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Breakbulk July 2018

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18 The Journal of Commerce | July 2018 Breakbulk & Project Cargo variable schedules and transit times, and container shipments are affect- ed by peak seasons," he explained. "It's just good practice to plan for extra storage capability at the calling terminal, or at alternative sites, at both origin and destination." Bae said the ocean carriers he selected, based largely on their track record for meeting scheduled transit times, all "performed well" through- out the three-year move. The Port of Houston was chosen, not just because of its 300-mile proximity to the two construction sites in Wharton and Granbury, Texas, "but because it is one for the best US ports for breakbulk vessels and container lines," he contends. The outsize cargoes on the break- bulk vessels made scheduled stops in China and Korea and took 60 days for the trans-Pacific crossing. Bae's strategy at Houston was to use asset-based trucking compa- nies rather than freight brokers and independent drivers. "With multiple moves on the same project, you want to use the same drivers and carriers because the learning curve is so steep. A new driver might have an address, but which gate? When you are hauling a huge load behind you, you can't be making wrong turns and u-turns and wasting all that time." The third breakbulk shipment, destined for a construction site in Prince George County, Maryland, went around Cape Horn, and across the Atlantic to Port of Morehead City, North Carolina, a 50-day trip. "This port was chosen because of its professional and supportive staff, less congestion and ample storage space," Bae said. One of the biggest potential problems in a project move of this magnitude is at the end of the sup- ply chain — the construction site, he said. "We're always asking, 'What can the site live with?' That's where it takes boots on the ground, day-to- day communications, and a weekly matrix update." l email: end, the saddle was fixed. It was not really that much of a hiccup, but it could have been if not detected." There are just so many wild cards in any project cargo move, he said, that it's necessary to have primary and secondary schedules, especially on the transport links of the supply chain. "Breakbulk liner services have [there is] coordinating the availabil- ity of trucks, including standbys, and anticipating backup plans if you have weather delays or, in the case of Vietnam, where the ports are very small, when the carrier docked ahead of you is still being worked. "The major hurdle," the Seahawk Logitech official continued, "is to always anticipate and alleviate delays and bottlenecks that will most certainly come up in a project like this." Bae recalled that on a sailing from Vietnam, one of the ducting saddles on the breakbulk vessel was not secured. "The question was, do we load or not load. We had to get the manufacturer's OK, but in the "The major hurdle is to always anticipate and alleviate delays and bottlenecks that will most certainly come up in a project like this." It was decided to use asset-based trucking companies rather than freight brokers and independent drivers at Houston port. Seahawk Logitech

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