The Port of Portland, after the loss of Hapag-Lloyd and Hanjin Shipping through labour strife, work to keep boxes moving on the Columbia River, even if it means encouraging them to use rivals Seattle and Tacoma.

 

"Our mission at the port is to promote imports and exports in the state," Rob Smith, Portland's director of business and regional development, told Newark's Journal of Commerce.

 

"We have to keep cargo routed down the Columbia River," he said. The goal of Portland's port community is to quickly attract another liner company, or companies, to replace Hanjin and Hapag-Lloyd, and then the cargo should return to Portland."

 

Hanjin's departure was especially troublesome, resulting in a loss of 80 per cent of Portland's container business. 

 

Hapag-Lloyd had accounted for about 19 per cent of the port's container volume. All that's left now in Portland in terms of containers is Westwood Shipping's monthly service. 

 

March container volume fell 27.9 per cent to 5,756 TEU from February. April's numbers will reflect the full impact of the departures of Hanjin and Hapag-Lloyd.

 

Oregon and eastern Idaho generate a steady flow of agricultural and forest product exports, including potatoes, specialty grains and tree fruits. Although it does not have a large population, Portland has always generated enough containerised imports to offer shipping lines a balanced two-way trade.

 

Northwest Container Services did not expect Portland to lose its liner services this year, and it is almost completely booked with its normal customers. The company owns intermodal railcars and partners with Union Pacific Railroad and a Tacoma short-line railroad for power.

 

Therefore, cargo interests must ship most of their freight via truck from Boardman to Seattle and Tacoma, 260 miles away. Rail from Boardman is cheaper, although the need for a truck haul at the end of the rail move equalises pricing.

 

(Source:shippingazette)