SELECT G.Goods_Movement_Timeline_ID, G.GM_Date, G.Headline, G.Source_Name, G.Source_URL, G.Date_Added, G.Summary FROM GoodsMovementTimeline as G WHERE (G.Goods_Movement_Timeline_ID > 0) AND (G.Headline <> '') ORDER BY G.GM_Date DESC ; METRANS | Goods Movement Timeline

Goods Movement Timeline

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Welcome to the METRANS Goods Movement Timeline. This is a searchable timeline of activities tied to goods movement, logistics and international trade based upon items from the popular press.

Given our location and the importance of this region as an international trade gateway, many of the entries pertain to Southern California. We do however draw from state and national press as well. Some articles' links may have expired, or you may have to pay a fee or register on the Web site where they originally appeared to access the complete article. Our goal however is to provide the researcher with enough information to track significant events over time as they have occurred in key areas like legislation, finance, and security.

This timeline grew out of timelines initially developed for METRANS research projects in the area of goods movement. Earlier entries (before 2005) were therefore not prepared with a searchable database in mind and will be less detailed. We hope, however, that they remain a useful resource.

Positive coronavirus test temporarily shutters longshore dispatch halls for LA, Long Beach ports


Maersk crew hospitalized in China with suspected coronavirus

If confirmed, these would be the first reported cases of COVID-19 on board a container shipREAD MORE »

LA port terminals operate at 80% as officials try to protect workers from coronavirus


Union officials explore options to avoid crowded dispatch hall to cut coronavirus risks


It's official: FMCSA waives HOS nationwide for COVID 19-related movement


LA, Long Beach ports' cargo volumes from Asia dive in wake of coronavirus outbreak


L.A., Long Beach ports approve fee in push toward cleaner trucks


Votes postponed at L.A., Long Beach ports for $20 fee on most containers


LA City Council to hear appeal from environmentalists about anti-pollution efforts at major port terminal they say don't go far enough


L.A., Long Beach harbor commissions head toward final votes on fees to reduce pollution from trucks


Coronavirus regulations could affect work at Ports of LA and Long Beach


Will coronavirus pull factory orders down after manufacturing rebound?


