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The Blue Marlin breaks record moving the BP rig and continues to break it’s own records. There’s now a new ship for decommissioning oil rigs that is hailed as the largest ship in the world, The Pieter Schelte, which is part robot.
Short of moving mountains, there´s hardly anything the Blue Marlin can´t do.
Equipped with a 17,160 HP engine and a lifting capacity of over 76,000 metric tons, the the world´s largest semi-submersible ship has transported some of the most massive structures known to man. For instance, the 738-feet long vessel was the U.S. Navy´s obvious choice when they needed a way to deliver the destroyer USS Cole back to the United States after the warship was severely damaged by an Al-Qaeda suicide bomber attack in Yemen. And a year later, the carrier pulled off its most impressive feat by hauling the 60,000-ton Thunder Horse PQD (AKA the world´s largest semi-submersible oil rig) nearly 16,000 miles from a dock in South Korea to Corpus Christi, Texas.
But even such notable accomplishments may soon be dwarfed when the Vanguard, a new addition to dockwise´s transport fleet, arrives later this year. While the heavy lift vessel boasts an unheard of loading capacity of 117,000 metric tons, it´ll also sport an innovative bowless design that will allow the ship to support wider, longer and overall larger structures.
Also, “the design allows for large amounts of water to flow along the entire deck of the vessel without there being any chance of water entering the confines of the Dockwise Vanguard,” he added.
From an engineering perspective, this meant the crew’s accommodation would have to be built on the extreme starboard side of the vessel together with the lifeboats structure. The $240 million Vanguard will be 275 meters long and 70 meters wide with the ability to support cargo that stretches as much as 170 meters beyond those dimensions.The ship is being built at a Yard in Korea and is expected to enter service by the end of the year.
Truck shipping rates continue to climb amid recent developments in the trucking industry. It was a whirlwind year for trucking in 2017 and 2018 seems to be more of the same.
The volume of truck freight shipping is ever-increasing. In 2017, truck tonnage (the gross weight of freight moved by trucks) rose 3.7% compared to 2016, the largest annual gain since 2013.
Diesel price spikes, increases in manufacturing output, new regulations and tighter truck capacity have contributed to a steady rise in shipping rates. Indications don’t point towards a change in 2018 either.
Shipping Rates Rise as Diesel Prices Go Up
Diesel price increases have dramatically affected shipping rates recently. It’s no secret that fuel is a costly expense for any transportation service, especially those hauling oversize loads. Heavy-duty trucks are lucky to get around 5 mpg on the road, even with recent improvements in fuel-efficient technology.
Fuel alone makes up over 20 percent of operating costs for carriers according to the American Transportation Research Institute. A spike in diesel prices can be catastrophic to a carrier and dramatically limits their ability to operate.
Over the last six months, we’ve experienced a steep increase in diesel prices. Since July 2017, diesel fuel prices have increased 22 percent or $0.53 to an average of $3.02 per gallon according to the U.S. Energy Information Administration.
Increased Outputs in Manufacturing and Construction
Due to the added need to move products, truck carriers are able to hold out or require higher rates as the bridge between supply and demand widens in 2018.
You might be noticing more and more products with the “Made in America” distinction. This is no accident. American manufacturing output increased 7% in the fourth quarter of 2017, and companies are planning on increasing production in American factories.
“I remain optimistic for 2018 for a host of reasons, including a pick-up in factory activity, better housing construction, solid retail sales, and an expected shot in the arm from the new tax law,” said ATA Chief Economist Bob Costello.
Ford announced it would invest $700 million to expand its existing factory in Michigan, while General Motors has stated it will spend an additional $1 billion on manufacturing in 2018.
The increase in production is not limited to manufacturing. Production of new homes built is expected to rise 10% this year according to the National Association of Realtors.
