is SeaTac. 4th is SanFran.
Hous is 6th.
Oakland is 8th.
San Diego only moves 823K containers annually, but is in top 30 in USA. Unique as a government, public port.

LA + LB move 40% of containers entering USA.

So it looks like US economy and commerce is blockaded by Libtards of the Left coast. Mexico is not feasible due to rampant theft industry (aka hijacking). Canada is less feasible due to even worse Libtards locking down the economy and commerce, and the sporadic unpredictable closing of land border crossings.
With normal price of $1,300 per container and current of $36,000 per container (seems limited to Pacific ports), perhaps it would be feasible to pass the Panama and unload in Houston or maybe Atlantic ports.

One of those linkies was labeled Tampa Bay, which apparently is a front for Politifact. Has conclusion that container Ship backlog at LA/LB ports is caused by Covid.
Covid causes Asia sources to not produce enough product - which would actually reduce congestion into USA, but they conclude it causes congestion.
Covid causes ports in Asia to lot load ships - which would actually reduce congestion into USA, but they conclude it causes congestion.
Covid causes many nations in Asia that are still enduring lockdowns and other restrictions. In a global labor market, that makes it harder to get transportation workers to the ports and hubs where they are needed - which would all actually reduce congestion into USA, but they conclude it causes congestion.
Despite Covoid, factories in China are now flush with orders, and some have backlogs of several months. Shutdowns in less widely vaccinated countries like Vietnam could also hinder the flow of apparel and other products from companies - all of which can reduce the congestion into USA, but they conclude it causes congestion.


It has been difficult to chase down details, but did find some data.

At he beginning of Oct, there were 65 ships waiting to dock and unload at LA/LB. They had a 4 week wait while at anchor. This means about 15 of these ships per week get unloaded. Current reports are of 80 ships awaiting docking to unload - which would mean a 5 week wait at anchor - which would not reach store shelves before Black Friday. By the end of Oct, under current trends, 95 ships will be awaiting docking, and they will be looking at a 6 week wait at anchor - too late to reach store shelves before Christmas.
So it might seem that ships which are currently mid-Pacific, and do not have a reserved scheduled berth awaiting in LA/LB, might to well to divert to Panama and get unloaded in the Gulf or Atlantic - in time for Christmas.

LA port moved 8.6 Million TEUs in FY2020.
Long Beach Port moved 7,747K TEUs in FY2019.

Half a million containers at anchor, when it was 65 ships.

Saw one ship had 14 rows of containers, fore to aft, and 17 stacks wide from port to starboard, and 7 container high per stack. That is about 1,700 (40-ton) containers per stack.
Saw another pic, of Ever Future, with 18 wide and 7 high.

Reports are of 5 minutes to unload a container from ship to shore. That is 12 per hour. for about 1,700 on a ship, that is 142 hours, or 6 days to unload one ship - or, in logistic terms, one berth. But the portsd have many berths.
So I think the ships anchored are not in a first-come, first-unloaded sequence. There are likely many ships with a dedicated port/terminal service for their company, and are bypassing the off-shore wait.

Other reports are of one crane unable to load 60 trucks within 7 hours, before the gates were closed and the trucks sent away until the next shift. That would be 9 containers per hour when loading onto trucks.


in 2019 LA and Long Beach ports were competing with each other, providing incentives to companies, to lure MORE containers for their ports.

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Quote:

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Originally posted by 6IXSTRINGJACK:
Truckers usually have two jobs at once.

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Quote:

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Originally posted by 1KIKI:

Quote:

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Originally posted by 6IXSTRINGJACK:
Truckers usually have two jobs at once.

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Truckers try to have 2 jobs at once. But since the US no longer manufactures and exports nearly the amount it imports, the trip from the ports will be full and the return trip to the ports will usually be empty.

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Quote:

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Originally posted by SIGNYM:
Yanno, I recall a conversation between an old woman trucker and two young ones lo these many years ago, they were telling her they were coming from Colorado to CA, and she wanted to know what they were taking on the return trip. Whem they explained they were going back empty she said "You mean, you're deadheading?!?"

Personally, I think they were taking weed back with them bc this was in the day when CO wasn't growing much but CA was. Some truckers boost their income with meth, or whatever the flavor of the day is.

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Quote:

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Originally posted by 6IXSTRINGJACK:
Truckers usually have two jobs at once.

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Quote:

---

Originally posted by 1KIKI:
Truckers try to have 2 jobs at once. But since the US no longer manufactures and exports nearly the amount it imports, the trip from the ports will be full and the return trip to the ports will usually be empty.

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Quote:

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Originally posted by 6IXSTRINGJACK:
I see the logic behind your thinking, but there's plenty to be shipping around, even if it's just re-shipping things back to the coasts for online orders that had previously been shipped to warehouses from the coasts.

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We also ship all of our "recyclables" back to the coasts. Outside of metal, we don't actually recycle most of the recyclables once they're sorted. They get shipped to 3rd world countries where they get burned.

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Originally posted by JEWELSTAITEFAN:
I heard news report on 21 October that 100 ships were offshore LA/LB, waiting for an unload berth.

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