Classification Fight Takes a Turn


Trade Deal Leaves Southern California Port Officials Mixed

WASHINGTON (AP) The United States and China reached a trade deal Wednesday that eases tensions between the world's two biggest economies, offers massive export opportunities for U.S. farms and factories, and promises to do more to protect American trade secrets.
Still, the Phase 1 agreement leaves unresolved Washington's fundamental differences with Beijing, which is relying on massive government intervention in the economy to turn China into a technological power.
President Donald Trump is wanting to show progress on an issue that he has made a hallmark of his presidency and hopes to use in his reelection campaign this year. Wednesday's signing ceremony at the White House gave him the chance to do that just hours before the House voted to send articles of impeachment to the Senate for a trial.
Trump promoted the trade signing as a way of delivering economic justice for American workers he claims have been betrayed by past administrations and their trade policies.
We mark more than just an agreement. We mark a sea change in international trade, Trump declared during a rambling ceremony in which he made references to former FBI Director James Comey, the impeachment proceedings and a possible visit to Mount Rushmore on July Fourth for a fireworks display.
The Chinese delegation also praised the pact. Chinese leader Xi Jinping said in a letter to Trump that the first-phase deal was good for China, for the U.S. and for the whole world. He said it also showed the two countries had the ability to act on the basis of equality and mutual respect. The letter was read by Beijing's chief negotiator, Vice Premier Liu He.
Some of the president's Democratic critics were unimpressed.
True to form, Trump is getting precious little in return for the significant pain and uncertainty he has imposed on our economy, farmers, and workers, said former Vice President Joe Biden, one of the Democrats hoping to replace Trump.
House Speaker Nancy Pelosi, D-Calif., said in a statement that with the economy losing thousands of manufacturing jobs and Farm Country reeling from the damage caused by President Trump, Americans are left with nothing more than a showy television ceremony to try to hide the complete absence of concrete progress, transparency or accountability in this phase one? agreement.
The administration acknowledges the agreement leaves unresolved some U.S. complaints most notably, the way the Chinese government subsidizes its companies. That was the concern voiced when Trump sparked a trade war by imposing tariffs on Chinese imports in July 2018.
The Phase 1 deal contains meaningful commitments but by no means lives up to the initial objectives of the administration, said Wendy Cutler, a former U.S. trade negotiator who is now vice president at the Asia Society Policy Institute. Further Chinese concessions would force Bejing to make major changes in its state-dominated economic model, which means 'the prospects for a timely conclusion are remote,″ she said.
The agreement leaves in place tariffs on about $360 billion in Chinese imports, leverage the administration hopes will generate future concessions.
U.S. Trade Representative Robert Lighthizer said work on follow-up negotiations will hinge on how China fulfills the commitments it made in the initial phase.
We have to make sure this is implemented properly, Lighthizer said. This is the first agreement like this of its kind and we have to make sure that it works.
The agreement is intended to ease some U.S. economic sanctions on China while Beijing is to step up purchases of American farm products and other goods. Trump cited beef, pork, poultry, seafood, rice and dairy products as examples.
U.S. trade officials said the agreement would end a long-standing practice of China pressuring foreign companies to transfer technology to Chinese companies as a condition for obtaining market access. Lighthizer said China has also agreed to combat patent theft and counterfeit products, which would include forfeiting machinery used for making counterfeit products.
The 86-page agreement makes it easier to bring criminal cases in China against those accused of stealing trade secrets. It includes provisions designed to stop Chinese government officials from using administrative and regulatory procedures to ferret out foreign companies? trade secrets and allowing that information to get into the hands of Chinese competitors.
The deal requires China to come up with procedures to permit effective and expeditious action?? to take down websites that sell pirated goods. China also must make it possible for e-commerce sites to lose their licenses for repeated failures to curb the sale of counterfeit or pirated goods.?
China is required to increase its purchases of U.S. manufactured, energy and farm products and services by a combined $200 billion this year and next. The arrangement means that China is supposed to buy $40 billion in U.S. farm exports. That would be a windfall for Trump supporters in rural America but an ambitious goal considering that China has never bought more than $26 billion in U.S. agricultural products in a year.
It's a strong first step, said Jeremie Waterman, the U.S. Chamber of Commerce's vice president for Greater China. It begins the process of addressing some of the structural concerns, but there's a lot of work left to do. The meat, the core of (U.S. complaints about China's aggressive tech policies) has not yet been addressed. Obviously, that's going to have to wait until Phase 2.?
Most analysts say any meaningful resolution of the main U.S. allegation that Beijing uses predatory tactics in its drive to supplant America's technological supremacy could require years of contentious talks. Skeptics say a satisfactory resolution may be next to impossible given China's ambitions to become the global leader in such advanced technologies as driverless cars and artificial intelligence.
The U.S. has dropped plans to impose tariffs on an additional $160 billion in Chinese imports, and it cut in half, to 7.5%, existing tariffs on $110 billion of good from China.
Derek Scissors, China specialist at the American Enterprise Institute, said the trade war has already delivered a benefit for Trump, even if it hasn't forced Beijing to make major changes to its economic policy: Trump's tariffs have reduced Chinese exports to the United States and narrowed America's trade deficit with China.
So far this year, the U.S. deficit with China in the trade of goods has declined by 16%, or $62 billion, to $321 billion compared with a year earlier. The deficit will narrow further if Beijing lives up to its pledges to buy dramatically more American imports.