These production increases create more demand for truck capacity, especially for flatbed and specialized carriers. Keep in mind, that freight considered oversize, heavy haul, flatbed and open deck loads are not classified the same as standard dry van trailers (the standard box-like trailer you see on the road). This means that the ratio of loads-to-trucks isn’t going to be the same for all trailers thus, rates will be different as well.
Driver Hours Are Now Tracked Digitally – The ELD Effect
Truck drivers are on the road for extended periods of time and to limit the dangers that can arise from fatigue, the government has placed regulations limiting drivers to 10 hours of service daily.
The ELD mandate that went into effect December 18th has forced carriers to adhere to stricter schedules for their daily hours of service. Now that driver hours are tracked electronically, there is no way around operating beyond the 10-hour daily operating rule.
Carriers are mandated to record all hours electronically instead of finding a way to make the hours add up on paper. Now they begin searching for truck parking around the nine-hour mark in their day, a much earlier time than in the past.
The new ELD regulation has not only limited the number of loads a carrier can move but also what lanes can be traveled in a day as well. There is still a steep adjustment time for the industry since the mandate has only been active for a little over a month. Not to mention the fact that the Commercial Vehicle Safety Alliance has allowed a grace period until April 1, 2018, before enforcing the use of ELDs. Things will get worse before they improve and rates will continue to trend up during this adjustment period.
Tighter Truck Capacity
There’s an inherent driver shortage that is greatly impacting the trucking industry. The American Trucking Association (ATA) estimates the truck driver shortage is around 50,000 drivers and that number could more than triple by 2026.
“In addition to the sheer lack of drivers, fleets are also suffering from a lack of qualified drivers, which amplifies the effects of the shortage,” Costello said. “This means that even as the shortage numbers fluctuate, it remains a serious concern for our industry, for the supply chain and for the economy at large.”
Driver retention has been an ongoing issue, especially for larger fleets. It has become increasingly difficult for fleets to find and retain quality, experienced drivers. This lack of available truck capacity has compounded the rise in shipping rates and the trend could continue.
The future of transportation? Who approves or disapproves of the self-driving rigs now legal in Nevada? Here’s a statement from the manufacturer, Daimler.
A Daimler-built autonomous truck can now legally operate on the highways of Nevada. Gov. Brian Sandoval has officially granted the “Freightliner Inspiration Truck” a license for road use in the state, making it the first of its kind to navigate public roads in the US. The Inspiration’s “Highway Pilot system” is loaded with cameras, radars, other sensors and computer hardware like most autonomous vehicles. However, it’s not completely self-driving — it still needs a human driver behind the wheel.
With such large vessels? Are you serious? Wind powered Shipping? Unmanned Cargo Ships? Do you think that’s a good idea? We want to hear your opinions here at Texas Gobal Services. Thank you for sharing. The WWEA, World Wind Energy Association, and IWSA, International Wind Ship Association have teamed up to promote wind technology propulsion by the global shipping fleet. The WWEA will contribute with its experience in driving industry transition and taking advantage of the power of wind energy technology. The IWSA, in parallel, will continue to bring together all parties in the development of a wind-ship sector to shape industry and government attitudes and policies. “Collaborating with the WWEA team on joint projects enables IWSA to accelerate uptake of this abundantly available, free-to-use energy source into the maritime sector,” Gavin Allwright, IWSA Secretary General, said. “Shipping is certainly an area that will greatly benefit from the uptake of wind power and we look forward to working closely with IWSA to make that happen faster and at scale,” Stefan Gsänger, WWEA Secretary General, said. World Maritime News.com
Unmanned Cargo Ships? Is this a good idea?
Industry bodies in China, led by HNA Technology Logistics Group and China Classification Society (CSS), have established what is now known as the unmanned cargo ship development alliance. Supported by experts from the ABS, DNV GL, Chinese ship and Marine Engineering Design Institute, Shanghai Marine Diesel Engine Research Institute, among others, the alliance is expected to have a profound impact on the industry.
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