Judge Temporarily Blocks AB 5 Implementation for Motor Carriers


Environmentalists say proposed clean truck fees too low for Long Beach, LA ports

A proposed $20 fee per container that would be levied against cargo companies employing diesel trucks which would help pay for cleaner alternatives has drawn criticism from environmental groups that say it isn't high enough.
The Ports of Long Beach and Los Angeles have proposed implementing the fee, known as the Clean Truck Rate, as part of their push to get all of the trucks that go in and out of the ports to emit zero emissions by 2035. The charge would bring in an estimated $90 million in its first year, officials for both ports have said, which would then be used to pay for and offer incentives toward replacing older, pollution-spewing trucks. The ports rolled out the fee proposal in a draft report last week, and held a public workshop on it Wednesday, Dec. 18, at the Long Beach Civic Chambers .
A public comment period will remain open until Jan. 31. The Los Angeles and Long Beach harbor commissions are scheduled to vote on whether to approve the fee early next year, with the fee set to go into effect in late 2020.
The vast majority of trucks that go in and out of the L.A.-Long Beach ports are older and don't run on clean fuels, according to the ports? draft report. In April 2018, the report said, trucks with a model year earlier than 2014 accounted for 14,345 or almost 84%of the current fleet. This is due, the report added, to the highly competitive nature of the industry, and the substantially lower purchase price of used trucks compared to new trucks.
The ports would charge $10 per loaded twenty-foot equivalent unit that goes in or out of the twin complex; TEUs are a universal measurement and most containers today are 40-feet so the port would essentially charge $20 per container. Rates would apply to cargo owners and be implemented in 2020 on trucks hauling loaded containers entering or leaving the terminals. There also would be possible rebates for trucks that meet near-zero or zero emissions.
This is a significant pot of money that we?re talking about, said Heather Tomley, managing director of Planning and Environmental Affairs for the Port of Long Beach.
Critics who spoke at the workshop, however, said the fee needs to be higher.
Ninety million isn't going to buy you a lot, said Todd Campbell of Clean Energy. I think we need a serious check on this rate.
Tomley and her counterpart, Chris Cannon, director of environmental management for the Port of Los Angeles, both stressed that establishing the fee required a balancing act.
The program, Tomley said, needs to be done in a sustainable way that's consistent with availability of those (clean) technologies and at a cost that can be sustainably absorbed.
Among the concerns, Cannon said, are worries that the fees could be passed on to independent truck drivers at the bottom of the pay scale.
Jose Alvarez, a 26-year-old truck driver, expressed those concerns at the workshop.
We all want clean air especially as drivers sitting in line for hours breathing the fumes, said Alvarez, a Bell Gardens resident.
We ask whatever the rate, he added, make sure the cost doesn't get put onto us, the truck drivers.
Among the issues that need to be worked out, Cannon said, is how to protect drivers from having to pay the fees.
Nobody wants the drivers to get hit with a fee, Cannon said. That is a very, very significant issue for us.
Also taking issue with the $10 rate was the Coalition for Clean Air.
While seemingly a large sum of funds, $90 million is woefully inadequate to meet the needs of replacing a polluting heavy-duty truck fleet that services both ports every day, Jerilyn Lopez Mendoza, a former Los Angeles port commissioner and representative of the nonprofit coalition, wrote in a news release her group sent out after the meeting.
To achieve the ports? goal, the coalition said, 12,000 trucks would need to be replaced, costing $1.2 billion or $400 million annually for three years. The appropriate fee, the coalition said, would be $45 a container.
Residents near the ports also testified, saying that higher pollution levels in adjacent communities needs to be aggressively addressed.
The cost is our lives and being able to live here, said Carolyn Allred of Long Beach. The primary question for the ports, she said, should be, How are the people impacted and affected??
More meetings will be held to gather feedback in January and email comments also are being accepted.
Information is available at

Drones 'will keep the port safer,' commissioner says, as LA Port prepares to launch program

Could the use of a port drone have averted a tragic 2017 helicopter crash into the harbor?
Presenters at this week's Board of Los Angeles Harbor Commissioners meeting said it's one of the many reasons acquiring unmanned aerial system devices, commonly known as drones, makes sense for both the Los Angeles Port Police and the Harbor Department.
Los Angeles Port Police gave the presentation to harbor commissioners on Thursday, Dec. 19, saying that the UAS devices will have a significant use in mapping and photography so that assignments such as the one in 2017 might be handled without the potential danger. Drones have the capacity to fly low without putting pilots or passengers in harm's way.
But they also have significant uses in law enforcement. The port Police Department is in the process of codifying guidelines and training protocols for the new equipment.
The meeting Thursday, officials said, was essentially a final step; the port police and Harbor Department have the unmanned aerial system devices in hand and are ready to deploy them.
Los Angeles Port Police Deputy Chief Randy Allen told commissioners that the technology is becoming widespread throughout law enforcement and will soon be implemented by the Los Angeles Port Police.
Los Angeles Port Police and the Harbor Department collectively have acquired seven of the devices and have been carrying out training with personnel.
The City of Los Angeles has studied this program extensively, he told commissioners, and has engaged the community at many levels to develop their policies.
Ever since 9-11, ports have been seen as potential targets, requiring the addition of better security systems in the past two decades.
The unmanned craft cannot take the place of helicopters in all instances, Allen said. But the possible uses are many, even beyond providing videos and photos or carrying out mapping and survey tasks. The devices, Allen added, will be a big assist in security detail.
Referring to the helicopter crash On Jan. 4, 2017, Michael Justice, 61, a photographer under contract with the port, rode in a helicopter to take photos of cruise ships leaving port. But both he and the pilot, Christopher Reed, 41, died when the helicopter, flying low near the breakwater, crashed into the water.
From a police perspective, Allen said, there are emergency and search-and-rescue operations in which unmanned craft can be especially useful. And, Allen added, searches can be conducted more safely without officers involved.
We can (also) deliver a communication device, a phone, to someone on a vessel or on the bridge, Allen said. Over the years, folks have climbed onto the bridge who are suicidal. A (drone) can be used to drop off a communications device.
Allen assured commissioners that strict protocols were being put in place to guard against privacy breaches and abuse. He said there will be 'strict oversight and accountability.
This is just an extension of our human capabilities, he said.
The same clearances will be needed as are required for officers carrying out police duties. If a police officer needs a search warrant to access an area, for example, the drone will also need one, Allen said.
Privacy, he added in a telephone interview later, was a major concern.
We?re serious about privacy rights, Allen said, and we've put in significant levels of oversight.
The port devices are small, weighing between 5 and 8 pounds. (Some others can weigh up to 55 pounds, Allen said.) They require both a certified pilot and a trained observer to be onsite.
During the Thursday meeting, some commissioners requested the precise GPS records be kept, along with the logs kept by officers at least for a period of time to better track the drones..
Unmanned craft give authorities a way of keeping our team out of harm's way, said Commissioner Anthony Pirozzi. I know it will keep the port safer.
The port has tight restrictions on outside drones being flown in port airspace. Operators must get a permit, pay a fee and have a certified pilot flying the device with a port police officer accompanying them. The department also has the capability now to detect when an unmanned device is being flown in the port.

$18 million tugboat project will replace old units with hybrids at ports of Long Beach, LA

With buy-in this week from the Port of Los Angeles, a program to design and develop a hybrid electric-drive tugboat that would replace today's diesel-only standard is set to begin next year.
Port commissioners voted this week to spend $117,000, matching an amount the Port of Long Beach had already approved, to support the project, which private company Millennium Maritime is developing.
The project will cost $18 million altogether, with other funding coming from Millennium and a grant from the California Air Resources Board. The Long Beach port is the lead agency on the project, which stems from the 2006 Clean Air Action Plan agreement between both ports. The goal is to usher in diesel-electric hybrid technology for working tugboats in the twin harbors.
Chris Cannon, director of environmental management at the Port of Los Angeles, said the diesel tugs are low-hanging fruit? in the ongoing battle against pollution-spewing equipment that operates in the ports.
The new tug will be developed and built during 2020 and will likely be ready for deployment sometime in early 2021, Cannon said. The idea is to replace existing diesel tugs with cleaner models that look the same. A single hybrid tugboat would have six high-speed diesel engines and two electric propulsion motors.
L.A. Harbor Commissioner Edward Renwick suggested the port begin looking into ways it can share in the future proceeds of clean technology it helps pay for and test in its early stages.
He urged the port to think about creating a mechanism with which the port can reap future proceeds from new technology created with its funding help.
This may very well be the next generation of tugboats all over the world, or not, Renwick said at the Thursday, Dec. 19, commission meeting at which the tugboat funding was OK?d. But if they are, we should get a piece of it.

Project selected for Terminal Island project files claim against Port of Los Angeles

The developers of a $130 million project designed to streamline the handling of cargo at the Port of Los Angeles announced Monday, Dec.16, that they have filed a damages claim against the port and select labor union leaders over the abrupt cancellation of the project.
The San Pedro port in 2015 selected Harbor Performance Enhancement Center to develop 80 acres on Terminal Island for a project designed to enhance the efficiency of cargo operations by reducing congestion there, according to the claim. HPEC, the claim said, signed a series of agreements with the port, engaged in years of negotiations, and devoted millions of dollars to project planning and environmental processes.
Harbor Performance Enhancement Center secured $130 million for the project and had public support from Gene Seroka, the L.A. port's executive director, according to the center; it also had investment from Australia's Macquarie Group, one of the world's largest infrastructure investment firms.
But in May, Seroka wrote to Jonathan Rosenthal, the CEO of HPEC, that the port would terminate its agreement with the center, deeming the project to be infeasible? while noting that it had taken longer than the originally anticipated three years to finalize negotiations on the effort.
The damages claim was filed with Los Angeles city on Friday, Dec. 13; such claims are typically precursors to lawsuits.
The bottom line is that we?re in this for the long haul, Rosenthal said in a statement. Our project is an economic and environmental game-changer, creating tens of thousands of jobs for the region, and we want to see it built. It's become abundantly clear that the port is intent on hiding something.
Port officials said they could not comment on the legal action, saying HPEC has its version of what happened and the port has its own. The officials said the HPEC project, a public-private endeavor, was only authorized to create a pilot program that didn't come to fruition.
HPEC's claim also argues that the International Longshore and Warehouse Union was never granted a labor agreement in its bid for the project, although the company indicated the port intended to grant exclusivity of jobs to those union workers, something HPEC said it could not agree to.
Calls to the ILWU were not immediately returned.
HPEC contended the cancellation of the project was the result of backroom deals? between the port and the ILWU.
In June, HPEC filed suit in Los Angeles Superior Court seeking to reverse Seroka's decision to scrub the project. In September, according to HPEC, a judge rejected a city of Los Angeles request to dismiss the case.
HPEC is seeking to recover all costs it has spent on developing the project, as well as any damages it suffered through the process.

House Passes Full Utilization of the Harbor Maintenance Trust Fund Act